2025 Dodge eMuscle Electric Muscle Car: Smoke All Four of ’Em
WHAT IT IS: A fully electrified hellsled from the automotive industry's gas-chuggingest, tire-smokingest, hair-on-your-chestiest brand, Dodge.
WHY IT MATTERS: When even Dodge is preparing to transition to EVs, it's time to accept the inevitable: The revolution will be rechargeable. Of course, that doesn't mean abandoning heritage. So Dodge, the marque behind the Challenger, Charger, Hellcat, Demon, and myriad other badass badges, is spinning up an electric muscle car as a bridge between its fully electrified future and its Hemi-powered past.
This car's retro flavor will help that mission. As seen in teaser images/video and our exclusive renderings, its boxy nose will ape those of classic Chargers—wouldn't that be an appropriate name to use on the EV?—from the golden period of muscle in the late '60s and early '70s; that era's triangular Fratzog logo returns, too, and is expected to appear on all of Dodge's EVs moving forward. The eMuscle name has also been bandied about, although it's not yet clear if this will be the new muscle car's name or an overarching theme for Dodge.
2025 Dodge eMuscle Electric Muscle Car Rendering with WingPLATFORM AND POWERTRAIN: Carlos Tavares, CEO of parent company Stellantis, has called the car "so brilliant that it is shocking"—it's electric, get it?—and teasers confirm it will have all-wheel drive, showing smoke billowing from all four tires. AWD means the muscle car will pack at least two electric motors, and Stellantis has said the car's STLA Large platform will offer motors that make as much as 443 hp each, which means it could have nearly 900 horsepower. But this is Dodge we're talking about, so it's entirely possible the car gets three or even four electric motors to help it achieve 60 mph in a rumored 2.0 seconds.
"If an electric motor will make it quicker, we will do it," Dodge chief Tim Kuniskis has said. The battery packs for STLA Large will range from 101 to 118 kWh in size with up to 500 miles of driving range, though surely not in this beastly machine. Worried about doing burnouts in silence? Fret not: Dodge wants the car to be loud and has created a muscled-up sound that intensifies based on how you're driving.
ESTIMATED PRICE: The sweet spot for muscle cars is from $40,000 to $50,000, Dodge says, so figure the production EV muscle car will land in that zone—at least to start. As with the Hellcat models and the Demon, you'll pay a premium for more performance, even as Dodge looks to maintain its traditional power-per-dollar value.
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cadillac lyriq Full OverviewProsGreat lookingUnique and stylish interiorDrives like a classic Cadillac in the best ways ConsInfotainment interface is a bit fussySilly door handlesWorrying assembly issuesThe 2023 Cadillac Lyriq represents an important reset for the storied American luxury brand. After a resurgence around the turn of the millennium that started with the Art and Science-design Cadillac CTS and Escalade and through a period that ended with the demise of the CTS-V Sport Wagon, Cadillac was on a roll. But it then squandered its momentum, ceding ground as a cool status symbol to archnemesis Lincoln and upstarts like Tesla. The industry-wide pivot to electrification is a chance for the brand to wipe the slate clean, and the 2023 Cadillac Lyriq 450E is the first fruit of that labor. But is it another CTS, or is Caddy having another ELR or CT6 moment? We're about to find out.What Makes the Cadillac Lyriq Tick?Cadillac's association with General Motors has often been more of a curse than a blessing, resulting in sport sedans with unrefined truck motors and/or switchgear shared with $20,000 Chevrolets. In the Lyriq's case, however, the association is no curse. The Lyriq rides on GM's new bleeding-edge modular Ultium electric vehicle platform, which allowed Cadillac designers the freedom to pen a midsize SUV that somehow manages to recall the mid-century modern greats of Cadillac's postwar years while also looking contemporary and visionary.Propelling our Lyriq 450E Debut Edition test car and its long dash-to-axle ratio and kammback rear end is a rear-mounted motor good for 340 hp and 325 lb-ft of torque, backed by a quick-charging 102-kWh battery pack. The EPA says the Lyriq should be able to cover 312 miles on a charge, and the 190-kW peak rate helps ensure you aren't spending much time tethered to a public charger when necessary. A dual-motor all-wheel-drive Lyriq is also planned. You can get the full details of the rest of the Lyriq package, including its passive suspension system, by checking out our First Drive here.How Fast Is the Lyriq?With just a single, modestly powerful motor, we weren't expecting Tesla Model Y Performance, uh, performance out of our rear-drive Lyriq test vehicle, yet it still