Modernizes and confuses the 2022 Lexus LX 600 F Sport

For every step Lexus takes with its 2022 LX 600 redesign, the brand also seems to be one step behind.

The flagship SUV comes with a powerful new powertrain, a better interior layout and modern cabin technology. But the internal packaging is still compromised, the latest technology is somewhat isolated, and there is a confusing hiccup when it comes to towing.

Living with the 2022 Lexus LX 600 F Sport Handling, after spending a week pulling and carrying, here’s where it hits and misses.

Hit: Modern technology

Finally, the rat is gone! The LX used an infotainment interface that preceded everything else in the Lexus lineup, and although it was better than the trackpad used elsewhere, it was much older. The 2022 LX sports a new infotainment system on top of a 7.0-inch climate control screen with a 12.3-inch touchscreen. The former features Automaker’s new touch interface, over-the-air update capabilities, and wireless Apple CarPlay with wired Android Auto. It is easier to use than replacing old and half-baked systems. The touchscreen below is dedicated to the condition of the climate control system and the off-road system of the vehicle. It is enhanced by knobs, buttons and switches for a freshly easy-to-use interface.

Miss: Isolated technology

However, the two touchscreens do not seem to have the same resolution and the glossy interfaces seem to have been designed by different categories. They do not match. Unlike large tablets the top screen does not integrate into the dashboard and it looks like a thought. Despite its large screen size, it has no split-screen or multitasking capabilities. This is the thing found in LX’s remote corporate cousin Toyota Highlander. Exceeding all screens when using Apple CarPlay. The charging pad of the wireless smartphone on the center console is so annoying that it somehow loses its connection, starts charging continuously and then shuts down, repeatedly.

Miss: But why F Sport Handling?

The F Sport handling model sits at $ 102,345 in the middle of the LX lineup, though the optional is কের 2,660 due to the Mark Levinson sound system costing my tester $ 105,005. This is $ 6,000 more premium than the premium trim. For the money, it adds the F-Sport badge, trim-specific front and rear bumpers, perforated heated leather steering wheel, aluminum paddle cover, 22-inch wheels and seven (base model seat five and an optional package required for premium models). Get) Semi-aniline trimmed skin. The Go comes in the form of a torsion limited-slip rear differential and a sport-tuned suspension system. Some features such as a cool box (this is a refrigerated cooler in the front center armrest) and ventilated second row seats have become the norm. This sounds like a weird model because a solid sports suspension doesn’t make much sense in a big body-on-frame off-road SUV. This is almost a rolling conflict, but some drivers may prefer extra control of the stiffer suspension. I can’t make that call because I haven’t run other models Premium models cost $ 6,000 less and luxury trims cost $ 2,000 more If you don’t really like the F Sport look, both are more meaningful. What surprised me the most was the F-Sport’s Hadori aluminum interior trim, which looks and feels like plastic.

Hit: Powerful turbocharged powertrain

The naturally ambitious V-8 is known for its durability, reliability and poor fuel economy. Each LX is powered by a new twin-turbo 3.5-liter V-6 with 409 hp and 479 lb-ft of torque paired with a 10-speed automatic transmission. Comes with full-time four-wheel drive and a 2-speed transfer case standard. At about 5,800 pounds, the LX is no light weight, but it can go from 0-60 mph in 6.9 seconds. The Lexus LX pulls up to 8,000 pounds.

Attached to it with a 5,000-pound fiberglass wall boat and a dual-axle trailer, the LX had zero trouble getting up to speed and had plenty of highway power. Surprisingly, despite the lack of a tow mode or the ability to lock any gear, the 10-speed automatic transmission behaved better than at least one heavy-duty pickup truck I used to tow. I had an average of 9.8 mpg of premium fuel when towing, which is 1.9 mpg more than the high-output twin-turbo V-6 on the Ford F-150 with the same load and route. Turbos are half and it drinks gas, but the LX’s powertrain has relieved itself quite well in all front loads.

Miss: Twing flashes

While the truck was pulling well, it was a pain to get stuck in the boat due to a strange surprise. The receiver is painful to access because the painted bumper cover requires two holding clips – the type commonly used in fender liners – to be pulled loose and with a flat-head screwdriver. Most vehicles use push-and-twist knobs that make this step easier, but not Lexus. Once the holding clips are removed, the cover itself is lined with plastic tabs that snap into the bumper. I was sure that removing the cover would break it, although miraculously it didn’t. The 7-pin light hookup is also mounted under the bumper, for which I have to crawl on the ground (hopefully not wet or cold) to plug in the trailer light.

Then came the surprise: our standard hitch pin, which has been used with countless other vehicles and receivers for over a decade, was very small. The hole in the quota pin did not clean the walls of the receiver. Stunned and stunned, I checked a second hitch pin. Same problem. Most pins are 3-3 3/4 inches in usable length, which is enough for a standard receiver. I ran to the Fleet Supply Store and found that the most expensive and fancy hitch pin in the world with a rubber comfort grip could be $ 13.99 (hitch pins are usually around $ 3 or less). 4 inches long, it fits. Eventually, I realized that the hitch pin didn’t work because the receiver was walled with an air gap on both sides. Despite having a lower toe rating than other body-on-frame SUVs like the Cadillac Escalade, Jeep Grand Wagner and Lincoln Navigator, it is thicker and stronger. Despite my multiple searches, Lexus has not been able to provide a reason or argument behind this design. The last generation Toyota Land Cruiser does not have this design. It’s new and the automaker can’t explain why, but in the end it turned out to be a $ 14 issue.

Hit: Right size

The Cadillac Escalade and Lincoln Navigators have been huge for years. The Jeep Grand Wagner is huge. These things just fit in some garage. The LX continues to maintain the size of a 200-inch-tall smudge with three-row seats (excluding base models, where there are seats for two rows and five). It’s about a foot shorter than the Americans, and it fits between the shorter and longer-wheelbase versions of the new Range Rover. It’s easier to park and keep in the garage at the grocery store, and it’s a handful less when driving around town than the big competition.

Miss: Compromised packaging

There is also the difficulty of not growing. The third row is now folded flat on the floor, which is a great thing for transporting goods, but it is still uncomfortable because of the low seating position and slightly usable foot room. Above the third row, there is very little cargo space, probably enough to hold a small backpack or two. The big competition would be even better for a family road trip with more than five passengers.

For those looking for an Escalade or Range Rover alternative with much more reliability, the 2022 Lexus LX 600 finally looks modern. But, beyond the expected reliability, it’s hard to imagine choosing an LX over the latest Range Rover, and those planning to tow must have a 4-inch hitch pin in their hand.

––––––––––––––––––––––––––––––––––––
2022 Lexus 600 FS Sport Handling

Cost: $ 88,245, $ 1,345 including destination
Price as tested: $ 105,005
Powertrain: 409-hp 3.5-liter twin-turbo V-6, 10-speed automatic transmission, full-time four-wheel drive
EPA Fuel Economy: 17/22/19 mpg
Hits: Modern technology, powerful twin-turbo V-6, easy size to live
Misses: Isolated technology experience, towing strangeness, compromised third-tier packaging