Jump to content
  • William Maley
    William Maley

    Review: 2013 Lexus LS 600h L

    Sign in to follow this  

      This or a House?


    Author's Note: With 2013 coming to a close in a couple of weeks, we've decided to clear out the remaining 2013 vehicle reviews this week. Everyday a new review will appear on the front page. If you miss one day, don't worry, we'll have links to the previous reviews just below. -WM

    Monday: Nissan Maxima 3.5 SV

    Tuesday: Toyota RAV4 XLE AWD

    Wednesday: Hyundai Santa Fe Limited AWD

    Thursday: Toyota Land Cruiser

    Toyota's hybrid lineup here in the U.S. covers both extremes. On one end is the Toyota Prius c, the cheapest and most fuel efficient hybrid model in the lineup. On the other end is the Lexus LS 600h L, the pinnacle of Toyota and Lexus engineering. Here is a model that is the most powerful hybrid that is on sale and the most expensive one as well. The 2013 LS 600h L starts off at $119,910. Let's dive into an alternate reality and figure out whether or not LS 600h L is worth the coin or not.

    2013 saw Lexus giving the LS lineup a bit of a facelift to make it look more dynamic. Up front, the now common spindle grille has been fitted and features a metal slat insert with chrome trim running along the outer edge. A new set of LED headlights sit on either side of the grille. The side profile retains the greenhouse as seen on the 2006 model, but now features chrome trim along the sills and a set of nineteen-inch wheels. The back end gets a bit of a nip and tuck, along with a set of LED lights.

    2013 Lexus LS600h L 2

    Now the L in the LS 600h L means that this model is a long-wheelbase. A standard LS has a length of 200 inches and rides on a wheelbase of 116.9 inches. The LS 600h L has a length of 205 inches and rides on a wheelbase of 121.7 inches, increases of 5 and 4.8 inches respectively. The only way you can tell that you're looking at the long-wheelbase LS besides parking it next to a standard LS is looking at the longer rear door.

    The LS 600h L's interior is a lesson in how to build one that is very luxurious and elegant. Materials are all high-quality choices ranging from cream leather on the seats and dash to real wood trim along the door panels and dash board. The front seats have to be the most comfortable I have ever sat in with the balance between comfort and firmness being just right. There are a number of adjustments available via the sixteen-way power seat and power adjustable seatbelt to make yourself fit right in.

    The center stack features a high-resolution 12.3 inch screen and houses Lexus' Enform infotainment system. Much like the GS 350 F-Sport I drove earlier this year, the LS 600h L's screen is divided into two parts. The majority of the screen is dedicated to navigation, media, climate, and trip information. The remaining part is dedicated to what's playing and climate. I really like this setup and hope more automakers who put bigger screens into vehicles consider this. What I don't like about the infotainment system is Lexus' Remote Touch. As I have said before in the RX 350 and GS 350 reviews, the system is good in theory, but in the real world it falls flat. The joystick controller is finicky to use, and you have to pay close attention to make sure the cursor is over the item you want and not something else. On the move, the problems are exacerbated since you have to take your eyes off the road to make sure you are going into the selection you want. There is some hope though as Lexus revealed a new Remote Touch system in the upcoming RC coupe that features a touchpad and not a joystick. I can only hope that this version makes its way into other Lexus vehicles.

    2013 Lexus LS600h L 14

    If you think the front is impressive, you haven't seen what's in store for the back seat passengers. For starters, the extra length gives you loads of legroom to stretch out and relax. This particular tester came equipped with the Executive-Class Seating Package. For the asking price of $7,555.00 , the LS 600h L becomes a vehicle you want to be driven in and not drive. This package nets you the following:

    • Adjustable Rear Seats (Backseat passenger gets an ottoman)
    • Heated, Cooled, and Massaging Seats
    • Blu-Ray Entertainment system
    • Controls for media and climate control system
    • Electric Sun Shades
    • Pop-Up Table
    • Cool Box

    With this package, it's a fight of who gets to sit back here. Anyone can find a comfortable position in the back thanks to the number of adjustments on offer. The ottoman is more of a gimmick than something you'll actually use since there isn't enough space to fully have it up, even with the front passenger seat moved all the way forward. Other features such as the sun shades and blue-ray player are nice and make the experience of riding in this car magical.

