Mark, Author at Maynards Garage

Curtiss Robin

by Mark | Jan 20, 2024 | 0 comments

During the ‘Golden Age of Flight,’ the Curtiss Robin made history for several endurance stunts, including a ‘wrong way’ record

A black and white photo of a Curtiss Robin monoplane at rest on a runway

The 1928 Curtiss Robin debuted innovative features and was known as a reliable workhorse aircraft, setting several endurance records and stunts. (Photo from the Paul S. Maynard archive)

BY MARK MAYNARD

The Curtiss Robin looks spartan, but this high-wing monoplane gained popularity for its innovative features and remarkable performance.

This workhorse Robin, in production from 1928 to 1930, was one of the first commercially successful light aircraft, debuting several aviation firsts. Among the Robin’s innovations was a retractable landing gear, one of the first aircraft to be so equipped in the Golden Age of Flight. The Robin was also one of the first to be powered by a radial engine.

Along the way, the Curtiss Robin set more than one aviation record, including a “wrong way” record.

According to a report at the National Air and Space Museum, the Curtiss Robin was a departure by the Curtiss Aeroplane and Motor Co. into the emerging civilian market of the late 1920s.

“This three-seat monoplane flew in the spring of 1928 with a 90-hp Curtiss OX-5, the engine that had powered Curtiss JN-4 Jenny trainers in World War I. Robins offered flight characteristics as straightforward as their appealing lines and modest performance. A distinctive feature was side cockpit windows that ran almost to the floor.”

Constructed of a wooden wing and steel tubing fuselage, the Curtiss Robin had an enclosed cabin that set it apart from other aircraft of its era. The cabin accommodated two passengers seated side-by-side behind the pilot. The cabin’s enclosed structure provided protection against the elements.

The Robin was produced in St. Louis, Mo., in association with the Robertson Aircraft Corp. The fixed-base operation ran the contract air mail route between St. Louis and Chicago.

Famous Robin Stunts

According to the Museum Of Flight, the Robin was a practical airplane, but best remembered for unusual endurance flights.

In 1930, Dale ‘Red’ Jackson performed more than 400 consecutive slow rolls in his Robin.
In 1929, Dale Jackson and Forrest O’Brine spent nearly 17 days circling over St. Louis. But that record was surpassed in 1935 by the brothers Fred and Al Key, who flew their Robin for more than 27 continuous days. Fuel was delivered from another Robin via hose; mail, food, oil, and spare parts came via container on a rope.
One of aviation’s most endearing records was set in a Curtiss Robin by Douglas “Wrong Way” Corrigan. He allegedly set off from New York for California in July 1938 and touched down in Ireland 28 hours later, claiming that he had accidentally read his compass backward. The plucky pilot — who had been denied official permission to fly the Atlantic — thus earned his nickname.

The ‘Newsboy’ Robin

From September 1929 to May 1930, a Robin C-2 was used to deliver the McCook, Neb., Daily Gazette to rural Nebraska and Kansas communities. Dubbed “The Newsboy,” the airplane flew a nonstop route of 380 miles daily, dropping bundles of newspapers out of a hole in the bottom of the fuselage from 500 feet to local carriers. The Robin C-2 was powered by a Curtiss R-600 Challenger, a six-cylinder, double-row, air-cooled, radial engine.

1932 CURTISS ROBIN SPECIFICATIONS

Mission: Pilot plus 2 passengers

Wingspan: 41 feet

Length: 25 feet 9 inches

Engine: Curtiss 90-hp OX-5 V-8 water-cooled piston engine

Maximum speed: 99.7 mph

Range: 785 miles cruising; 580 miles at full throttle

Source: Wikipedia; “Curtiss Robin 1932 – Specifications,” Aviation Heritage Foundation

This is another image from my dad, Paul Smith Maynard, who worked as an engineer in aviation for four decades. Dad began his career in about 1943 after graduating from West Virginia University. He started with Curtiss-Wright Corp., a pioneer in making flying machines. He went on to work at North American Aviation and Rockwell International.

1949 Willys Jeep Station Wagon

by Mark | Jan 16, 2024 | 0 comments

A black and white image of a 1949 Willys Jeep station wagon.

The 4WD Willys Jeep Wagon is often considered the first production SUV. (Stellantis archive)

BY MARK MAYNARD

The Willys Jeep Station Wagon, Jeep Utility Wagon, and Jeep Panel Delivery were produced by Willys and Kaiser Jeep in the United States from 1946 to 1964, according to Wikipedia. Production in Argentina and Brazil continued until 1970 and 1977 respectively. They were the first mass-market all-steel station wagons designed and built as a passenger vehicle.

