The New Subaru WRX Isn't Getting a Higher-Performance STI Version

mercedes-benz eqb-class Full OverviewThe electrification of Mercedes-Benz in America is off to a good start. The U.S. is already the top market in the world for the flagship EQS sedan, and dealers are eagerly anticipating the arrival of the more affordable EQE sedan this fall. Insiders are quietly confident that Mercedes-Benz can sell up to 45,000 electric vehicles stateside in 2023. And the perky 2022 Mercedes-Benz EQB will be a key contributor to hitting that number.Unlike the EQS and EQE sedans, the EQB is not built on a dedicated EV platform. Instead, it shares much of its structure with the conventional internal combustion GLB subcompact SUV. As we reported in our preview drive of the EQB350 4Matic late last year, the smooth, silent, punchy electric powertrain transforms the subcompact SUV. The EQB feels much more like a miniature Mercedes than the GLB.We've covered the EQB350 4Matic in detail, though since our drive Mercedes-Benz USA has confirmed the 288-hp, 383-lb-ft SUV will start at $59,100. And although no official figures have been released, informed sources suggest the EQB350's 70.5-kWh battery (its usable capacity is 66.5 kWh) will deliver an EPA-rated range of about 220 miles.The EQB300 4Matic is priced from $55,550, and at first glance it's the more compelling buy of the two. It's identical to the EQB350, right down to the last nut and bolt, as well as the 188-hp motor at the rear axle. The only difference is the power and torque output of the motor at the front axle, which has been dialed back to deliver a total system output of 225 hp and 288 lb-ft.Less power means slightly less performance—Mercedes says the EQB300 is about 1.8 seconds slower to 60 mph than its more powerful sibling, stopping the clock at just under 8.0 seconds. But less power also means there's less demand on the battery, which should equate to more range.Unofficial figures suggest the EQB300 4Matic will have an EPA range of 230 miles. Now, just as with an internal combustion engine, your mileage may vary, depending on how, when, and where you drive. But a 10-mile improvement in rated range isn't quite the headline number you might expect.That's because Mercedes has chosen to optimize energy consumption in both EQBs by using the permanently excited synchronous electric motor driving the rear wheels as often as possible, as the front motor's asynchronous design means it generates only minimal drag losses in partial-load operation. And that means the EQB350's more powerful front motor isn't always sucking down extra electrons. For most of your driving time, the two models are—in energy consumption terms—identical.Our key takeaway from the EQB350 drive—that the EV powertrain adds a level of refinement and performance that's missing from the gasoline-powered GLB—holds true for the EQB300. But keen drivers will notice a difference between the two EQBs on the road, especially if the road is one that twists and turns.In simple terms the EQB300 doesn't claw its way out of the corners with the same urgency as the EQB350. As a result, it doesn't feel as surprisingly lively or quite as much fun to drive. There's not a lot in it, and in truth few EQB customers are likely to notice, especially on the school run or the daily commute. The transition between regenerative and mechanical braking didn't feel quite as seamless as in the EQB350, either. That said, the multilink rear axle felt just as well-planted and delivered plenty of traction out of corners.Our European-spec EQB300s were all on optional 20-inch rims shod with 235/45 tires. That setup won't be available in the U.S., and we won't be missing anything. Our experience with the EQB350 suggests the standard 18-inch wheels and optional 19s will offer better low-speed ride. What's more, the 20s appeared to make the steering feel gluier and less linear, as if the system was working harder to twist a bigger contact patch.Mercedes offers three driver-selectable lift-off regen levels, actuated via the paddles on the steering column. There's also a mode that allows the car to use navigation data, traffic information, and speed sign recognition to automatically adjust the regen level itself. As with its more powerful sibling, on anything but busy city streets the EQB300 feels best to drive with the least amount of regen, as it enables it to flow more freely down the road.Visually, the EQB300 is identified by EQ-specific design tweaks such as the front and rear LED light bands. The tall, boxy bodywork delivers an interior that is surprisingly roomy. The second-row bench seat slides fore and aft 5.5 inches, and in the rearmost position, there's plenty of leg- and knee room for 6-footers. There's lots of headroom, too, even though the rear seat H-point is higher than