    2013 Lexus LS600h L 13

    Your Seat is Waiting

    See the next page for powertrain and driving impressions.


    Under the hood of the LS 600h L is the most powerful version of Lexus' Hybrid Synergy Drive system. A 5.0L V8 engine with 389 horsepower and 385 pound-feet of torque is paired with a 165 kW electric motor. Total output stands at 438 horsepower. A Nickel Metal Hydride (Ni-MH) battery pack provides the power to the electric motor. Lexus employs a CVT to get the power down to all four wheels.

    Despite the LS 600h L weighing 5,202 pounds, the powertrain is more than capable of getting this off the line quickly. As I was told at the launch of the 2013 LS, the hybrid powertrain has the power delivery of a V12 engine and I can attest that it does. Power comes on very smooth and effortless. If you decide to floor the pedal, you're rewarded with the LS 600h L moving like a bat of out of hell. As for the CVT, it is very smooth and unobtrusive. For a few times, I thought I was driving an automatic and not a CVT. The only giveaway that you are driving a CVT is the pitch of the transmission getting louder and louder if you floor the pedal.

    2013 Lexus LS600h L 11

    Being a hybrid vehicle, you would expect amazing fuel economy coming from this big sedan. But in the case of the the LS 600h L, that isn't true at all. The EPA rates the 2013 LS 600h L at 19 City/23 Highway/20 Combined. To put that into perspective, the the 2013 LS 460 L with AWD is rated at 16 City/23 Highway/18 Combined. Not that much improvement compared to the standard gas model. Somehow I was able to get an average of 22 MPG for the week.

    Ride and handling duties are done with an air suspension and Lexus' Drive Mode Selector. For the LS 600h L, you have the choice of six different modes:

    • Normal: Standard throttle mapping and suspension tuning, gearshifts tuned for comfort.
    • Comfort: Softens Suspension Tuning
    • Eco: Slower throttle mapping, reduced operation of the climate control
    • EV Mode: Allows a vehicle to travel on electric power for a short distance
    • Sport: Quicker throttle mapping, stiffer suspension tuning
    • Sport+: Much quicker throttle mapping, even stiffer suspension tuning, heavier steering, number of powertrain enhancements

    Now I only tried Sport and Sport+ briefly in the LS 600h L and wondered why these setting were even put in. There is a noticeable difference in the stiffness of the suspension and throttle response, but trying to push around a vehicle that has an overall length of 205 inches isn't a good idea at all. The passengers in the back seat who are getting flung around would agree with this.

    2013 Lexus LS600h L 15

    Where's the Rinse Cycle?

    Instead, I found myself switching between Normal, Comfort, and Eco for the week and being surprised at how comfortable this vehicle can be. In Normal or Eco, the air suspension isolates bumps and kinks on the road. In Comfort, the suspension takes that a step further, proving a ride that feels like you're driving on glass. Wind and road noise in the cabin are non-existent.

    As for the LS 600h L's steering, it has a surprising amount of weight and feel. I was expecting the steering to be light and have no feel. Not so in the LS and I appreciated that very much.

    After spending a week in the alternate-reality field of the LS 600h L, I have come to this conclusion: most reviews of the LS 600h L focus on the hybrid part and say that for fuel economy improvements the hybrid system offers, the LS 600h L doesn't make any real sense and you would better off with the standard LS 460 L or a competitor. I would agree with this, but I think the LS 600h L needs to be looked in a different light. The LS 600h L wasn't built for to be driven in. It was built for those who want be driven and not have everyone notice you. That's where the LS 600h L succeeds.

    I just wonder how many people who fit this classification exist.