“After the 1949 introduction of a four-wheel drive option, the 2WD was sold as “Station Wagon,” while the 4WD was marketed as “Utility Wagon.” The 4WD Willys Jeep Wagon is often considered the first production sport utility vehicle.

“With over 300,000 wagons and their variants built in the U.S., the Willys Jeep Station Wagon was one of Willys’ most successful post-World War II models.

1947 color Jeep station wagon print advertisement

A 1947 print ad for the Jeep Station Wagon. (Stellantis archives)

“The Jeep Wagon was designed in the mid-1940s by industrial designer Brooks Stevens. Willys did not make their own bodies; car bodies were in high demand, and Willys was known to have limited finances. Brooks, therefore, designed bodies that could be built by sheet-metal fabricators who normally made parts for household appliances.

“The steel body was efficient to mass-produce, easier to maintain and safer than the real wood-bodied station wagon versions at the time.

“Within the first two years of the Jeep Wagon’s production, the only manufacturer in the United States with a station wagon that was comparable in price was Crosley, which introduced an all-steel wagon in 1947.

“The Jeep Wagon was the first Willys product with independent front suspension. Barney Roos, Willys’ chief engineer, developed a system based on a transverse seven-leaf spring. The system, called “Planadyne” by Willys, was similar in concept to the “planar” suspension Roos had developed for Studebaker in the mid-1930s.”

60-hp ‘Go-Devil’ Flathead

KaiserWillys.com reports that the Willys Station was initially fitted with the L-134 “Go-Devil” four-cylinder engine (the same engine first used in the CJ Series). The 134.2 cubic-inch flathead inline engine produced just 60 hp with a one-barrel carburetor.

Because the wagon’s seats were removable (except the driver’s seat), cargo space was optimized post-war, creating more appeal for the more suburban consumer.

Lexus ES 300h Ultra Luxury Review

by Mark | Jan 15, 2024 | 0 comments

The 2024 Lexus ES 300h Ultra Luxury is luxurious, but its true beauty is outstanding fuel economy: 43 mpg city

A Moonbeam Beige 2024 Lexus ES 300h is parked in front of an old barn

The 2024 Lexus ES 300h Ultra Luxury is the most expensive of the five hybrid trim levels, starting at $53,480. (Photography by Lexus or as credited)

Sedan vs. SUV
Lexus ES In the U.S.
2024 Lexus ES Pricing
Powertrain and Performance
Ride and Handling
Driver Assistance Finesse
Interior Function
Why Buy the 2024 Lexus ES 300h?
Specifications

BY MARK MAYNARD

Iconsider myself a card-carrying, sport-tuned car enthusiast, but a test week in an Ultra Luxury Lexus ES hybrid reminds me of a kinder and gentler driving experience.

As America has fled to sport-utility vehicles, many motorists have forgotten the simple pleasures of a well-done, four-door sedan. Automotive marketers believe their buyers are young and athletic trendsetters who want everything all at once. They disdain wagons and prefer SUVs to fit their lifestyle, even if they only use them as a station wagon. Buyers are teased with speed-line images of sporty-ish SUVS or adventure-tempting trail runners. Blacked-out trim, low-profile tires on black wheels, and dual exhaust tips deliver an outward message that this driver just rolled out of a pricey cologne advertisement.

Toyota’s luxury division Lexus has made the SUV transition, too. It now offers just three sedan body styles (IS, ES, and LS) — and 14 choices of sport utility vehicles, from subcompact to full size, with powertrains of gasoline, gasoline-electric hybrid, or plug-in hybrid.

There is still a heartbeat in the sedan segment, and the midsize Lexus ES has been the brand’s best-selling sedan for 15 years. Toyota has filled the ES lineup with 14 trim levels! Buyers can choose gasoline-electric hybrid powertrains, four-cylinder, or V-6 with starting prices from about $44,000 to $53,000, with some offering all-wheel drive.

Some popularity of the Lexus ES is its size-to-luxury factor. And any sedan will cost thousands less than a comparably sized SUV and get better fuel economy.

