Lavrishevo

iTrader: (1)

Came across this article. It's pretty good.

http://www.motortrend.com/roadtests/...0/viewall.html



* Audi A8 * Jaguar XJ8L * Infiniti Q45t* Lexus LS 400 * Cadillac STSBack in the '50s, you knew a luxury car when you saw one. It was easy, because there were only a few to pick from: Cadillac, Lincoln, or perhaps a Chrysler Imperial. Pretty much the same was true during the '60s, except for the occasional Jag or Rolls-Royce. But over the next two decades, Mercedes-Benz and BMW rose to the top of the luxury-car mountain. Traditional American makes, and even lusty Jaguar struggled. Then, in 1990, Lexus and Infiniti appeared and put the luxury market squarely on its ear. What do you mean, Japanese luxury cars that have big V-8 engines and cost 40 Grand? Today, you can order nearly every luxury sedan trapping (leather seats, megawatt stereos, and power everything) on just about any pickup truck. Talk about blurring the line! To give you the lowdown on the luxury sedan evolution, we rounded up five luxo contestants for this test. But instead of the common which-one's-the-best format, we approached this task categorically. We asked each manufacturer for standard, non-sport option machines, but the realities of press fleets and schedules being what they are, two of the players came in sportified form: the Cadillac was an STS instead of an SLS, and this Q45 was trimmed out with Infiniti's "t" touring group option. Why no BMW or Mercedes-Benz? Yes, they're among the leaders of the luxury pack, but we've liberally covered both companies' offerings in recent issues. Join us in this search of luxury car truth with the top guns from Audi, Cadillac, Infiniti, Jaguar, and Lexus. Home, James.

A Little Something ExtraYou can't just buy a luxury car these days. Manufacturers are working double-overtime to make sure your purchase (or lease) ordeal becomes an "ownership experience." That means more than just selling you the hardware. We're talking gifts and goodies, free loaner cars, phone calls from the company to make sure you're a happy camper, less stressful dealer relationships-in some cases, even a mobile service unit that will come to your house to change the oil in your high-dollar ride. All this represents a heightened awareness by carmakers that, if they're going to secure your loyalty-and your money-they're going to have to treat you right. Maybe even righter than right.

When the Infiniti and Lexus brands were launched a decade ago, Nissan and Toyota set out to upgrade the dealership philosophy. Sales people became "consultants" or "associates." Most went through sensitivity-style training and were told to focus on developing relationships, not just making a quick sale. Dealerships sprouted comfy leather lounge chairs and espresso machines. Service departments looked nothing like the intimidating grease pits often found at many older domestic outlets. And Lexus and Infiniti began topping all sorts of statistical contests, such as the J.D. Power and Customer Satisfaction Study rankings. The good news is that these aggressive, Japanese, second-channel luxury brands raised the expectations for everyone in the business. And it's you, the luxury car customer, who benefits.

Free 24-hour emergency roadside assistance has essentially become standard equipment in this league; all five of our players offer it. Cadillac offers roadside help for the life of the vehicle (and for all Cadillacs ever made, regardless of age!). Lexus, Infiniti, and Jaguar do so for four years, Audi for three. Cadillac takes this concept a step further with its optional OnStar system. OnStar employs an integrated Global Positioning Satellite (GPS) receiver and a hands-free, voice-activated cellular phone to put you in touch with a live body who can help you find a restaurant, gas station, hospital-whatever. In the event of airbag deployment, emergency help is summoned automatically. Lock your keys in your car? Call OnStar, and they'll unlock it electronically. The eye-in-the-sky will also track the whereabouts of your car in the event it's stolen. Infiniti offers a similar option, called Communicator. But remember, these types of devices only work if you're within cellular range.

Every new car has a warranty, but this is another area where luxmakers are battling for your attention. A four-year/50-60,000-mile limited warranty seems standard fare for this class, but there are differences. For example, the Audi Advantage warranty also includes three years and 50,000 miles worth of scheduled maintenance, at no charge. Lexus and Cadillac's warranties are of the bumper-to-bumper variety, unlimited with no deductible. All five offer some sort of free loaner car or temporary transportation program.