    2013 Lexus LS600h L 7

    Disclaimer: Lexus Provided the LS 600h L, Insurance, and One Tank of Gas

    Year: 2013

    Make: Lexus

    Model: LS 600h L

    Trim: N/A

    Engine: Lexus Hybrid Synergy Drive: 5.0L 32-Valve V8 with VVT-iE, 650 Volt Electric Motor, Nickel Metal Hydride (Ni-MH) Battery Pack

    Driveline: All-Wheel Drive, CVT

    Horsepower @ RPM: (Gas) 389 @ 6,400; (Electric) 221 @ 0; (Combined) 434

    Torque @ RPM: (Gas) 385 @ 4,000

    Fuel Economy: City/Highway/Combined - 19/23/20

    Curb Weight: 5,202 lbs

    Location of Manufacture: Tahara, Aichi, Japan

    Base Price: $119,110.00

    As Tested Price: $135,029.00 (Includes $895.00 Destination Charge)

    Options:

    Executive-Class Seating Package - $7,555.00

    Advance Pre-Collision System - $6,500.00

    Trunk Mat - $105.00

    Cargo Net - $64.00

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

    Sign in to follow this  


    User Feedback

    Recommended Comments

    The last Lexus LS I drove had overboosted steering, so it sounds like they fixed that. This type of car is not my cup of tea, but I'd take one over a big Benz or BMW.

    Share this comment


    Link to comment
    Share on other sites

    Nice write up, Bill hit the nail right on when he said this is a car for those that want to be driven around in, not for the driver.

    With that said, I am sure based on the pictures that the fit, finish, and quality is there, but the car is just blah to look at and the interior dash to me looks like a warp back in time. I know this is aimed at the conservative business person who gets driven around in but still I was left unimpressed.

    Share this comment


    Link to comment
    Share on other sites


    Join the conversation

    You can post now and register later. If you have an account, sign in now to post with your account.
    Note: Your post will require moderator approval before it will be visible.

    Guest
    Add a comment...

    ×   Pasted as rich text.   Paste as plain text instead

      Only 75 emoji are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor

    ×   You cannot paste images directly. Upload or insert images from URL.