Front headroom of 37.4 inches with the moonroof should be acceptable to most 6-foot-plus drivers. (Mark Maynard)

Sedan vs. SUV

Motorists favor the raised ride height in an SUV but not so much the leg up to climb aboard. And then there’s the stiffer suspension to balance the weight and, with it, the jiggle, jarring, and head waggle of awkward road dips and transitions. Marketers refer to the rougher ride quality as “sporty,” and who doesn’t want to be considered sporty?

There is a confident swagger to sedans that has been bypassed in the rush to an SUV. However, not all midsize sedans are created equal. The Lexus ES is especially enjoyable because it is not extremely low riding and has unobscured sightlines for the driver. Other makers lowered their sedans to help nurse aerodynamics for fuel economy ratings but, in so doing, lost interest from buyers who complained of restricted headroom.

The big incentive for the 2024 Lexus ES 300h is its fuel economy: 43 mpg city, 44 highway, and 44 mpg combined on 87 octane. Fill its 13.2-gallon tank and hit the road for a possible 580 miles. Using Eco mode, I saw 44.5 mpg consistently while driving on the highway at 65 to 70 mph. Careful drivers might eke out a few more mpgs. Compare your vehicle at FuelEconomy.gov.

With that mileage, the ES 300h is a comfortable half-step into the electrified vehicle space.

The steering wheel and driver area of the Lexus ES

Open sightlines and hands-on control, with a 14-way power driver seat. (Mark Maynard)

Lexus ES In the U.S.

Now in its seventh generation, the Lexus ES had its U.S. debut in 1989. It is the second vehicle in the Lexus lineup and is based on the Toyota Camry. The second-generation ES ran from 1991 to 1994, with updates for 1995 and 1996. The third generation came out in 1996 for the 1997 model year, with a refresh for model year 2000. The fourth generation ran from 2001 to 2006, followed by the fifth generation for the 2007 model year, with a midcycle facelift in 2010. The sixth generation, 2012 through 2018, was moved to the architecture of the full-size Toyota Avalon, which had a roomier cabin. Also added was the hybrid ES 300h.

The seventh generation of the midsize sedan will be redesigned in 2025. It will then transition to the Lexus Interactive infotainment system and new driver-assistance and safety technology. The F Sport trim and all-wheel drive were also added for the seventh-gen model.

2024 Lexus ES Pricing

Powertrain choices for the 2024 Lexus ES are:

203-horsepower 2.5-liter four cylinder;
302-hp 3.5-liter V-6;
215-hp gasoline-electric hybrid.

Four-cylinder Lexus ES 250 gas models have starting prices that range from $43,190 to $47,775, including all-wheel drive.

Lexus ES 350 gas models range from $43,190 (same as the entry ES 250) to $49,650 for the ES 350 F Sport Handling.

There are five trims of the ES 300h (hybrid), all front-wheel drive and ranging in price from $44,590 to $50,885 for the ES 300h F Sport Handling. The 300h F Sport is fully youth-enized with such style features as 19-inch gloss-black wheels, black grille, thumping 17-speaker Mark Levinson audio, and more advanced technologies, such as Intuitive Parking Assist and an option for Adaptive Variable Suspension. (Toyota does excellent engineering for smoothness in its AVS).

Today’s tester, a Lexus ES 300h Ultra Luxury, is the most expensive of the three Ultra Luxury hybrid trim levels. Its pricing starts at $53,480, including the $1,150 freight charge from Georgetown, Ky. This trim level has just three factory option packages: the 17-speaker, 1,800-watt Mark Levinson audio system ($1,080), triple-beam LED headlights ($1.215), and SmartAccess card key ($100). But there are many accessory choices, ranging from trunk and floor liners ($130-$190) to a dash cam ($375-$550), and around 20 Kurgo pet accessories.

Lexus warranty coverages are extensive, including 8 years or 100,000 miles for the hybrid system. Coverage includes the hybrid control module, hybrid battery control module, and inverter with converter. The hybrid battery has coverage of 10 years or 150,000 miles.

Check current Lexus pricing here. And check here for purchase or lease offers.

The 215-hp gasoline-electric powertrain in the Lexus ES 300h.

Powertrain and Performance

The gasoline-electric powertrain in the Lexus ES 300h integrates a 2.5-liter Atkinson cycle, D-4S direct-injected four-cylinder engine with a 259-volt lithium-ion battery pack of 70 cells and a high-output, permanent-magnet, electric-drive motor. (D-4S uses direct and port fuel injection for a more complete and clean fuel burn. Here’s a D-4S explainer.)