that of the front to give rear passengers better all-around visibility. Load space ranges from 16.4 cubic feet with the third row in place, to 57.2 with the second and third rows folded flat.Although Mercedes-Benz makes it clear that in the event of a rollover it considers the optional third row suitable only for those under 5 feet 5 inches tall, the $1,250 option will appeal to those using the EQB for the school run. Why does it cost $400 more than in the GLB? The third-row seats fold flat into the load space floor, so the electrical hardware stored there in the EQBs must be moved into a compartment underneath that's accessed via a flap in the rear bumper.Standard equipment on the EQB300 includes the 10.3-inch digital instrument cluster and 10.3-inch touchscreen multimedia display for the MBUX multimedia system. Standard safety features include active lane keeping assist, blind-spot assist, and active brake assist.Those who prioritize range and performance over everything else will almost certainly opt for Tesla's Model Y Long Range, which also offers seven-passenger capability. But the Model Y costs a whopping $11,640 more than the EQB300— $13,390 more if you're comparing seven-seat versions.No, this Mercedes won't go as far or as fast as the Tesla. But it drives and feels like a real Mercedes and boasts a better-packaged and better-finished interior than the Tesla. Unless you're planning a lot of long, fast road trips in your compact luxury electric SUV, the quieter, more comfortable Mercedes-Benz EQB300 4Matic is a better value—and worth a second look.Looks good! More details? 2022 Mercedes-Benz EQB300 4Matic PRICE $55,550 LAYOUT Dual motor, AWD, 5-/7-pass, 4-door SUV ENGINE Permanent-magnet synchronous motor (rear) and asynchronous motor (front) 225 hp/288 lb-ft TRANSMISSION 1-speed auto CURB WEIGHT 4,800 lb (mfr) WHEELBASE 111.3 in L x W x H 184.4 x 72.2 x65.6 in 0-60 MPH 7.8 sec (MT est) EPA FUEL ECON, CITY/HWY/COMB Not yet rated ENERGY CONSUMPTION, CITY/HWY N/A CO2 EMISSIONS, COMB N/A ON SALE Fall 2022 Show All

Ford revealed the Mustang Mach-E in both form and, most important, name on a chilly California evening at an event held at the Hawthorne Municipal Airport in November 2019. The announcement was met, as one might expect, with mixed reaction. How could the Mustang—a gasoline-fired, V-8-packin', two-door pony car icon—suddenly be a four-door electric crossover SUV? Not only was that happening, but it would, Ford said, target Tesla's Model Y, which was designed literally next door.Although details were scarce at the time, Ford promised the Mach-E lineup would include a performance-oriented GT model to take the fight to the Model Y Performance. Which leads us directly to now and the execution of MotorTrend's first-ever comparison test of performance-oriented electric SUVs.Earlier this year we paired the Tesla Model Y against the Ford Mustang Mach-E, evaluating their driving characteristics, interior space, technology, charging times, infrastructure, and more. The Model Y took home the gold, but we acknowledged the Mach-E has much to recommend it. For this performance-oriented showdown, we focused on the same items but paid additional attention to the vehicles' handling and how fun to drive they are. As performance SUVs, the Model Y and Mach-E were built to deliver thrills and to be more emphatic and enthusiastic behind the wheel.As you can expect, our Model Y and Mach-E test cars are closely aligned in terms of performance and price. Both share the same basic setup of a single front and a single rear electric motor, single-speed automatic transmission, and all-wheel drive. The Model Y Performance pumps out 456 horsepower and 497 lb-ft of torque from its dual-motor setup, while our Ford Mustang Mach-E GT makes 480 horsepower and 634 lb-ft, the latter number making it the torquiest Mustang of all. The Mustang's 260-mile range is shorter than the Tesla's 303 miles, but both should be enough for most buyers.At $69,800, the Ford is not inexpensive. Its starting price is just over $60K, but our vehicle came equipped with a plethora of options, including a $5,000 GT Performance Edition package that adds magnetic dampers, a torque increase from 600 lb-ft, 20-inch wheels with summer tires, and a few other bits. Our Model Y Performance checked out at $66,190, with the only option being its $1,000 Deep Blue Metallic paint.Mach-E GT vs. Model Y Performance: Behind the WheelAlthough the Mach-E has more muscle, the Model Y is faster in a straight line. It was close, though: The Ford hit 60 mph in 3.6 seconds, while the Tesla did it in 3.5 seconds. The delta was a bit more in the quarter mile, where the Mach-E crossed the line in 12.6 seconds at 100.6 mph and the Model Y in 12 seconds flat at 114.7 mph.The differences between the two were more evident