RML’s Not-a-Priceless-Ferrari Comes Closer to Production 

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

We've seen concept cars featuring four-wheel-steering that makes it possible to pull up next to a parking space and drive sideways right into it, thanks either to four-wheel 90-degree steering or spherical tires that can just roll sideways. Don't hold your breath for these sideways parking car concepts, but supplier ZF recently showed off a front suspension design capable of steering the front wheels 80 degrees—enough to drastically reduce the amount of surplus parallel-parking space required for easy insertion/extraction and to tighten U-turn diameters considerably.The Missing LinkIn most front suspensions, a tie-rod connects the suspension knuckle directly to the steering rack. ZF proposes inserting a second link. This one runs roughly parallel with the tire, connecting the lower control arm in front to the knuckle at the other end. The traditional tie-rod then connects to this link, a bit closer to the control-arm pivot. The mechanical advantage this creates can more than double the range of tire pivot rotation from a typical 35 degrees in either direction to 80 degrees without extending the travel or dimensions and functionality of the steering rack.Why Has Nobody Produced This Yet?Swiveling the wheels and tires 80 degrees either way requires a lot of packaging space that is typically reserved for crash-structure frame rails, and their spacing has generally been dictated by a front-mounted combustion powertrain. Another problem is the lack of any sort of constant-velocity joint capable of transmitting drive torque over such an extreme angle, which makes the concept impractical for traditional front-drive vehicles. Finally, implementation would require a means of limiting the max allowable steering angle to parking-lot speeds, because suddenly dialing up 80 degrees of steering at speed could roll a tire off the rim and flip the vehicle.Enablers: Electronics and Electric DriveModern electronics are more than up to the task of limiting steering angles to certain speeds, and this obviously means any rear-engine, rear-wheel drive vehicle could adopt this steering setup today and begin seeking out incredibly tight parallel parking spaces and hanging U-turns inside their garage or on their neighborhood street. Indeed, ZF demonstrated the concept on a rear-motor, rear-drive electric BMW i3. Another key enabler will be in-wheel electric drive motors, which eliminate the need for shafts and CV joints. These have yet to find favor with mainstream automakers, but advances we've covered by Orbis and Indigo address the technology's limitations in ways that could bring them to market—especially in ride-hailing and delivery vehicles, which stand to gain maximum benefit from the improved maneuverability.When and How Much?ZF's EasyTurn Suspension is so simple that it can be implemented quickly, whenever a manufacturer signs on the dotted line, but as of press time ZF had yet to announce any such contracts. And no supplier ever talks specifics on cost, but clearly this design adds a couple of ball joints, a link, and a bit of extra machining, so this won't be a budget-buster. Consider our fingers crossed for this cool concept.

mercedes-benz c-class Full OverviewProsMore refined powertrain, feels expensive, long driving range.  ConsTransmission could be smoother, pricey, enormous key fob. Quick, but What About BMW, Audi, and Tesla?Braking and Figure-Eight PerformanceBut Why Is It so Expensive?Looks good! More details?2022 Mercedes-Benz C 300 4Matic Specifications BASE PRICE $46,600 PRICE AS TESTED $62,970 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 2.0L Turbo direct-injected DOHC 16-valve I-4 plus electric motor POWER (SAE NET) 255 hp @ 5,800 rpm (gas), 20 hp (elec), 255 hp (comb) TORQUE (SAE NET) 295 lb-ft @ 2,000 rpm (gas), 148 lb-ft (elec), 295 lb-ft (comb) TRANSMISSION 9-speed automatic CURB WEIGHT (F/R DIST) 4,014 lb (53/47%) WHEELBASE 112.8 in LENGTH x WIDTH x HEIGHT 187.0 x 71.7 x 56.6 in 0-60 MPH 5.5 sec QUARTER MILE 14.2 sec @ 96.8 mph BRAKING, 60-0 MPH 112 ft LATERAL ACCELERATION 0.90 g (avg) MT FIGURE EIGHT 26.3 sec @ 0.67 g (avg) EPA CITY/HWY/COMB FUEL ECON 23/33/27 mpg EPA RANGE, COMB 470 miles ON SALE Now Show All