Lexus says that total horsepower of 215 hp and maximum torque of 163 foot-pounds at 3,600 rpm is sufficient to launch the ES 300h to 60 mph in 8.1 seconds. There might be quicker midsize sedans, but the ES 300h does not feel power starved — except in Eco mode around town — and the acceleration uptake between 45 to 55 mph is sharp for freeway merging.

With a curb weight of 4,740 pounds, or closer to 5,000 pounds with a passenger or two, most owners will not object to 8.1 seconds, especially with 44 mpg.

An electronically controlled continuously variable transmission, e-CVT, simulates six gear shifts with complete smoothness.

a right front wheel and the grand touring tire

Bridgestone Turanza EL 440 grand touring tires.

ES 300h Ride and Handling

Close the door, shut out the noise of life, and just enjoy the drive.

The steel-spring suspension and the tester’s Adaptive Variable Suspension heft the curb weight without dive or wallow. Performance through sweeping exit arcs is controlled and confident — refreshing for a hybrid sedan. Four-wheel power discs have generously sized 12-inch ventilated rotors at the front and 11.1-inch solid rear rotors.

The tester’s 18-inch Bridgestone Turanza EL 440 grand touring all-season tires were not as quiet as I would have expected of a Lexus. The tires felt hard across seams in the road and uneven pavement. When replacing these Bridgestones, consider the Michelin Primacy Tour A/S or Pirelli P Zero All Season Plus Elect. Bridgestone Turanza replacements run about $300 a piece, while the Michelin Primacy Tour and Pirelli P Zero are around $250. Check Tire Rack.com for details.

Driver Assistance Finesse

Toyota and Lexus are leaders in their technologies for semi-autonomous driver assistance systems.

The package of technologies in the Lexus ES 300h — Lexus Safety System-plus 2.5 — gives consistent lane centering and holds true in cornering. However, when driving into sunlight, the system gets confused when the highway markings are obscured by glare or washout. In such situations, the car might follow dark lines on the concrete surface or struggle to determine the lane. These situations are common to all such semi-autonomous systems by all makers, so driving in assist mode must always be with both hands on the wheel. And the Toyota-Lexus system will only tolerate one-handed driving for a short period before firing off a warning.

10-way power adjustable front passenger seat in the ES Ultra Luxury

10-way power adjustable front passenger seat. (Mark Maynard)

ES Interior Function

There are large car proportions to the interior of the Lexus ES. The entry height is comfortable without a duck-and-drop maneuver. Headroom of 37.4 inches, with the sunroof, should be acceptable for tall but not overly tall drivers.

Sightlines are uncompromised over the shoulder and at the side mirrors, which are offset from the body (not attached to the windshield pillar), providing a snip more visibility and reduced wind noise.

And there is no fussy joystick controller to access cabin controls. Instead, a broad dash-top touchscreen is easily viewed in all light conditions.

Ultra luxury in the ES 300h is defined more by the long list of conveniences and technologies than a pampering experience. But the cabin has all the amenities for long-term rewards, such as heated and ventilated front seats, a heated steering wheel, a wireless charging pad, and semi-aniline perforated leather upholstery. The materials used in the cabin are modern and contemporary with appealing textures, such as the stylized gray wood trim, though some Toyota-grade plastics with rough edges can be seen in lower areas, such as door panel pockets.

The front seats have hours-long support, with a 14-way power driver seat with a seat-cushion extender. The passenger seat is 10-way power adjustable with lumbar support.

Back-seat legroom is long at 39.3 inches, and it is not cramped when tall people are up front. Rear seatbacks are at a comfortable angle, which also helps with headroom, 37.4 inches.

Trunk space of 13.9 cubic feet is typical of a midsize sedan, but the seatback does not fold to expand capacity. However, there is a ski passthrough.

Trunk space of 13.9 cubic feet is typical of a midsize sedan, but the back seat does not fold to expand capacity, but there is a ski passthrough. Tire-changing tools are neatly held under the trunk floor, with the temporary spare below. (Mark Maynard photos)

Why Buy the 2024 Lexus ES 300h?

I like chrome trim on a car, and I cannot lie. But I like high fuel economy and luxury.

My Ultra Luxury ES 300h tester came in the elegant paint hue of Moonbeam Beige, but I call it gold. Vapor Chrome wheels pulled all the styling elements together for a classy-looking experience.

Hybrid warranty coverage provides long-term security. After 8 years, this owner will be ready for the next new Lexus ES hybrid.