  • Similar Content

    • By William Maley
      Expectation can be a very dangerous thing. You come into something thinking it will blow your mind and more often than not, it comes up short. That’s how I felt during the first few days into a loan of a 2019 Buick Regal GS. What was being presented didn’t match up with my experience. But over the week I had the vehicle, it began to grow on. That isn’t to say some issues need to be addressed.
      At first glance, you might think Buick decided to stick with a sedan shape. But the sloping rear hatch gives away its true identity as a Sportback. This helps give the impression that the Regal is sporty, helped further by short overhangs. By adding small touches such as large front air intakes, GS-specific 19-inch wheels. Brembo front brake calipers finished in Red, and a small lip spoiler, the GS transforms the Regal into looking like a red-blooded sports sedan. 
      The interior sadly doesn’t match up with what is being presented on the outside. While there was some effort to make the GS stand out with faux carbon-fiber trim, special sport seats, and GS badging, it doesn’t quite match with what is being presented outside. Not helping are some cheap plastics littered throughout the Regal GS’ interior. If this was a standard Regal, I may have given it a slight pass. But considering this GS carries a price of almost $43k, it becomes a big issue. The interior does redeem it somewhat with a logical and simple layout. No one had any complaints about whether the controls were confusing or hard to reach.
      Let’s talk about the front seats, The Regal GS comes fitted with racing-style front seat with aggressive side bolstering and faux holes towards the top where the belts for a harness would go into. This design seems more at home in a hardcore Corvette than a Buick. Before you start thinking that the seat design only allows a small group of people to fit, Buick has fitted adjustable bolstering to allow a wide set of body types to sit comfortably. With this and other power adjustments, I was able to find a position that suited me. Over a long drive, the seats were able to provide the right amount of support and comfort.
      The back seats don’t get the same “race car” treatment as the front, but they do offer ample head and legroom for most passengers. Cargo space is quite impressive with 31.5 cubic feet with the seats up and 60.7 when folded. The Kia Stinger I drove back in January pales in comparison with 23.3 and 40.9 cubic feet.
      The Regal GS features an eight-inch touchscreen with the new Buick Infotainment 3 system. As I mentioned in my Silverado/Sierra 1500 review, the new system is worlds better than Intellilink. The interface has been cleaned up with simpler graphics and fonts that are much easier to read. Also seeing noticeable improvements is the overall performance. The system is much faster when bringing up different functions or crunching a route on the optional navigation system. Apple CarPlay, Android Auto, and OnStar 4G LTE round off the system. 
      With the effort Buick has put in, you might have the feeling that the Regal GS has something special under the hood. That isn’t the case. Under the hood of the GS is GM’s venerable 3.6L V6 with 310 horsepower and 282 pound-feet. While the V6 packs 40 more horsepower than the 2.0L turbo-four from the last-generation model, it is also down 13 pound-feet. This absence becomes apparent when you decide to sprint away from a stoplight or exiting a corner as you need to work the engine to get that rush of power. A numb throttle response doesn’t help. If you resist from attack mode, the V6 reveals a quiet and refined nature. But again, you will need to work the engine when merging or making a pass.
      Before someone shouts “put a turbo on it”, Buick cannot do that as there isn’t enough space in the engine bay due to the design of the platform. We’ve known about this issue since 2016 when Holden was gearing up to launch the Commodore - its version of the OpelVauxhall Insignia.
      The nine-speed automatic transmission goes about its business with unobtrusive shifts when going about your daily errands, but offers up snappy shifts when you decide to get aggressive. A glaring omission on this sports sedan is the lack of paddle shifters. 
      Fuel economy for the 2019 Regal GS is 19 City/27 Highway/22 Combined. I saw an average of 20 during the week. This can likely to be attributed to the test vehicle having under 1,000 miles on the odometer. 
      On paper, the Regal GS’ handling credentials seem top-notch with Continuous Damping Control (CDC) system and a GKN all-wheel drive system featuring a twin-clutch torque-vectoring rear differential. The latter allows a varying amount of power sent to each rear wheel to improve cornering. In the real world, the GS is more Grand Tourer than Gran Sport. While the sedan shows little body roll, its reflexes are slightly muted due to a nearly 3,800 pound curb weight. The steering provides a decent amount of weight when turning, but don’t expect a lot of road feel. What about that AWD system? For the most part, you really won’t notice working unless you decide to push the limits or practice your winter driving skills in a snowy and empty parking lot. 
      Thanks to the CDC system, the Regal GS’ ride is surprisingly smooth. With the vehicle in Tour, the suspension glides over bumps and imperfections. The ride begins to get choppy if you One area that I’m glad Buick is still focusing on is noise isolation. Road and wind noise is almost non-existent. 
      The 2019 Buick Regal GS is a case of expectations being put too high. Despite what the exterior and sports seats of the interior may hint at, this isn’t a sports sedan like a Kia Stinger GT or something from a German luxury brand. But my feelings began to change when I thought of the GS as being more of a grand tourer. It has the ingredients such as a refined powertrain, a suspension that can be altered to provide either a comfortable or sporty ride; and minimizing the amount of outside noise.
      There lies the overall problem with Regal GS as Buick doesn’t quite know what it wants to be. Does it want to be a sport sedan or a luxury sedan with grand tourer tendencies? This confusion will likely cause many people to look at something else which is a big shame.
      How I Would Configure a 2019 Buick Regal GS.
      My particular configuration would be similar to the vehicle tested here with the Driver Confidence Package #2, Sights and Sounds, and Appearance packages. The only change would be adding the White Frost Tricoat color, which adds an additional $1,095 to the price. All together, it comes out to $44,210.
      Alternatives to the 2019 Buick Regal GS:
      Kia Stinger: The big elephant in the room when talking about the Regal GS. For a similar amount of cash, you can step into the base GT model with its 365 horsepower twin-turbo V6 and rear-wheel drive setup (AWD adds $2,200). I came away very impressed with the styling, performance on tap from the V6, and handling prowess. Downsides include the interior design being a bit too minimalist and the ride being a bit rough. Volkswagen Arteon: The other dark horse to the Regal GS. There is no doubt that the Arteon is quite handsome with flowing lines and sleek fastback shape. Having sat in one at the Detroit Auto Show earlier this year, I found it to be very roomy and upscale in terms of the interior materials. I hope to get some time behind the wheel in the near future to see how it measures up in handling. Disclaimer: Buick Provided the Regal GS, Insurance, and One Tank of Gas
      Year: 2019
      Make: Buick
      Model: Regal
      Trim: GS
      Engine: 3.6L V6
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 310 @ 6,800 
      Torque @ RPM: 282 @ 5,200
      Fuel Economy: City/Highway/Combined - 19/27/22
      Curb Weight: 3,796 lbs
      Location of Manufacture: Rüsselsheim Germany
      Base Price: $39,070
      As Tested Price: $43,115 (Includes $925.00 Destination Charge)
      Options:
      Driver Confidence Package #2: $1,690.00
      Sights and Sounds Package: $945.00
      Appearance Package: $485.00

