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 Drew Dowdell
      My wheels for the week are a 2020 Toyota Corolla XLE sedan. This one is well equipped with Toyota Safety Sense now standard, Toyota Entune with Apple CarPlay, Adaptive lighting system with automatic high beams, headed seats, and a JBL Premium audio system. It is rated for 29 city / 37 highway and we'll be putting that highway number to the test. We will be taking the Corolla to Northern Virginia for the weekend to visit family for the holidays. 
      The XLE differs from the 2019 Corolla SE hatchback that @William Maley recently tested in that it has the 1.8 liter engine instead of the 2.0 liter. This engine puts out 139 horsepower at 6100 RPM and 126 lb-ft of torque at 3900 rpm. About a 30 horsepower deficit compared to the SE.
       In my initial drive, I found the car to be snappy around town, but things got a little raucous when I went to merge onto the highway. Though it is a CVT, it has a fixed first gear. The fixed first gear does take away from the rubber band feeling most CVTs have. I took the Corolla on a set of twisty roads that I take all test vehicles on and the sedan, while no sports car, felt firmly planted and predictable around the curves. 
      One thing that is surprising is the sticker price; $28,084 for a Corolla without even the biggest engine seems quite steep. 
      So while I'm loading up the trunk with Christmas cheer, fire off any questions you have about the 2020 Toyota Corolla XLE.


      View full article
    • By Drew Dowdell
      My wheels for the week are a 2020 Toyota Corolla XLE sedan. This one is well equipped with Toyota Safety Sense now standard, Toyota Entune with Apple CarPlay, Adaptive lighting system with automatic high beams, headed seats, and a JBL Premium audio system. It is rated for 29 city / 37 highway and we'll be putting that highway number to the test. We will be taking the Corolla to Northern Virginia for the weekend to visit family for the holidays. 
      The XLE differs from the 2019 Corolla SE hatchback that @William Maley recently tested in that it has the 1.8 liter engine instead of the 2.0 liter. This engine puts out 139 horsepower at 6100 RPM and 126 lb-ft of torque at 3900 rpm. About a 30 horsepower deficit compared to the SE.
       In my initial drive, I found the car to be snappy around town, but things got a little raucous when I went to merge onto the highway. Though it is a CVT, it has a fixed first gear. The fixed first gear does take away from the rubber band feeling most CVTs have. I took the Corolla on a set of twisty roads that I take all test vehicles on and the sedan, while no sports car, felt firmly planted and predictable around the curves. 
      One thing that is surprising is the sticker price; $28,084 for a Corolla without even the biggest engine seems quite steep. 
      So while I'm loading up the trunk with Christmas cheer, fire off any questions you have about the 2020 Toyota Corolla XLE.

    • By William Maley
      Hyundai can’t seem to stop itself from tinkering with the Santa Fe crossover. This is apparent when you consider the nameplate first debuted on compact crossover in the early 2000s before growing into a two-model family up until last year. Hyundai has made another drastic change to the Santa Fe by making it a single model again - the three-row Santa Fe XL has been replaced by the Palisade. Does this re-focus make the model competitive?
      The overall shape of the 2019 Santa Fe is more upright than the outgoing Santa Fe Sport. This solves one of the biggest issues I had with the Sport, poor visibility. The upright shape and flatter belt line allowed Hyundai designers to increase the amount of glass used. Not only does this improve overall visibility. This also makes the interior feel more airy. Up front, Hyundai uses a hexagonal grille that is flanked by a split headlight layout. Slim LED daytime running lights sit on either side of the grille, while a pod housing the headlights sit underneath.
      Where the Santa Fe really shines is the interior. It’s a modern and clean design with a two-tone dashboard, unique fabric covering the pillars and headliner; and the use of polygons in the seat pattern and speaker grilles. Materials for the most part are soft-touch plastics and leather on my Ultimate tester. There are some hard plastics used here and there, but it will not detract from the premium feel Hyundai is going for. The layout for the controls is excellent with all in easy reach for driver or passenger. Also earning top marks is the eight-inch infotainment system which is simple to use, provides snappy performance, and allows a driver to use either Apple CarPlay or Android Auto.
      For those sitting up front, the Santa Fe Ultimate provides power adjustments, heat, and ventilation. Getting settled in and finding the correct position, I found the seats to be quite comfortable with enough padding to tackle any trip length. Back seat passengers will find plenty of leg and headroom. Those sitting in the back will also appreciate the rear seats can recline along with heat during the cold winter months. Cargo space is about average with 35.9 cubic feet with the rear seats up and 71.3 when folded.