If the 2024 pricing is too steep, the same model from 2020-2023 is a good alternative. Shop dealership websites for the Certified Preowned Lexus ES 300h.

The Lexus ES has been the best-selling Lexus sedan for more than 15 years.

2024 Lexus ES 300h Specifications

Body style: midsize, 4-door, 5-seat, front-wheel drive sedan; welded-steel unibody

Engine: 2.5-liter Atkinson Cycle, D-4S direct-injected 4 cylinder; 16-valve DOHC with VVT-iE; 163 lb.ft. torque at 3,600 rpm

Hybrid drive: high-output, permanent-magnet, electric-drive motor with EV mode

Total system power: 215 hp

Hybrid battery: 259-volt lithium ion with 70 cells

Battery power: 29.1/39 kW/hp

Transmission: e-CVT with paddle shifters

Fuel economy: 43/44/44 mpg city/hwy/combined

0-60 mph acceleration: 8.1 seconds

BY THE NUMBERS

Fuel tank: 13.2 gallons

Trunk space: 13.9 cubic feet

Front head/leg room: 37.4*/42.4 inches *37.5 w/o moonroof

Rear head/leg room: 37.4/39.3 inches

Front hip/shoulder room: 55/55.9 inches

Length/wheelbase: 195.9/113 inches

Curb weight: 4,740 pounds

Turning circle: 38.8 feet

FEATURES

Standard equipment includes: SmartAccess locking with push-button ignition, power moonroof, 14-way power driver seat with seat-cushion extender, wireless Apple CarPlay or Android Auto infotainment, Bluetooth and USB smartphone connectivity, Wi-Fi Connect hot spot (AT&T trial service), Lexus 10-speaker audio system, bi-led headlights, LED taillights;

Ultra Luxury features: Intuitive Parking Assist, panoramic view monitor, head-up windshield display, DriveConnect with cloud navigation (with Intelligent assist and Destination assist (3-year trial with 4G network), 12.3-inch touchscreen display, semi-aniline quilted and perforated leather-trimmed upholstery, heated and ventilated front seats, leather-and-wood trimmed steering wheel (with memory), wood trim with ambient lighting, wireless phone charging pad, power rear sunshade, manual rear side sunshades, Vapor Chrome 18-inch alloy wheels, power folding side mirrors (with memory), power trunk with kick sensor;

Safety features and technologies: 10 air bags, ABS, electronic
Brakeforce distribution, Brake Assist, traction and stability controls;

Lexus Safety System+ 2.5 includes a pre-collision system with pedestrian detection, dynamic radar cruise control, lane-tracing assist, road sign assist, pre-collision system with pedestrian detection, lane departure alert with steering assist, blind spot monitor, auto-dimming high-beam headlights.

SUSPENSION COMPONENTS

Brakes: 4-wheel power discs with ABS, brake force distribution, brake assist, and stability and traction controls. Front 12-inch ventilated rotors; rear 11.1-inch solid rotors

Steering: electric power assist, 38.8-foot turning circle

Tires-wheels: 18-inch split-five-spoke alloy noise-reduction wheels with Vapor Chrome finish; 235/45 18-inch grand-touring Bridgestone Turanza EL440 all-season tires;

Suspension: 4-wheel independent; front MacPherson struts; rear trailing wishbone.

PRICING

Base price: $53,480, including $1,150 freight charge; price as tested $53,480

Options on test vehicle: none

Where assembled: Georgetown, Ky.

Warranties: 4-years/50,000-miles bumper to bumper (all components other than normal wear and maintenance items); wheel alignment and balancing are covered for 12 months or 12,000 miles; powertrain 6-years/70,000-miles, whichever occurs first (engine, transmission/transaxle, front-wheel-drive system and rear-wheel drive); Hybrid Vehicle System: 8-years/100,000-miles, includes hybrid control module, hybrid battery control module, hybrid battery and inverter with converter

Lexus LX 600 4WD Review

by Mark | Jan 12, 2024 | 0 comments

The 2024 Lexus LX 600 Ultra Luxury is ready for its red-carpet role, but it is also pure off-road elite, including an underbody trail cam

The 2024 Lexus LX 600 Ultra Luxury is the most expensive of five LX trim levels, starting at $133,490. The tester was $135,870 with five accessories. (Photography by Lexus or as credited)

Heritage and Inheritance
2024 Lexus LX Pricing
Off-Road Credentials
Ride and Handling
Twin-Turbo V-6 Performance
Interior Function
Ultra Luxury Assets and Liabilities
Why Buy the 2024 Lexus LX 600 Ultra Luxury?
Specifications

BY MARK MAYNARD

The 2024 Lexus LX 600 Ultra Luxury is big, bold, brassy, and unapologetic. This body-on-frame SUV has a 6,000-pound curb weight, an 8,000-pound towing capacity, and a 409-hp V-6 that can return fuel economy of 22 mpg on the highway.