      View full article
    • By William Maley
      Expectation can be a very dangerous thing. You come into something thinking it will blow your mind and more often than not, it comes up short. That’s how I felt during the first few days into a loan of a 2019 Buick Regal GS. What was being presented didn’t match up with my experience. But over the week I had the vehicle, it began to grow on. That isn’t to say some issues need to be addressed.
      At first glance, you might think Buick decided to stick with a sedan shape. But the sloping rear hatch gives away its true identity as a Sportback. This helps give the impression that the Regal is sporty, helped further by short overhangs. By adding small touches such as large front air intakes, GS-specific 19-inch wheels. Brembo front brake calipers finished in Red, and a small lip spoiler, the GS transforms the Regal into looking like a red-blooded sports sedan. 
      The interior sadly doesn’t match up with what is being presented on the outside. While there was some effort to make the GS stand out with faux carbon-fiber trim, special sport seats, and GS badging, it doesn’t quite match with what is being presented outside. Not helping are some cheap plastics littered throughout the Regal GS’ interior. If this was a standard Regal, I may have given it a slight pass. But considering this GS carries a price of almost $43k, it becomes a big issue. The interior does redeem it somewhat with a logical and simple layout. No one had any complaints about whether the controls were confusing or hard to reach.
      Let’s talk about the front seats, The Regal GS comes fitted with racing-style front seat with aggressive side bolstering and faux holes towards the top where the belts for a harness would go into. This design seems more at home in a hardcore Corvette than a Buick. Before you start thinking that the seat design only allows a small group of people to fit, Buick has fitted adjustable bolstering to allow a wide set of body types to sit comfortably. With this and other power adjustments, I was able to find a position that suited me. Over a long drive, the seats were able to provide the right amount of support and comfort.
      The back seats don’t get the same “race car” treatment as the front, but they do offer ample head and legroom for most passengers. Cargo space is quite impressive with 31.5 cubic feet with the seats up and 60.7 when folded. The Kia Stinger I drove back in January pales in comparison with 23.3 and 40.9 cubic feet.
      The Regal GS features an eight-inch touchscreen with the new Buick Infotainment 3 system. As I mentioned in my Silverado/Sierra 1500 review, the new system is worlds better than Intellilink. The interface has been cleaned up with simpler graphics and fonts that are much easier to read. Also seeing noticeable improvements is the overall performance. The system is much faster when bringing up different functions or crunching a route on the optional navigation system. Apple CarPlay, Android Auto, and OnStar 4G LTE round off the system. 
      With the effort Buick has put in, you might have the feeling that the Regal GS has something special under the hood. That isn’t the case. Under the hood of the GS is GM’s venerable 3.6L V6 with 310 horsepower and 282 pound-feet. While the V6 packs 40 more horsepower than the 2.0L turbo-four from the last-generation model, it is also down 13 pound-feet. This absence becomes apparent when you decide to sprint away from a stoplight or exiting a corner as you need to work the engine to get that rush of power. A numb throttle response doesn’t help. If you resist from attack mode, the V6 reveals a quiet and refined nature. But again, you will need to work the engine when merging or making a pass.
      Before someone shouts “put a turbo on it”, Buick cannot do that as there isn’t enough space in the engine bay due to the design of the platform. We’ve known about this issue since 2016 when Holden was gearing up to launch the Commodore - its version of the OpelVauxhall Insignia.
      The nine-speed automatic transmission goes about its business with unobtrusive shifts when going about your daily errands, but offers up snappy shifts when you decide to get aggressive. A glaring omission on this sports sedan is the lack of paddle shifters. 
      Fuel economy for the 2019 Regal GS is 19 City/27 Highway/22 Combined. I saw an average of 20 during the week. This can likely to be attributed to the test vehicle having under 1,000 miles on the odometer. 