impressed. The Lyriq zipped from 0-60 mph in just 5.7 seconds and through the quarter mile in a respectable 14.2 seconds at 100.5 mph. That's significantly slower than many electric SUVs in the segment (most of which offer dual-motor all-wheel drive as standard), including the slowest Model Y we've tested, which needed 4.1 seconds to 60 mph and a 12.4 second quarter mile at 114.8 mph. Yet it's as quick or quicker than many of its gas-powered contemporaries, including the Lincoln Nautilus, Genesis GV80, and Mercedes-Benz GLE.And although its 134-foot 60-0-mph performance leaves us a little wanting, the Lyriq manages a respectable 27.2-second figure-eight lap while averaging 0.64 g. Not bad considering its 5,654-pound curb weight.Is the Lyriq Better on the Road?The Lyriq drives wonderfully out in the real world. Unlike the violent rip-your-face-off acceleration you get in many of its EV competitors, the Lyriq is tuned more conservatively, in many ways mimicking how a big, understressed V-8 performs. Dip into the throttle and you get one big tidal wave of torque that you can surf long past any legal speed limit in this country. "The throttle pedal is well damped, too," said associate editor Duncan Brady. "EVs with instant torque tend to expose less smooth driving habits, but the relaxed response in the default Tour mode makes it easy to drive smoothly." Those looking for more thrills, fret not, as dual-motor and V versions ought to pack more than 500 horsepower.The Lyriq's brakes are tuned well, too. The one-pedal driving mode is smooth and perfectly calibrated, allowing you to come to a complete stop, and should you ever need more braking power, pulling the paddle on the left side of the steering wheel results in even more regenerative deceleration. Those who prefer to brake the old-fashioned way will also find lots to like, as the pedal feels natural and offers plenty of bite.Contemporary high-end Cadillacs are known for their fine ride quality thanks to the wide use of MagneRide dampers, but the Lyriq makes do with a more traditional setup using what GM calls "Passive Plus" frequency-selective dampers. As far as our finely tuned auto journalist butts are concerned, the likely cheaper passive dampers are nearly as good as the fancy magnetorheological ones. The Lyriq floats over all but the harshest impacts—without actually becoming floaty, as did many of its predecessors. Also, like many of its mid-20th-century forerunners, the Lyriq isn't overtly sporty but it handles competently. Put it this way: The Lyriq won't leave you white-knuckling on a curvy road, but it also won't ever be mistaken for Cadillac's finely tuned V performance models, either.Inside the Cadillac LyriqThat's just as well because it's worth slowing down for a beat and appreciating the Lyriq's interior. For the first time in a Cadillac this millennium, the Lyriq features bespoke switchgear and hardware not shared with lesser Buicks, Chevrolets, or GMCs. The new controls make a great impression. "They're beautifully weighted," Brady said. "The real metal and heavyweight feel of the knobs remind me of Bentley. These are not things I anticipated would stand out in Cadillac's new EV, considering how many of the brand's cars share controls with other GM stuff." More than just looking good, the Lyriq is surprisingly functional, too, with hidden storage (such as the drawer lined with blue leather in the center stack), comfortable front seats, and an incredibly spacious back seat and trunk.Still, there's some obvious room for improvement. For starters, Cadillac's infotainment system shows much promise—the curved displays and its Google Maps integration are particularly great—but the UX doesn't make good use of the space, displaying blocks of apps that are difficult to navigate with the control knob. Similarly, the door handles appear to have been engineered in virtual space; getting into the car requires you first press the door handle—which is really just a button masquerading as a handle—to get the latch to release and then grab onto a separate handle hidden in the window trim to pull the doors open … unless you're getting in back, as there aren't any grab points back there. The Lyriq, despite being rear-drive in this test car's case, also lacks the frunk that's become so common on EVs.On the worrying side of the ledger, we experienced build quality issues with our early production Lyriq test vehicle. The charging port cover flapped in the breeze, the rearview mirror vibrated subtly at highway speeds, and a handful of inconsistent panel gaps in the interior distracted from the otherwise beautifully furnished cabin. And although the hardware for it comes standard, our Lyriq also didn't have GM's excellent Super Cruise advanced driver assist system due to the ongoing semiconductor chip shortage. Cadillac says owners will be able to add