Since its launch in 1995, the Lexus LX was the luxurious counterpart to the vaunted Toyota Land Cruiser. But while Toyota discontinued the old-spec Land Cruiser for North America in 2021, Lexus powered forward with a completely redesigned and re-engineered LX 600 for 2022. (Toyota will continue the Land Cruiser nameplate with a slightly smaller and less expensive model based on the Lexus GX; it is expected in dealerships this spring. Take a look at it here. And read my review of the 2020 Toyota Land Cruiser)

Luxury SUVs are common now, but just a few are built with off-roading credentials. The most recognizable are the Land Rover Defender 110 ($96,950) and its prettier alter ego, the Range Rover Autobiography ($142,575), Mercedes-Benz G-Class ($140,000) and Mercedes-Benz GLS ($87,000).

Garden-variety gas-powered luxo-SUVS will include the BMW X7 ($95,000), Cadillac Escalade ($98,000), and Infiniti QX80 ($87,500).

A view of the front seats and instrument panel

Rich and rewarding interior materials, with a 10-way power driver seat. (Mark Maynard)

The ‘Golden Ratio’

Separating the Lexus LX 600 from most of its competitors is what Lexus calls the “golden ratio” of a 112-inch wheelbase. This stubbier span between axles has been carried over from the 1995 first generation. The LX 600 wheelbase is 7 inches shorter than the Land Rover Defender 110 and 6 inches shorter than the Range Rover.

A shorter wheelbase is nimbler for off-road maneuverability and to avoid the awkward potential of getting high-centered on a pointy trail crest. But creating a luxurious ride on a shorter wheelbase takes special finesse — an adaptable variable suspension.

There is much to unwrap about this credentialed but old-school SUV.

Sunflare semi-aniline leather upholstery, quilted and perforated, heated and ventilated.

Sunflare semi-aniline leather upholstery, quilted and perforated. (Mark Maynard)

Heritage and Inheritance

For its fourth generation, the Lexus LX was moved to a new 20 percent more rigid GA-F platform. Lexus says it is a robust and rigid foundation for its body-on-frame build. Compared to its predecessor, the curb weight is reduced by 441 pounds due in part to aluminum doors and a lighter engine.

Lexus grew its range of LX trim levels to five, including the entry LX Standard ($92,915) for those who actually would drive their LX off-road. And there is a new F Sport model for those who will not drive off-road and prefer a taut and tuned ride quality. (Pricing is listed below.)

Where once there was a V-8 powering the LX, there is now a high-output, high-torque 409-hp, 3.4-liter V-6 twin-turbo gasoline engine. With a new Direct Shift 10-speed automatic transmission, the LX 600 has some of this segment’s best achievable fuel economy ratings.

On-road or off-road, Lexus credits refined vehicle control to the electronically controlled brake system and electric power steering. With 22-inch wheels, the LX has a turning circle of 39.4 feet, which is 2.7 feet tighter than the Land Rover Defender.

Automotive News reports that the Lexus LX will be due for a reengineering in 2027.

Heated wood and leather steering wheel. (Mark Maynard)

2024 Lexus LX 600 Pricing

The big Lexus SUV is sold in five trim levels with seat configurations of seven, five, or four. All trims have permanent four-wheel drive, a 409-horsepower, twin-turbocharged 3.4-liter V-6, and 10-speed automatic transmission.

Each trim level is well equipped with just limited option packages, but there is a range of accessories for pet carrying and sporting gear, and off-roading equipment by ARB.

The entry LX 600 starts at $92,915, including the $1,350 freight charge from Toyota, Aichi, Japan;

LX 600 Premium: $100,865;
LX 600 F Sport Handling: $107,125;
LX 600 Luxury: $108,865;
LX 600 Ultra Luxury: $133,490

There are seven paint colors. Three are no-cost choices (Atomic Silver, Nori Green Pearl, and Caviar); Eminent White Pearl is $500, and Manganese Luster is $595. Black Onyx and Ultra White are exclusive no-cost colors for the LX 600 F Sport Handling.