      Most Santa Fes will come with the base 2.4L inline-four with 185 horsepower. My Ultimate AWD tester featured the optional turbocharged 2.0L inline-four with 235 horsepower. Both engines come paired with an eight-speed automatic. Whenever a Hyundai vehicle is equipped with a turbo-four, it falls into one of two camps - works perfectly or there is a performance issue. The Santa Fe falls into the latter. There is a noticeable amount of turbo-lag when leaving from a stop. Once up to speed, the engine can sometimes be a bit too responsive with a jumpiness that makes smooth acceleration a difficult task. Whether this is something with the programming of the engine, transmission, or throttle, I cannot say. I hope this gets fixed with the 2020 model.
      EPA fuel economy figures for the turbo-four with AWD are 19 City/24 Highway/21 Combined. I saw an average of 20.7 mpg during my week of testing. It should be noted this is the same as the Honda Passport with its slightly more powerful 3.5L V6 producing 280 horsepower.
      The Santa Fe’s ride is still smooth and relaxing over many of the bumps and imperfections that dot the roads of Metro Detroit. It is also surprisingly quiet with barely any wind or road noise coming inside. Handling is where the Santa Fe really surprised me as it felt agile when driven around a bend. There was barely any body roll and steering provided excellent response. 
      On the surface, the 2019 Santa Fe is an improvement over the Santa Fe Sport. It features a fetching design, comfortable ride, simple tech, and a lot of equipment for the money. My Ultimate tester came with an as-tested price of $39,905 and that includes adaptive cruise control with stop & go; blind spot monitoring, Infinity premium audio system, panoramic sunroof, and much more. Build up one of the Santa Fe’s competition to similar specs and you’re looking at spending on average around $5,000 more.
      But the Santa Fe is soured by the turbocharged 2.0L four-cylinder engine which appears to have two settings - slow off the line performance and unpredictable acceleration at higher speeds. Until Hyundai can figure out what is going on, stick with the base 2.4L four-cylinder. It may be a little bit underpowered, but at least it is more consistent in its power delivery.
      Disclaimer: Hyundai Provided the Santa Fe, Insurance, and One Tank of Gas
      Year: 2019
      Make: Hyundai
      Model: Santa Fe
      Trim: Ultimate
      Engine: Turbocharged 2.0L GDI 16-Valve DOHC CVVT Four-Cylinder
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 235 @ 6,000
      Torque @ RPM: 260 @ 1,450 - 3,500
      Fuel Economy: City/Highway/Combined - 19/24/21
      Curb Weight: 4,085 lbs
      Location of Manufacture: Montgomery, Alabama
      Base Price: $38,800
      As Tested Price: $39,905 (Includes $980.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $125.00

      View full article
    • By William Maley
      Hyundai can’t seem to stop itself from tinkering with the Santa Fe crossover. This is apparent when you consider the nameplate first debuted on compact crossover in the early 2000s before growing into a two-model family up until last year. Hyundai has made another drastic change to the Santa Fe by making it a single model again - the three-row Santa Fe XL has been replaced by the Palisade. Does this re-focus make the model competitive?
      The overall shape of the 2019 Santa Fe is more upright than the outgoing Santa Fe Sport. This solves one of the biggest issues I had with the Sport, poor visibility. The upright shape and flatter belt line allowed Hyundai designers to increase the amount of glass used. Not only does this improve overall visibility. This also makes the interior feel more airy. Up front, Hyundai uses a hexagonal grille that is flanked by a split headlight layout. Slim LED daytime running lights sit on either side of the grille, while a pod housing the headlights sit underneath.
      Where the Santa Fe really shines is the interior. It’s a modern and clean design with a two-tone dashboard, unique fabric covering the pillars and headliner; and the use of polygons in the seat pattern and speaker grilles. Materials for the most part are soft-touch plastics and leather on my Ultimate tester. There are some hard plastics used here and there, but it will not detract from the premium feel Hyundai is going for. The layout for the controls is excellent with all in easy reach for driver or passenger. Also earning top marks is the eight-inch infotainment system which is simple to use, provides snappy performance, and allows a driver to use either Apple CarPlay or Android Auto.
      For those sitting up front, the Santa Fe Ultimate provides power adjustments, heat, and ventilation. Getting settled in and finding the correct position, I found the seats to be quite comfortable with enough padding to tackle any trip length. Back seat passengers will find plenty of leg and headroom. Those sitting in the back will also appreciate the rear seats can recline along with heat during the cold winter months. Cargo space is about average with 35.9 cubic feet with the rear seats up and 71.3 when folded.