it at a later date with a software update and an indeterminate subscription fee.Is the Lyriq Worth It?Despite the build issues, though, the Lyriq still feels like a striking value at its $62,990 base and as-tested prices. Stellar to look at, good to drive, and generally easy to live with, the 2023 Cadillac Lyriq 450E Debut Edition provides both a viable and enticing path forward for the brand as we rapidly approach the middle of the 21st century. Second chances are rare. The Lyriq proves that Cadillac isn't wasting one.Looks good! More details?2023 Cadillac Lyriq 450E (Debut Edition) Specifications BASE PRICE $62,990 PRICE AS TESTED $62,990 VEHICLE LAYOUT Rear-motor, RWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 340 hp TORQUE (SAE NET) 325 lb-ft TRANSMISSION 1-speed automatic CURB WEIGHT (F/R DIST) 5,654 lb (49/51%) WHEELBASE 121.8 in LENGTH x WIDTH x HEIGHT 196.7 x 77.8 x 63.9 in 0-60 MPH 5.7 sec QUARTER MILE 14.2 sec @ 100.5 mph BRAKING, 60-0 MPH 134 ft LATERAL ACCELERATION 0.79 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 97/82/82 mpg-e EPA RANGE, COMB 312 miles ON SALE Now Show All
audi s8 Full OverviewOur MotorTrend test team cycles through hundreds of vehicles a year, and an old pro like road test editor Chris Walton has been in and out of thousands of them during his career. So when he starts waxing poetic about a car like the 2022 Audi S8, you better believe we sit up and take notice."Wow. What a sleeper," Walton said of the S8 super sedan we recently had in for testing. "It's way too easy to find yourself driving 90 mph without noticing it. I could live with this car for the remainder of my life." That's a bold statement, Chris, do go on. "The whole thing kind of shrinks around you and makes it feel like an S6. Goodness, what an achievement this thing is."He's right, of course, about all the sleeping and shrinking 2022 S8 does. This particular car looks downright menacing, as well, thanks in large part to its Daytona Gray pearl paint scheme offset by a Black Optic Plus package ($2,100) that adds 21-inch, 10-spoke gloss black rims shod with summer tires, and other blacked-out elements including Audi's famed four-ring badge adorning (what else?) a bold black grille.There's also some menace in its exhaust note, a bombastic baritone that bellows out from its 4.0-liter twin-turbo V-8, which produces 563 horsepower and 590 lb-ft of torque. The engine is paired with an eight-speed automatic transmission that proved smooth and quick under hard acceleration. It all works in concert to move the S8's significant 5,204-pound mass with authority.Audi S8 0-60 mph Time: Very ImpressiveGiven its prodigious poundage, the 2022 S8's 0-60-mph time of 3.7 seconds is darn impressive. Its Quattro all-wheel-drive system and attendant sport differential certainly don't hurt matters when you're firing it out of the starting block, and the S8 also has a launch control feature that further aids the cause.The test team reported some issues getting the S8 to launch right—but when it does, it launches hard. "Because the window of optimal boost and rpm is brief, and if you miss it you must wait a bit before trying launch control again. But when everything works, you get neck-snapping acceleration. Very harsh shifts from 1-2-3," road test analyst Alan Lau noted.Audi S8 Quarter-Mile Time: Low 12s Will Do After hammering past the 60-mph mark, the 2022 S8 barreled its way to a quarter-mile time of 12.2 seconds at 113.0 mphagain, a heck of a number for a car of its size and class. It's hard to find an apples-to-apples comparison to the 2022 S8 given its curb weight and configuration other than maybe the BMW Alpina B7 xDrive or the last-generation Mercedes S63 AMG, as most of the 2.5-ton machines we've tested in the past few years are either SUVs or EVs.Interestingly, one of the closest EVs we found to compare the S8 against is another Audi, the dual-motor E-Tron GT Prestige sedan, which weighs in at 5,095 pounds. That car hit 60 mph in 3.6 seconds and on to a quarter mile of 11.9 seconds at 118.8 mph. Of course, the E-Tron doesn't get the S8's twin-turbo terror of a V-8, but you won't have to pay a gas-guzzler tax or live with the S8's officious inefficiency, either (it's EPA rated at 14/23/17 mpg city/highway/combined). Different power strokes for different folks.Audi S8: Getting Its Oversteer OnAs for the rest of the 2022 Audi S8's overall abilities, once again, with the "for its weight" caveat out of the way, its stopping distance of 105 feet from 60 mph is as impressive as its acceleration. Lau reported the following: "The brake pedal feel seems to be tuned with a good balance between comfort and performance. It's not overly touchy and easy to modulate. When it comes to very aggressive braking, they get the job done very well." Walton added that the brakes were "tremendous and easy to modulate to