There are five interior color choices: Palomino, White/Peppercorn, Circuit Red, Black, and Sunflare.

Today’s LX 600 Ultra Luxury tester in Atomic Silver with Sunflare semi-aniline leather and Takanoha wood trim came to $135,870 with five accessories (highlighted in the specs box at the end of this review). The Ultra Luxury base MSRP is $2,735 more than in 2023, not including a $5 bump to the freight charge.

Find current pricing here. And find special offers here.

A digital screen shows climate controls and driving modes

7-inch screen for climate controls and drive-mode settings. (Mark Maynard)

LX 600 Safety Features

All LX trim levels have 10 air bags and extensive safety technologies in the Lexus Safety System 2.5. The collection of features allows level II semi-autonomous driving that is state-of-the-technology accurate. System features include:

All-speed dynamic cruise control,
Precollision system with pedestrian detection,
Lane-tracing assist,
Lane-departure alert with steering assist,

(Other safety features are listed below in the specs box.)

A left front fender view of the 22 inch tire

22-inch Dunlop Grandtrek PT5A 265/50 tires on forged alloy wheels. (Mark Maynard)

Off-Roading Credentials

Toyota says the LX inherits the golden ratio of a 112-inch wheelbase, carried over from the first generation in 1995. The LX has a climbing ability of 45 degrees and a maximum water crossing depth of 27.5 inches, the same level as the previous model.

Active height control can raise or lower the ride height from 1 to 3.3 inches. When parking, the ride drops another inch below the standard ride height, making the standard step rails unnecessary, except for loading gear to the roof rails (with the $450 cross bars).

LX 600 Ride and Handling

It is an engineering marvel that Lexus has created such a vaultlike and secure presence for the LX 600. The cabin is just so quiet that every drive feels like a respite from the calamity of traffic.

There doesn’t seem to be a wide difference in driving modes between Comfort and Sport-plus, except more body lean in the Comfort and Eco modes. And Eco is annoyingly resistant to throttle input for something this big and heavy.

For around-town driving, I kept the transmission in Sport or Sport-plus for its quicker acceleration uptake. Comfort mode is tuned for fuel savings and rolls out at a more relaxed pace.

It is somewhat surprising for Lexus to source the Dunlop Grandtrek PT5A tires. These 22-inch Dunlops are summer touring tires, which do not get great rave owner reviews for winter driving, and the tread face doesn’t appear traction-ready for the trail. But a full-size spare will fit under the cargo area. Replacing one of the Dunlops will run about $350 each, but alternatives are limited for a 22-inch 265/50 tire.

The 12.3-inch top screen. (Mark Maynard)

Suspension

A lot is going on under the skin of this SUV. Much of the LX performance is focused on a high level of off-road driving performance — carried over from previous years — but also its on-road handling and stability.

The real magic is in the adaptive vehicle suspension, a sophisticated array of sensors, actuators, and advanced algorithms. These electronics monitor such elements as vehicle speed, steering input, body roll, and road conditions, then make immediate adjustments for stability and control.

Though the LX 600 is 74.6 inches tall, it absorbs speed bumps, driveway dips, and street transitions with next-to-no head toss. I’ve tested luxury sedans that are not as composed.

An open hood view of the LX 3.4 liter V-6

The 409-hp, twin-turbocharged and direct-injected four-cam 3.4-liter V-6.

Twin-Turbo V-6 Performance

The twin-turbo 3.4-liter V-6 gasoline engine (V35A-FTS) is more powerful than the outgoing naturally aspirated 5.7-liter V-8. The V-6 produces 409 hp and peak torque of 479 foot-pounds at 2,000 to 3,600 rpm.

Fuel economy ratings are 17 mpg city, 22 highway, and 19 mpg combined, using the recommended premium fuel. At 18.5 mpg, I got close to the official combined rating and would not complain in this market of $100,000 SUVs. The 21.5-gallon tank is large enough by today’s engineering, but for off-road exploring or vacation travel, I’d prefer 25 gallons or more, as you’d get in the old days. But weight savings are crucial to meeting EPA mileage standards, and the added weight of more fuel in a bigger tank is an awkward calculation. And fitting a full-size, 22-inch spare in the undercarriage takes more space where a bigger tank could go.

The Direct Shift-10AT is heavy duty for managing the curb weight, climbing power, and Sport-plus performance. Gear shifts are unnoticeably smooth, but the transmission has a low ratio first gear for steady starts on a hill, street, or trail. High gearing in 10th keeps the engine speed low at interstate speeds, benefiting mileage and a quieter ride.