Dealers play a huge role in completing the "experience," and it's here the individual franchise owners and managers have the opportunity to win your heart-or blow the deal. It used to be that you dropped your car off for service, then hitched a ride to work. Not in this league: Besides loaner cars, many service departments have shuttle services that will give you a lift. Can't make it in? The most aggressive dealers now have flatbed trucks, and their service includes free pickup and delivery. Metro Lexus in Ohio has a storage facility, and will warehouse its customers' winter (or summer) wheels and tires when not in use. Why not work on your golf swing at El Monte, California's Longo Lexus' Country Club practice area while your LS 400 is under the knife?

Add in the complementary owner magazines and newsletters, dealer parties, free concert tickets, special promotions, toll-free customer service, and all the latte you can drink: these are just some of the car manufacturers' efforts aimed at making you feel more pampered in an ever more competitive slice of the car market.
-Matt Stone

Style...Is It In The Eye Of The Beholder?
Go ahead and give lip service to performance, value, quiet, and whatever else you like, but a very large component of the goodness of these cars is rooted in their emotional impact. Obviously, if you're going to invest 50 to 70 Grand in a car, every penny of that formidable dowry had better be paying big enjoyment dividends. These cars do. When our drivers paused at the roadside with Frappuccinos in hand during our comparison evaluation drive, conversation turned inexorably to the issues of value, performance, image, and, of course, styling. Though not always in that order.

Asked to pick a personal styling favorite, our gang tended to favor the cleanly handsome lines of the Audi, followed by the elegant Jaguar. Past that point, the consensus crumbled, but there were a few recurring themes. To some eyes, the Seville looks heavier and less graceful than its predecessor. The Lexus and Infiniti break no daring stylistic ground, though both look clean and tasteful. Most of our drivers favor the big greenhouse look of the Lexus over the Infiniti's more compact roofline. In all, though, there's not a loser in the bunch.

Teutonically understated, Audi's flagship eschews glitz and brightwork in favor of more businesslike character. Offering good room and comfort in all seating positions, the A8 claims best overall ventilation system honors, routing air both fore and aft through no fewer than 19 outlets! Although the priciest player of the bunch, it's the only one without steering wheel-mounted redundant controls for the audio system. But when fitted with the cold-weather package, it alone sends heat to the rim of its leather-swathed steering wheel, as well to the seats themselves. The senior Audi also is the sole player to feature rear-passenger side airbags; and its huge 17.6-cubic-foot trunk bests the Cadillac's runner-up cargo bay by nearly 2 cubic feet.

Speaking of the STS, this top-echelon American offering overlays the basic look and feel of its high-quality interior with several GM design cues that tend to mitigate at least some of its international affectations. While all five vehicles provide abundant room for four adults (and none really excels at three-across rear seating), the Cadillac boasts the largest total interior volume, edging out the Lexus by 2.2 cubic feet. The STS' front buckets stood out as most firm-albeit hardly most supportive-of the lot. And our drivers viewed the extra-cost adaptive seating feature (it automatically re-adjusts small air bladders in the cushion to help reduce fatigue on long trips) as more of a gimmick than a must-have item. Despite those caveats, the overall character and design of the STS' passenger compartment merits above average marks-even in this elite field.

Solidly built, nicely finished, and exceptionally people friendly, the Infiniti Q45's interior nonetheless drew fire for lacking certain creature features that are simply de rigueur in the category today. Praised for its well-formed, torso-coddling seats, and-finally for '99-a retained power feature that allows operation of the radio, etc. after shutting off the ignition, our Touring-model Q-ship was rightly thumped for the flagrant absence of dual-zone climate control and the flagrant presence of the aforementioned faux wood accent trim.

Style compromises functionality to a certain extent in the British representative of this august contingent. Unlike the relatively cramped XJ8, the long-wheelbase "L" variant tops our charts in rear legroom. However, its sleek roofline does impinge a bit on useable head room. Despite steady ergonomic improvements, several questionably placed switches, no dual-zone climate controls, and the by-consensus least-legible instrumentation/system displays prevent this big cat from claiming best-of-breed honors. Even so, there's not nearly enough wrong to keep it from nailing primo-cruiser status, thanks in no small part to its superb use of top-quality Connolly leather and hand-laminated rich burled walnut.