just stay barely out of the ABS" during his testing.But it was out at our figure-eight (24.4 seconds at 0.79 g avg) and skidpad (0.95 g avg) tests where Walton truly fell in love with the S8 and its capabilities. "The way it turns in makes it feel so much smaller and lighter," he wrote in his notes. "The steering is a bit vague in feel but very precise. The car takes a very neutral attitude, just barely dancing on oversteer. The way it drives off the corner with the all-wheel drive (the S8 also comes standard with a four-wheel-steering system) is phenomenal."Comfort, Plus a Whole Lot MoreSo yes, the S8 does things cars of its size, heft, and weight distribution (55/45 percent front/rear) have no business doing from a performance standpoint. But when it comes to its other mission as a cosseting luxury limo, all play and no relaxation can make for a bone-jarring bad time. That's where the S8's Comfort+ setting and its optional predictive active suspension ($6,000) come in to help smooth the road ahead. As with other systems of its type, the predictive suspension uses a camera to read the oncoming surface, sense jarring impacts or other undulations, and react accordingly to soften the S8's ride.In addition to the fancy active footwork, the 2022 S8 has all manner of standard and optional luxury trappings (this particular S8's black interior, trimmed with carbon accents, looked stealthy chic), as well as safety systems and other craftsmanship befitting a car that starts at $118,995 and rang up at $135,595 as tested.It's a car you won't see many of to begin with and one that you can be assured won't be around for much longer in its present configuration. It's a special sport sedan for a chosen few. So if you happen to be in the Los Angeles area and see one blow past you, it could very well be a certain MT staffer at the wheel (if he robbed a bank or raided his 401(k) to get one, that is). Be sure to say hi—if you can catch him.Looks good! More details?2022 Audi S8 Specifications BASE PRICE $118,995 PRICE AS TESTED $135,595 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 4.0L Twin-turbo direct-injected DOHC 32-valve 90-degree V-8 POWER (SAE NET) 563 hp @ 6,000 rpm TORQUE (SAE NET) 590 lb-ft @ 2,050 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 5,204 lb (55/45%) WHEELBASE 123.2 in LENGTH x WIDTH x HEIGHT 209.5 x 76.6 x 58.5 in 0-60 MPH 3.7 sec QUARTER MILE 12.2 sec @ 113.0 mph BRAKING, 60-0 MPH 105 ft LATERAL ACCELERATION 0.95 g (avg) MT FIGURE EIGHT 24.4 sec @ 0.79 g (avg) EPA CITY/HWY/COMB FUEL ECON 14/23/17 mpg EPA RANGE, COMB 369 miles ON SALE Now Show All
lexus lx Full OverviewThe 2022 Lexus LX600 is a giant leap forward—15 years have passed since its last major redesign—but the 27-year-old SUV nameplate is still a work in progress. The fourth generation of the luxury brand's SUV flagship expands to five trim levels, but Lexus may have stretched itself a bit thin in its bid to appeal to a wider swath of potential buyers. At least in the LX600's first model year on a new platform.A lot is asked of the 2022 Lexus LX600 that goes on sale this quarter. With Toyota's decision to not offer the 300-Series Land Cruiser in North America, the lower trims of the Lexus LX600 must pick up these loyal orphan buyers lest they stray to another automaker's brand. At the other end of the spectrum, the new LX600's Ultra Luxury trim is a four-passenger, VIP-treatment SUV. Then there is the heart of the market, where the majority will buy a mid-trim, three-row LX600, including those who want a sportier look and more off-road capability with the new F-Sport trim.Here are the five trim levels, with a price span of almost $40,000 from base to VIP treatment:The base trim is a five-passenger, two-row SUV that will account for 5 to 7 percent of 2022 Lexus LX600 sales. It starts at $88,245. The Premium, new F-Sport, and Luxury trims are seven-passenger, three-row SUVs. Starting prices are $96,345, $102,345, and $104,345, respectively. The Premium trim will account for as much as 40 percent of sales, and the three middle trims combined could be 90 percent of the mix. The new Ultra Luxury is a two-row, four-passenger SUV with reclining captain's chairs in the second row. It starts at $127,345 and will represent a small fraction of total sales. To attract a more diverse customer base and continue to meet the needs of loyal LX customers as well as those moving up from the Lexus GX, the 2022 Lexus LX600 has moved to Toyota's GA-F platform which also underpins the 2022 Toyota Tundra full-size pickup truck, the 2022 Land Cruiser offered elsewhere in the world, and the third-generation 2023 Toyota Sequoia SUV.Dynamic New Platform is a Big LeapDeveloped in Japan, engineers were ready to ditch the aging platform for one that would allow them to make the 2022 Lexus LX600 lighter, with a lower center of gravity and a more