on public roads. Using our Of The Year Loop that covers mountain roads, city streets, and highways, the Model Y felt considerably more eager. Smash its accelerator, and the Model Y Performance absolutely rockets away without any hesitation, never letting up until you do. And its quick, talkative steering means placing it precisely where you want in corners is a snap, with its responsive accelerator pedal making it similarly easy to rotate the nose. And the pinpoint primary controls and the way it piles on speed make highway passes more fun than they have a right to be.The Mach-E doesn't quite have the lightswitch acceleration of the Tesla; it doesn't deliver full power right off the bat, but it's no turtle, either. Indeed, once on the roll, the Ford feels fairly tireless until about 80 mph, when power delivery is significantly reduced. Alan Lau, MotorTrend road test analyst, also noticed the power bar in the instrument cluster drops noticeably when reaching this speed and that the Mach-E struggled to reach 120 mph at the test track. Even given how impressive the Tesla is, the Mach-E takes the lead when it comes to handling—with a caveat. The Ford is extremely well balanced, but occasionally it responds differently to driving into the exact same corner the exact same way, with either under- or oversteer, lacking the predictability we prefer in something we're going to drive hard. And the fact that a performance SUV that has 480 hp and 630 lb-ft fails to deliver consistent rip-snorting acceleration is disappointing.Between the two, the Mach-E GT rides with more refinement, offering a cushier experience and passing less of a given impact to occupants over broken pavement or, say, railroad crossings. Even when driving hard on twisty roads, the Ford is more settled and composed, with better control of its wheel and body motions. The Tesla is by no means unrefined or a poor handler—quite the opposite—it's just that the Ford is slightly ahead in these areas.Both SUVs come with drive modes that tailor the driving experience. But the Mach-E only allows the driver to shift between full modes—Whisper (eco), Engage (normal), and Unbridled (sport)—whereas the Tesla driver can individually alter its acceleration, steering, and braking settings. Acceleration choices are limited to Chill and Sport, but drivers can choose between Comfort, Standard, and Sport for the steering, and Creep, Roll, and Hold for the brakes in the Model Y. Since the Tesla allows the driver to mix and match as desired, there's likely a just-right setting for everyone.As with its suspension, the Mach-E's brakes feel stronger and more tuned for serious driving. Our Mach-E stopped from 0 to 60 mph in 105 feet compared to 113 feet in the Tesla. Those numbers might be close, but in real life they can make a big difference. During our road loop, the Ford felt like it had more grip and allowed us to brake later when approaching a corner.But it was the stronger, relentless acceleration of the Model Y, as well as the Tesla's consistency and predictability in its handling characteristics that made it our choice to drive on this day. We'd never turn down more miles in a Mach-E GT, of course, and further fine-tuning of its software and chassis hardware ought to make it truly special in the future.Mach-E GT vs. Model Y Performance: Charging TimesAlthough most EV buyers will have access to their own charger at home, how long it takes for a vehicle to refill its battery pack is an important consideration when owning an electric car. During our own experience at public charging stations, the Tesla charged faster than the Mach-E.The Ford allows a peak rate of 150 kW—pretty good considering you can add about 150 miles of range in 30 minutes. Using a 350 kW Electrify America fast charger, we went from 15 to 80 percent charge in 41 minutes. However, once the battery got to 80 percent, the charge rate dropped to just 13 kW, or about the rate of a Level 2 charger, meaning it dramatically increased the time needed to fill up.The Model Y, on the other hand, can charge at a peak rate of 250 kW, but we had mixed experiences at Supercharger stations. On the way home, we stopped at a busy Mojave Supercharger, with our Model Y taking 50 minutes to charge from 30 to 80 percent; we were only getting a 48-kW rate. At a less busy Supercharger station, however, the Model Y needed just 15 minutes to go from 28 to 65 percent, charging at a steady 190 kW. Like the Mach-E, the Tesla's charge rate dropped once the battery reached an 80 percent charge, but it stayed around 60 kW.Mach-E GT vs. Model Y Performance: ValueAlthough Tesla seems to increase the Model Y's price every other week, a short list of options helps keep the SUV's price down slightly compared to the Mach-E, especially when the Ford is loaded up. While $66,190 