      Most Santa Fes will come with the base 2.4L inline-four with 185 horsepower. My Ultimate AWD tester featured the optional turbocharged 2.0L inline-four with 235 horsepower. Both engines come paired with an eight-speed automatic. Whenever a Hyundai vehicle is equipped with a turbo-four, it falls into one of two camps - works perfectly or there is a performance issue. The Santa Fe falls into the latter. There is a noticeable amount of turbo-lag when leaving from a stop. Once up to speed, the engine can sometimes be a bit too responsive with a jumpiness that makes smooth acceleration a difficult task. Whether this is something with the programming of the engine, transmission, or throttle, I cannot say. I hope this gets fixed with the 2020 model.
      EPA fuel economy figures for the turbo-four with AWD are 19 City/24 Highway/21 Combined. I saw an average of 20.7 mpg during my week of testing. It should be noted this is the same as the Honda Passport with its slightly more powerful 3.5L V6 producing 280 horsepower.
      The Santa Fe’s ride is still smooth and relaxing over many of the bumps and imperfections that dot the roads of Metro Detroit. It is also surprisingly quiet with barely any wind or road noise coming inside. Handling is where the Santa Fe really surprised me as it felt agile when driven around a bend. There was barely any body roll and steering provided excellent response. 
      On the surface, the 2019 Santa Fe is an improvement over the Santa Fe Sport. It features a fetching design, comfortable ride, simple tech, and a lot of equipment for the money. My Ultimate tester came with an as-tested price of $39,905 and that includes adaptive cruise control with stop & go; blind spot monitoring, Infinity premium audio system, panoramic sunroof, and much more. Build up one of the Santa Fe’s competition to similar specs and you’re looking at spending on average around $5,000 more.
      But the Santa Fe is soured by the turbocharged 2.0L four-cylinder engine which appears to have two settings - slow off the line performance and unpredictable acceleration at higher speeds. Until Hyundai can figure out what is going on, stick with the base 2.4L four-cylinder. It may be a little bit underpowered, but at least it is more consistent in its power delivery.
      Disclaimer: Hyundai Provided the Santa Fe, Insurance, and One Tank of Gas
      Year: 2019
      Make: Hyundai
      Model: Santa Fe
      Trim: Ultimate
      Engine: Turbocharged 2.0L GDI 16-Valve DOHC CVVT Four-Cylinder
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 235 @ 6,000
      Torque @ RPM: 260 @ 1,450 - 3,500
      Fuel Economy: City/Highway/Combined - 19/24/21
      Curb Weight: 4,085 lbs
      Location of Manufacture: Montgomery, Alabama
      Base Price: $38,800
      As Tested Price: $39,905 (Includes $980.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $125.00
    • By William Maley
      Over a year ago, I pitted the Mazda CX-9 against the Volkswagen Atlas to find out which was the better three-row crossover. The CX-9 put up a good fight with a very luxurious interior and impressive driving dynamics. However, the Atlas took home the win as it proved to be the better carrier of passengers and cargo, along with providing a slightly smoother ride. A year on, the CX-9 makes a return to the C&G Detroit Garage to see if it could redeem itself. Spoiler alert: I still feel the same way as I did last year.