dynamic ride. The GA-F architecture also accommodates a new powertrain with the ability to add electric motors for a hybrid in the future. Lexus will not offer a diesel engine in North AmericaThe new LX600 has the same powertrain as found in the Toyota Land Cruiser and Tundra: a 3.4-liter twin-turbo V-6 that generates 409 hp and 479 lb-ft of torque in the Lexus. (Toyota markets it as a 3.5-liter V-6 but actual displacement is 3,445 cubic centimeters, or 3.4 liters.) The eight-speed automatic transmission is replaced by a 10-speed. Fuel economy improves to 17/22/19 mpg in city/highway/combined driving, far better than the 12/16/14 of the outgoing model.All trims of the 2022 Lexus LX600 can tow up to 8,000 pounds, which is 1,000 more than the 2021 model, with wiring and components integrated into the platform—no bolt-ons here. For comparison, the Lexus LX600 has higher output but tows less than the Tundra.Lighter is BetterThe LX600 has dropped 441 pounds—the aluminum roof is a first for Lexus—which means a little less weight to haul around. It still feels like a large vehicle when you drive it, with heavy steering and a sense of the mass around you, but acceleration is smooth and ample in all driving conditions.There is little body roll, and the suspension soaks up most road impurities; it is only on especially rough pavement that you are reminded you are in a body-on-frame truck. Inside the cabin is the quiet, cocoon-like experience Lexus is known for.Adaptive cruise control is easy to find and use. Lane centering can be a bit abrupt in its corrections at times, but for most of our drive it kept the vehicle evenly and uneventfully centered, never coming close to the painted lines or crossing out of the lane.Lexus Safety System+ 2.5 is standard on all trims and adds lane-departure with driver assist, courtesy of the upgrade to electric power steering. The safety suite is not quite as advanced as the 3.0 system on the 2022 Lexus NX which has a digital key and remote park. Higher trims of the LX have a standard head-up display, and the Ultra Luxury has a digital rearview mirror.No Mistaking That GrilleYou won't miss the 2022 Lexus LX coming or going. The grille is massive and remains the subject of debate: people tend to love it or hate it. The new F-Sport is notable for its giant black mesh front grille that's meant to provide a sportier and more menacing look. The chrome horizontal bars of the new Ultra Luxury speak to a different customer.Across the back, "Lexus" is spelled out in large letters, replacing the old logo in the center and model name at the right corner. This is a new design element that debuted on the Lexus NX.Despite its size, the 2022 Lexus LX600 is easy to get into thanks to running boards and grab handles. But it is a long reach to adjust the side mirrors or the volume on the stereo.All About the SeatingExcept for the Ultra Luxury's captain's chairs, the other trims have second-row bench seats with seatbelts for three, but the middle passenger's space is narrow. Lexus product planners are looking at adding captain's chairs to future trims, but it seems like an early miss for a luxury flagship vehicle. The seats are heated and ventilated, and with a manual lever the 60/40 split bench seats flip up and tumble forward for third-row access.Good news: the third-row seats fold into the floor, a huge improvement over the outgoing model where the seats were pushed to the sides of the cargo area, encroaching on space for gear. On the Luxury trim you can push a button to fold both the second- and third-row (50-50 split) seats flat. But the 2022 LX600 still has a live rear axle, which means those in the very back are forced to sit up high, upright, and with raised knees.Another improvement: the split-opening at the back is replaced by a traditional single-piece liftgate. It is powered and can be opened by kicking your foot under the sensor, just right of the trailer hitch.Big Infotainment NewsInside, the big news is a vastly improved, in-house-developed infotainment system. It relies on touchscreens and good old-fashioned knobs and buttons rather than the much-maligned Lexus joystick/touchpad.The new infotainment system, which debuted on the 2022 Lexus NX, was a top priority. On the LX, there are two separate center screens so that navigation can remain displayed on the top 19.3-inch screen while off-road information is shown on the same-size screen below. There are four USB outlets on the lower two trim levels and six on the top three trims.The "Hey Lexus" voice command works well and recognizes natural speech patterns. But on a dirt road in New Mexico, with no service, the Google nav system could not reroute us when we got mixed up. In more urban areas it worked flawlessly.The 2022 Lexus LX600 comes with six drive modes, one more than the 2021 model offered. They include Comfort, Normal, Sport