      On paper, the Regal GS’ handling credentials seem top-notch with Continuous Damping Control (CDC) system and a GKN all-wheel drive system featuring a twin-clutch torque-vectoring rear differential. The latter allows a varying amount of power sent to each rear wheel to improve cornering. In the real world, the GS is more Grand Tourer than Gran Sport. While the sedan shows little body roll, its reflexes are slightly muted due to a nearly 3,800 pound curb weight. The steering provides a decent amount of weight when turning, but don’t expect a lot of road feel. What about that AWD system? For the most part, you really won’t notice working unless you decide to push the limits or practice your winter driving skills in a snowy and empty parking lot. 
      Thanks to the CDC system, the Regal GS’ ride is surprisingly smooth. With the vehicle in Tour, the suspension glides over bumps and imperfections. The ride begins to get choppy if you One area that I’m glad Buick is still focusing on is noise isolation. Road and wind noise is almost non-existent. 
      The 2019 Buick Regal GS is a case of expectations being put too high. Despite what the exterior and sports seats of the interior may hint at, this isn’t a sports sedan like a Kia Stinger GT or something from a German luxury brand. But my feelings began to change when I thought of the GS as being more of a grand tourer. It has the ingredients such as a refined powertrain, a suspension that can be altered to provide either a comfortable or sporty ride; and minimizing the amount of outside noise.
      There lies the overall problem with Regal GS as Buick doesn’t quite know what it wants to be. Does it want to be a sport sedan or a luxury sedan with grand tourer tendencies? This confusion will likely cause many people to look at something else which is a big shame.
      How I Would Configure a 2019 Buick Regal GS.
      My particular configuration would be similar to the vehicle tested here with the Driver Confidence Package #2, Sights and Sounds, and Appearance packages. The only change would be adding the White Frost Tricoat color, which adds an additional $1,095 to the price. All together, it comes out to $44,210.
      Alternatives to the 2019 Buick Regal GS:
      Kia Stinger: The big elephant in the room when talking about the Regal GS. For a similar amount of cash, you can step into the base GT model with its 365 horsepower twin-turbo V6 and rear-wheel drive setup (AWD adds $2,200). I came away very impressed with the styling, performance on tap from the V6, and handling prowess. Downsides include the interior design being a bit too minimalist and the ride being a bit rough. Volkswagen Arteon: The other dark horse to the Regal GS. There is no doubt that the Arteon is quite handsome with flowing lines and sleek fastback shape. Having sat in one at the Detroit Auto Show earlier this year, I found it to be very roomy and upscale in terms of the interior materials. I hope to get some time behind the wheel in the near future to see how it measures up in handling. Disclaimer: Buick Provided the Regal GS, Insurance, and One Tank of Gas
      Year: 2019
      Make: Buick
      Model: Regal
      Trim: GS
      Engine: 3.6L V6
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 310 @ 6,800 
      Torque @ RPM: 282 @ 5,200
      Fuel Economy: City/Highway/Combined - 19/27/22
      Curb Weight: 3,796 lbs
      Location of Manufacture: Rüsselsheim Germany
      Base Price: $39,070
      As Tested Price: $43,115 (Includes $925.00 Destination Charge)
      Options:
      Driver Confidence Package #2: $1,690.00
      Sights and Sounds Package: $945.00
      Appearance Package: $485.00
    • By Drew Dowdell
      Hyundai has released released details of the 2020 Hyundai Sonata Hybrid.  While visually it remains close to the non-hybrid version, it does get a different grille, rear spoilers, and special alloy wheels to fine tune aerodynamics. 
      Hyundai has two technologies debuting on the 2020 Hyundai Sonata Hybrid.  First is a solar roof system that recharges the battery to increase travel distance and unnecessary battery discharge. When the system gets an average of 6 hours a day of charging, it is expect to increase travel distance by about 800 miles annually. 
      The second is a new 6-speed hybrid automatic transmission with Active Control Shift (ACS). The transmission is monitored by the hybrid control unit 500 times per second and uses the hybrid motor to precisely adjust the transmission rotational speed to allow for faster shift times and better fuel efficiency.  This technology also increases durability of the transmission by reducing friction during shifting. 
      The engine of Sonata Hybrid is a 2.0 liter 4-cylinder producing 152 horsepower, the electric motor max power output is 38 horsepower, for a total system power output of 195 horsepower. 
      The 2020 Hyundai Sonata goes on sale late summer 2019, no word on when the hybrid will be available. 
       