isn't exactly attainable, there is good value in terms of performance, overall excellence, and technology. In the ICE realm, the closest competitor, a comparably equipped Porsche Macan GTS, costs more and is slower than the Model Y Performance.The Mach-E GT is a bit more expensive than the Tesla, but the premium only gets you slight edges in ride, handling, and braking, so those might need to be your priorities if choosing the Ford. Its interior design is handsome enough but isn't as modern or as crisp as the Tesla's, although it does come with technologies like Apple CarPlay and Android Auto that are simple and easy to use. The Ford's build quality also feels superior to the Model Y's, and its sports seats are supportive and appropriate for a performance-oriented SUV.Given that the as-tested costs, being just $3,610 apart, might as well be identical in this price range, and that both are stellar performers overall, the Tesla feels ever so much more worth the money thanks to an interior experience that feels more modern.Mach-E GT vs. Model Y Performance: The VerdictWe expected this comparison test to be a close call—and it was. Both the Mach-E GT and Model Y Performance offer joyful, satisfying driving experiences. These versions of their makers' entry (or only) electric SUVs were developed to please enthusiasts, and more than anything they show how fun EVs can be.But as in our comparison test of the mainstream models, the Tesla comes out on top here. Yes, the Mach-E rides and handles better, and its braking is superb, but the Tesla is the better all-around choice. It gets going incredibly quickly, has no qualms about reaching speed, charges at a faster rate, feels more premium, and it drives very nearly as well on a twisty road.The Mach-E GT is Ford's first attempt at making a performance-oriented electric SUV, and it's hugely impressive. There are some rough edges to sand down, but it updates an icon for a new age and certainly puts Tesla on notice. But for now, the newer brand on the block remains on top.2nd Place: Ford Mustang Mach-E GTPros:Handsome stylingSuperb ride and handlingGrabby brakesCons:High-speed limitationsElevated PriceLonger charging time1st Place: Tesla Model Y PerformancePros:Quick accelerationsFast chargingFuturistic interiorCons:Ride is a bit harshInterior quality could improveRange is misleadingPOWERTRAIN/CHASSIS 2021 Ford Mustang Mach-E4x (GT Performance) SPECIFICATIONS 2021 Tesla Model Y Dual Motor Performance SPECIFICATIONS DRIVETRAIN LAYOUT Front and rear-motor, AWD Front and rear-motor, AWD MOTOR TYPE Permanent-magnet electric Induction electric (front), permanent-magnet electric (rear) POWER (SAE NET) 480 hp 456 hp TORQUE (SAE NET) 634 lb-ft 497 lb-ft WEIGHT TO POWER 10.4 lb/hp 9.7 lb/hp TRANSMISSION 1-speed automatic 1-speed automatic AXLE RATIO 9.05:1 9.0:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Control arms, coil springs, anti-roll bar; multilink, coil springs STEERING RATIO 14.6:1 10.3:1 TURNS LOCK-TO-LOCK 2.6 2.0 BRAKES, F; R 14.3-in vented disc; 12.4-in disc 14.0-in vented disc; 13.2-in vented disc WHEELS 8.0 x 20-in cast aluminum 9.5 x 21-in; 10.5 x 21-in, cast aluminum TIRES 245/45R20 103Y Pirelli P Zero Elect 255/35R21 98W; 275/35R21 103W Pirelli P Zero Elect T1 DIMENSIONS WHEELBASE 117.5 in 113.8 TRACK, F/R 63.5/63.4 in 64.8/64.2 in LENGTH x WIDTH x HEIGHT 186.7 x 74.1 x 63.5 in 187.0 x 75.6 x 64.0 in TURNING CIRCLE 39.7 ft 39.8 ft CURB WEIGHT (DIST F/R) 4,980 lb (50/50%) 4,408 lb (49/51%) SEATING CAPACITY 5 5 HEADROOM, F/R 40.4/39.3 in 41.0/39.4 in LEGROOM, F/R 43.3/38.1in 41.8/40.5 in SHOULDER ROOM, F/R 57.6/55.9 in 56.4/54.0 in CARGO VOLUME, BEH F/R 59.5/26.6 cu ft (4.7 cu ft frunk) 72.1/30.2 (4.1 cu ft frunk) TEST DATA ACCELERATION TO MPH 0-30 1.4 sec 1.6 sec 0-40 2.0 2.2 0-50 2.7 2.8 0-60 3.6 3.5 0-70 4.7 4.5 0-80 6.1 5.6 0-90 8.5 7.0 0-100 12.3 8.7 PASSING, 45-65 MPH 1.8 1.5 QUARTER MILE 12.6 sec @ 100.6 mph 12.0 sec @ 114.7 mph BRAKING, 60-0 MPH 105 ft 113 ft LATERAL ACCELERATION 0.96 g (avg) 0.91 g (avg) MT FIGURE EIGHT 24.9 sec @ 0.78 g (avg) 24.8 sec @ 0.79 g (avg) CONSUMER INFO BASE PRICE $61,000 $65,190 PRICE AS TESTED $69,800 $66,190 AIRBAGS 9: Dual front, f/r side, f/r curtain, driver knee 8:Dual front, front side, f/r curtain, front knee BASIC WARRANTY 3 yrs/36,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles, 8 yrs/100,000 miles EV/Battery 8 yrs/Unlimited miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles 4 yrs/50,000 miles BATTERY CAPACITY 88 kWh 82.0 kWh EPA CITY/HWY/COMB ECON 88/75/82 mpg-e 115/106/111 mpg-e ENERGY CONS, CITY/HWY 38/45 kWh/100 miles 29/32 kWh/100 miles EPA RANGE 260 miles 303 miles RECOMMENDED FUEL 240-volt electricity, 480-volt electricity 240-volt electricity, 480-volt electricity ON SALE Now No 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