S, Sport S+, Custom, and Eco. The Sport modes are barely perceptible as sportier; the throttle and exhaust notes are turned up, but barely.This remains a quiet vehicle to drive in all modes. The F-Sport is a bit more visceral; you feel gear shifts more succinctly and acceleration does fall off quicker when you lift your foot. The F Sport has standard Adaptive Variable Suspension electronically controlled dampers, and the electric power steering is tuned to be more responsive.Off-Road ProwessThe 2022 Lexus LX600 has a full-time four-wheel-drive system with low range. The Torsen center differential can lock to split the power 50-50 front and rear, but only the F Sport has a Torsen limited-slip rear diff.You'll find 8.9 inches of ground clearance, and the Active Height Control hydraulic suspension can increase the height by 7 inches and lower it by 2.0 inches. It is standard on the Ultra Luxury and optional on Luxury and F-Sport.The F Sport has a standard Torsen rear limited-slip diff and new rear anti-roll bar for better off-roading. The trail we clambered over in Santa Fe was moderately challenging and was a cake walk for the F Sport.Anyone who has used the Downhill Assist Control in a Lexus or Toyota knows it is loud—like, "Is there something broken or wrong with this?" loud. Not anymore. The DAC/Crawl feature is operated by a single button to control low speeds up or down a hill on the trail, and it is pretty much dead quiet. The camera that shows the trail ahead is invaluable when all you can see is hood and sky. Push a button in a tight turn to brake the inside wheel; the LX pivots better around an obstacle without the need to throw it in reverse for a multi-point turn.Ultra Luxury for a VIP ExperienceThe 2022 Lexus LX600 Ultra Luxury has a diamond-stitch-pattern leather interior, wood, chrome, a microsuede headliner, and Mark Levinson stereo.Second-row passengers will be happy, especially the right-rear passenger who can recline their seat 48 degrees with a button on the screen in the center console. The front passenger seat moves forward, the headrest lowers, and an ottoman can be employed for your feet. Push another button to restore everything for exit. There are seven massage settings to choose from, too, setting your own intensity level.The HVAC system has regular vents as well as an "air showerhead" that gently releases a soothing airflow from above; a vaporous spa treatment to aid relaxation. There are sunshades for the back seat, but they are operated manually without power assist.Amenity Upgrades to ComeThere is a wireless charger in the LX600 Ultra Luxury trim for rear-seat passengers—but not for the driver. Lexus is working on fixing this oversight, product planners told us. The driver has wireless CarPlay but can't charge wirelessly. Nor does the driver's seat come with massage. Lexus is looking at that, too, we were told.Rear passengers have headphones, but they are not Bluetooth, which means a cumbersome cord. Nor is there a remote for the lounging passenger to manage the entertainment. Again, Lexus is considering/working on it. Captain's chairs are only available on the Ultra Luxury but could become available on more trims sometime down the road. The rear door opening feels a bit small for VIP entry; a wider-opening door to the second row would also be appreciated. The issue is exacerbated by the screen on the back of the front seat which further impinges on space as you climb in.Lexus said one reason some seemingly obvious amenities are not available in the first model year is to let the new 2022 Lexus NX600 get out of the gate. Lexus officials will continue to gather feedback from LX600 customers to help guide future upgrades. We'll go out on a limb and say greater availability of captain's chairs will make the list. Additionally, giving drivers of a $130,000 vehicle a massaging seat and wireless charging, while adding power sunshades—and a remote and Bluetooth headphones for VIP passengers—are good ideas for the suggestion box.Company officials hope the 2022 Lexus LX600's additional trim levels and broader reach will double the model's sales and market share. The new LX600 is a giant leap forward, but customers expect certain amenities for this amount of money. The sooner the product planners get them approved and executed, the better.Looks good! More details?2022 Lexus LX600 PRICE $88,245-$127,345 LAYOUT Front-engine, RWD/AWD, 4-7-pass, 4-door SUV ENGINE 3.4L/409-hp/479-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 10-speed auto CURB WEIGHT 5,700-5,950 lbs (mfg) WHEELBASE 112.2 in L x W x H 200.6 X 78.4 x 74.6 in 0-60 MPH 6.9 sec (MT est) EPA FUEL ECON 17/22/19 mpg ENERGY CONSUMPTION, CITY/HWY 153-198 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.02 lb/mile ON SALE First Quarter 2022 Show All
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