Takanoha wood trim on the top door panel

The distinctive Takanoha wood trim. Can you see the hawk feather pattern? (Mark Maynard)

Interior Function

Inside the LX 600 is a leather-wrapped sanctuary with a charcoal-color headliner, muted and soft-touch accents, and Takanoha wood trim. The glossy wood treatment around the shifter console and upper doors is a wooden mosaic with a hawk feather pattern. Japanese woodworkers hone, polish, and then shave the piece three times while changing angles to bring out the feather pattern.

The instrument panel features Lexus Interface with dual display screens. A 12.3-inch navigation and infotainment screen is at the top, with a 7-inch screen just below for climate controls and drive-mode settings.

Upon first view of the driver area, there might seem to be an overwhelming array of buttons, switches, and knobs, all with graphic readouts. The access points span from the door panel window and lock controls to the digital gauge array, the steering wheel and side stalks, and the stack of center screens. Like any computer, I quickly figured out what I needed and the ones I could ignore until needed, like locking differential controls and multi-terrain switches.

Lexus sells an accessory dash cam for $375

The Lexus dash cam, $375. (Mark Maynard)

True to the LX heritage as a superior off-roader, the camera system includes an underfloor view of transparent-underfloor images showing wheel positions, front and rear. While on the trail, knowing where the differentials are is imperative to avoid that steel-busting rock in the road.

Notable Ultra Luxury features include power door closers, second-row massaging and reclining captain’s chairs, a right-rear power recliner with sliding ottoman, heated and ventilated front and rear seats, dual-screen rear entertainment system, a front center console cool box, active ride height control, and 25-speaker 2,400-watt Mark Levinson surround-sound system.

Looking from the cargo area forward from the back seats to the windshield.

VIP seating. (Mark Maynard)

Ultra Luxury Assets and Liabilities

Creating this four-seat LX 600 Ultra Luxury seems like a progressive choice for an executive-class “car.” Typically, an off-roadable SUV has a tall transmission-exhaust tunnel that compromises rear center seat footroom, so why not add a commanding console of entertaining features and a pair of massaging seats fit for a VIP?

Elements of the Ultra Lux package are all about Hollywood glam — for the two back-seat celebs. However, packing all the luxury features into this size of SUV creates a feeling of close quarters, in the front or back seat.

The second-row captain’s chairs look rich and regal, but legroom is tight at 33.8 inches. It is a chauffeur-like configuration. The front passenger seat can be moved forward for more legroom (up to 43 inches), and the seatback reclined. The curbside seat also has a footrest, but nothing for the seat behind the driver. There is also a separate air conditioning system with overhead ceiling vents.

This 2+2 configuration, however, takes away nearly all cargo versatility. The seatbacks do not fold, nor is there a ski passthrough. Cargo space is OK at 41 cubic feet stacked to the headliner.

And while there is a full 22-inch spare under the rear cargo area, the spindly jacking equipment is concerning for a three-ton lift, especially if performed on a trail.

Looking though the open doors of the LX 600 captain's chair seating.

Living not so large in the back seat space. (Mark Maynard)

Why Buy the 2024 Lexus LX 600 Ultra Luxury?

The LX 600 Ultra Luxury is a formidable choice for its luxurious refinement and tractor-like determination in snowy travel or to access the country property.

But it will be a specific buyer who seeks a four-seat, $134,000 SUV that makes molehills out of mountain trails on the way to the red carpet.

A rear view while kicking up dust on a trail

The big Lexus LX 600 SUV is sold in five trim levels with starting prices that range from $92,915 to $133,490. The top-line LX 600 Ultra Luxury tester was $135,870 with five accessories.

2024 Lexus LX 600 Specifications

Body style: Large, 4-seat, 5-door full-time 4WD body-on-frame SUV

Engine: 409-hp, twin-turbocharged and direct-injected four-cam 3.4-liter V-6 with four valves per cylinder; 479 lb.-ft. torque at 2,000 rpm

Transmission: 10-speed direct-shift automatic with paddle shifters and multi-terrain select modes; full-time 4WD with electronic locking center differential; crawl control with turn assist

Fuel economy: 17/22/19 mpg city/hwy/combined; premium fuel recommended

0-60 mph acceleration: 6.9 seconds, per Lexus

Tow rating: 8,000 pounds