Some die-hard Sybarites may whine that the LS 400's interior is too sterile, but for a whole lot of folks willing and able to shell out 50 large and change, the Lexus' elegantly low-key passenger compartment represents the pinnacle of pure class-and for good reason. With windows up and its potent V-8 ticking over at just under 2000 rpm at 60 mph, a near vault-like silence pervades this roomy, well-executed, and wildly welcoming domain. Even at triple-digit speeds, the sense of serene safety is all-encompassing. One final kudo: The LS 400's signature electroluminescent gauges outpoint even the Cadillac's highly legible instrumentation when it comes to pure flash. However, we rated its optional multifunction computer/Navigation system a technical draw with Caddy's trick OnStar package, an option not fitted to our test car.
-Bob Nagy

Is Performance The Ultimate Luxury?
Debating the extreme performance and handling capabilities of these ultra-luxury vehicles is like arguing about the aerobatic capabilities of corporate jets: Does it matter that the Hawker 800 performs crisper wingovers than does the Gulfstream V? For many who make purchase decisions about multi-million-dollar airplanes and $70,000 vehicles, the answer is, "Damn right, it does!" These people want whatever they buy to be the best at whatever it does. Now, imagine our test track and handling loop as an airshow of these landbound corporate luxo jets.

Despite having the smallest engine, a 4.0-liter DOHC V-8 that Lexus rates as being down 10 horsepower from the main opposition, the 290-horse LS 400 scored a resounding victory on the dragstrip, highlighted by a lightning-quick 6.3-second 0-60-mph sprint. Only 0.1 second of the Lexus' edge lay in the start-line traction provided by its sticky Bridgestone Turanza GR33s, the rest was in 30-60-mph muscle.

The Audi used the start-line advantage of its AWD to edge the Jaguar in 0-60-mph time, 6.6 to 6.7 seconds. The Cadillac's front drive held it to the slowest time of the 300-horse cars at 6.8 seconds. With just 266 ponies, the Q45's lower horsepower (and torque) limited it to a 7.7-second 0-60-mph run.

All five boast high-tech control-retaining devices. The Infiniti and Jaguar are fitted with computerized traction-control systems, while the Cadillac and Lexus take it one step further with microprocessor-controlled stability systems. The Audi relies on all-wheel-drive aided by a Torsen limited-slip center differential. Traction and stability control systems are like giving a skilled right-seat passenger a brake pedal and a throttle override. These have a notable advantage over AWD: They work when you're not on the gas.

The Cadillac's combination of stability control and continuously adjusting shock absorbers helped it record the fastest average speed through our slalom test by a large 1.5 mph. The Audi's AWD helped it to a second place in the slalom, largely because the last few gates are run at wide-open throttle where AWD shines. In off-throttle or drop-throttle cornering situations, the Audi was more than a bit tail-happy. The Lexus was just 0.2 mph behind the Audi, while the slower-to-respond Jaguar and oversteery Q45 trailed the pack.

On the skidpad, the Lexus' Bridgestones gave it a 0.01g edge in lateral grip (0.81 to 0.80 g) over the Pirelli-shod Jaguar and the Cadillac fitted with Goodyear Eagle LS tires. The Audi, on a greasy OEM-spec version of the Eagle LS, slid and squealed to a 0.77 g, while the Infiniti trailed with a 0.76 g best. In our braking tests, the LS 400's spectacular 116-foot 60-0-mph performance was a full 12 feet shorter than the others, which were tightly grouped between 128 (Cadillac and Jaguar) and 133 feet (Q45).

For our ride evaluation, we ran back-to-back loops down a poorly maintained back-country road after almost 100 miles of rapid touring down curvy rural two-lanes. The Jaguar exhibited a surprising amount of rough-road chassis and steering shake. The cat's suspension banged the bumpstops in potholes that were barely noticed by the Lexus, while it bounded disconcertingly in backroad corners. A mid-pack handler on the test track, the Jag trailed the field in rough-road ride. Both mid-corner bumps and our rough-road potholes were too much for the STS' suspension. Also, we didn't care for the fabricated feel of the Cadillac's Magnasteer system. The Infiniti offered a surprisingly good ride for a sport-oriented model. Its firmer steering feel transmitted more road sensation, as you'd expect with such tuning. In sub-limit situations, its suspension was firm but compliant, giving it a mid-pack finish.

Taut steering and balanced handling contributed to the Audi's sporty feeling. Its suspension was a bit floaty around static ride height, but was more secure in mid corner. Its low-grip tires transmitted a lot of harshness and squealed like a "Starksy and Hutch" soundtrack, even in gentle corners (more aggressive tires would work wonders). The Lexus offered a ride that was smooth and isolated, without being floaty. It swallowed the bumps and potholes notably better than the others did. On the back road, it exhibited more body roll on corner entry, yet was stable and secure in long sweepers. This combination led the pack in most editors' estimation.