      Related:
       

      View full article
    • By Drew Dowdell
      Hyundai has released released details of the 2020 Hyundai Sonata Hybrid.  While visually it remains close to the non-hybrid version, it does get a different grille, rear spoilers, and special alloy wheels to fine tune aerodynamics. 
      Hyundai has two technologies debuting on the 2020 Hyundai Sonata Hybrid.  First is a solar roof system that recharges the battery to increase travel distance and unnecessary battery discharge. When the system gets an average of 6 hours a day of charging, it is expect to increase travel distance by about 800 miles annually. 
      The second is a new 6-speed hybrid automatic transmission with Active Control Shift (ACS). The transmission is monitored by the hybrid control unit 500 times per second and uses the hybrid motor to precisely adjust the transmission rotational speed to allow for faster shift times and better fuel efficiency.  This technology also increases durability of the transmission by reducing friction during shifting. 
      The engine of Sonata Hybrid is a 2.0 liter 4-cylinder producing 152 horsepower, the electric motor max power output is 38 horsepower, for a total system power output of 195 horsepower. 
      The 2020 Hyundai Sonata goes on sale late summer 2019, no word on when the hybrid will be available. 
       
      Related:
       
  • Posts

    • Electrify America is working hard to build up the largest network of electric chargers in the US.  They have already partnered with Chargepoint, so that if you have an account with one company, you can use your account at either company's charging stations without additional fees.   Now the network has gotten even larger as an interoperability agreement has been reached with EVgo, one of the largest charging networks out there.  So now, if you have an Electrify America account, you can charge your EV with at least three different providers on a single account with no additional fees.  Electrify America is the company that was formed from Volkwagen's dieselgate scandal and is hard at work deploying EV charging stations around the US, including 350-kW stations for fast charging. They are also working towards "plug and charge" capability which would allow the car to be charged without the need for a card at all.  The current Electrify America map before adding EVgo or ChargePoint: Related: Porsche Offering Three Years Free Charging with Taycan View full article
    • So true, the average is 1 to 2 people per Bolt, Lyft, Uber ride. The number of large rides is usually covered by a van type of service. Some interesting info on Lyft. https://expandedramblings.com/index.php/lyft-statistics/ https://expandedramblings.com/index.php/uber-statistics/  
    • Most of my ride-share rides have been done in vehicle the Bolt would be equal or larger than. I've only rode with more than 2 people twice in which we needed 5 or 6 seats.  Yeah, the Bolt can't cover the complete spectrum of Uber or Lyft "packages" but the entry price compared to an EV Mercedes is probably only 2/3 the price or less. I think it is safe to assume it would pay itself off quicker than the Mercedes even if you can't "Uber Black". 
    • It seems pretty accurate to me. Especially having the US truck brands in the most loyal customers. The car/cuv owners might not be but the truck buyers alone probably force them in that list.  The least loyal list seems pretty logical as well. The "crapier" brands tend to have people come and go more often than re-buy another Fiat 500. Volvo surprises me on that list as they seem to have a pretty fantastic lineup right now but being on the bottom of the list is "okay".  Chevy Silverado, Ram 1500.. surprise surprise.. 
    • You're getting pretty specific there and I would wager those rides are a much smaller percentage than 1 or 2 people.  It isn't actually small. It just isn't van-large. 
  • Social Stream

  • Today's Birthdays

    1. Howard
      Howard
      (63 years old)
  • Who's Online (See full list)

  • My Clubs

About us

CheersandGears.com - Founded 2001

We ♥ Cars

Get in touch

Follow us

Recent tweets

facebook

×
×
  • Create New...