      Going on three years, the CX-9 is still one of the best looking three-row crossovers on sale. Its graceful lines, tapered rear pillar, and slim lights make the crossover look more expensive than it actually is. The Grand Touring may miss out on the Nappa leather for the seats and Rosewood trim found on the Signature, it is still a nice place to sit in. Bright metalwork contrasts nicely with soft-touch plastics and leather upholstery on the seats. But the interior also houses some of the CX-9’s key flaws beginning with the seat arrangement. All 2019 CX-9s come with seating for seven people, there is no option for six with a set of captain chairs - that is being rectified for 2020. Those sitting in the second-row will have no complaints about space, but anyone sitting in the third-row will bemoan the lack of legroom. This can improve if the second-row is slid forward. Cargo space is another weak spot. The CX-9 only offers 14.4 cubic feet behind the third-row, 38.2 cubic feet behind the second row, and 71.2 cubic feet with both rows folded. To give some perspective, the Atlas offers 20.6, 55.5, and 96.8 cubic feet of space. 2019 finally sees Mazda add Apple CarPlay and Android Auto compatibility to their MazdaConnect infotainment system. This is an improvement as MazdaConnect trails competitors in terms of graphics and a slightly confusing menu structure. At least the control knob and shortcut buttons make using the system less aggravating. Power comes from a turbocharged 2.5L four-cylinder with 227 horsepower (250 if you fill up with premium) and 310 pound-feet. This is channeled through a six-speed automatic and the choice of front- or all-wheel drive. Putting a turbo-four into a three-row crossover seems like madness, but Mazda was able to make it work with no issue. Torque arrives at a low 2,000 rpm, allowing the CX-9 to leap away from any driving situation. Response from the transmission is excellent with snappy up and downshifts. Fuel economy is rated by the EPA at 20 City/26 Highway/23 Combined. My average for the week landed around 23, slightly better than the 22.5 mpg for the 2018 model. The ace up the CX-9’s sleeve is the handling. No other crossover can close to matching the taut characteristics on offer with body motions kept in check and sharp steering. Though how many people consider a plus is likely very small. Ride quality falls under supple with most bumps and imperfections being ironed out. Impressive when you consider this is riding 20-inch wheels. The Mazda CX-9 is an outlier in the three-row crossover class as it focuses more on the driving experience and looks. That isn’t a bad thing as it gives Mazda a unique selling point. But a small space for passengers and cargo is the CX-9’s major downfall.  Disclaimer: Mazda Provided the CX-9, Insurance, and One Tank of Gas
      Year: 2019
      Make: Mazda
      Model: CX-9
      Trim: Grand Touring AWD
      Engine: Turbocharged 2.5L Skyactiv-G Inline-Four
      Driveline: Six-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 227 or 250 @ 5,000 (Depending on the fuel)
      Torque @ RPM: 310 @ 2,000
      Fuel Economy: City/Highway/Combined - 20/26/23
      Curb Weight: 4,383 lbs
      Location of Manufacture: Hiroshima, Japan
      Base Price: $42,640
      As Tested Price: $45,060 (Includes $995.00 Destination Charge)
      Options:
      Illuminated Door Sill Trim Plates - $575.00
      Front & Rear Bumper Trim - $550.00
      Snowflake White Pearl - $200.00
      Cargo Mat - $100.00

      View full article
  • Posts

    • I bet Acura loses money on the NSX because they sell so few of them.  Or maybe after so many years of it on market it will break even as they recoup R&D and tooling costs.   With Corvette it seems only the low priced ones will lose money, but I suspect when all the special trim ones come out that cost over $100k they will clean up on those and make a nice profit on them.   Much like the $35,000 Tesla Model 3, they probably lose money on that but make money on the $65,000 performance model.
    • I more inclined to take this approach. @smk4565 mentioned loss leaders. Those are traditionally the entry level cars.   The Corvette is NOT by ANY means an entry level loss leader type of car. More often than not, companies lose money on specialty cars like Lexus and its LFA. But that was more of a mismanaged project. Too many engineering changes. And when companies lose money on specialty projects its often because their business model was flawed from the get-go... Corvette has been well thought of for the last 20 years, since the C5 on how to make money on it. A STRONG business case was made to keep it after the C5 AND after the bankruptcy and a strong business plan to make money on its low volume was surely and undoubtedly been implemented.   
    • Cadillac doesn't have a convertible or sports car, doesn't have an performance SUV, doesn't have any thing over $100k, and they moved CT4 and CT5 down market of where ATS and CTS were because ATS and CTS couldn't get German car pricing and I think Cadillac made the correct move there.  But Cadillac isn't top tier until they have top tier product, where is the $200,000 Cadillac? "Small volume" is an excuse for poor sales, I am sure GM would love to sell twice as many Cadillacs as they do today, especially if the profit margins are better on Cadillacs than they are on a Chevy or Buick.  
    • Again, your wrong on Cadillac. I consider it a top status brand and much better than the plastic crap the brand you think is best MB. Plenty of People do not think much of the Lease 99% of the time German brands.I find so much dumped CPO that is at low prices that they ship them out of state because there is so much. I question just how much profit your love fest of MB really has when you see the amount of CHURN that brand has. Small volume high profit can provide much in changing a brand to the next future way of doing business. Mary clearly is seeing a different world view than you see.
    • VW has 2 EV’s on sale now and many coming.  But I haven’t crapped on GM’s EV efforts.   I said Cadillac doesn’t have the image of other luxury brands so they can’t sell on status.  I said Cadillac needs really good EV product.  I think real names is a good idea but the vehicles have to be really good and arrive soon before the market is flooded.
  • Social Stream

  • 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...