If performance, ride, and handling were combined as one Olympic-style automotive decathlon, the gold medal would go to the Lexus LS 400.
-Mac DeMere

Engineering A Better Mousetrap
Let's get this straight right up front. Each of these cars is an engineering masterpiece in its own right-the top vehicle in each manufacturers' lineup. What this means for the buyer is that, if you choose either the Audi A8, Cadillac Seville STS, Infiniti Q45t, Jaguar XJ8L, or Lexus LS 400, you'll be getting the technically most sophisticated vehicle offered by the respective nameplate. Each is an excellent vehicle with enough computer-designed features built in to challenge the space shuttle for tricks per square inch.

A quick look at each shows that they share some common attributes. Each is powered by a DOHC, 32-valve V-8 based around an aluminum block and cylinder heads. All five use an electronically controlled transmission and are equipped with traction control, vehicle-speed-sensitive steering, and four-wheel, anti-lock disc brakes. The interior of each is outfitted with a minimum of dual front and side airbags for the front-seat passengers.

However, each has technical highlights that differ from the others. The Audi A8 offers several things the other cars don't, including, most importantly, all-wheel drive and aluminum frame and body construction. Quattro (as the firm calls its all-wheel-drive system) is in its fourth generation. The setup uses Audi's Electronic Differential Locking system that detects and limits wheelspin at all four tires and redistributes the drive torque from side to side to maximize traction. Compared to the technology of some traction-control systems that apply brakes and reduce engine power to allow the tires to regain traction, Audi's system reads to the road and puts the power where it's needed. The 4.2-liter V-8-equipped A8 comes standard with Quattro.

Audi's unique space frame uses Alcoa aircraft aluminum for the chassis and body panels. The result is a cell-type structure that Audi says is 40 percent lighter than competitive steel body assemblies yet still delivers exceptionally good crash test results.

Each vehicle is equipped with traction control; however, the STS and LS 400 are fitted with what has become known in the industry as an active handling system. Cadillac's StabiliTrak (standard on all Sevilles) and Lexus' Vehicle Skid Control systems employ sensors that measure yaw rate, steering angle, lateral acceleration, and wheel speed to judge where a car is headed versus where you're steering it. If the car begins a lateral skid, due to either an understeer or oversteer situation, the system will automatically apply individual brakes and reduce engine power to ensure a correct path of travel. For better or worse, the Seville is also the only front-driver in the group.

The Seville seats (which met with a love 'em or hate 'em attitude from the drivers in this test) are also Cadillac technology highlights. Both front seats are equipped with massaging, adaptive, and heating systems. The massage option uses a roller that continuously moves up and down the seatback, massaging the body to improve blood flow, relieve tension, and reduce fatigue, so claims Cadillac. The adaptive setup automatically recognizes occupant position and, within 60 seconds, adjusts the support to fit each individual using 10 air cells in the seat cushion and back.

Real-time electronic shock absorbers are used on the Infiniti, Lexus, and Cadillac. This technology got its start in racing and now is found on some road cars. The Infiniti system, for example, employs steering angle, vehicle speed, and vertical g sensors to electronically monitor and adjust each shock absorber. It helps eliminate excessive body roll and improves tire-to-road contact for greater stability and enhanced handling. A driver can pick between Sport, for performance driving, and Auto, for a more comfortable ride.

One technological wonder on all the cars is a seatbelt pretensioning system. Although operational specifics vary by manufacturer, the net effect is the same. In the event of a severe frontal impact, the belts are instantly retracted up to 6 inches, which increases the effectiveness of the airbag and belt itself, helping to prevent passenger injury.

Back to the engines: Of all the V-8s, one of the smoothest power deliveries comes from the Lexus. The 290-horsepower DOHC beauty in the LS 400 owes much of its smooth and wide powerband to the Lexus VVT-i-Variable Valve Timing, intelligent system. VVT--i employs continuously variable intake valve timing to provide greater engine performance, better fuel economy, and reduced pollution over a wide engine rpm range. The result is smooth, consistent power delivery for a 0-60-mph time of 6.3 seconds, the quickest of the five.

These luxury machines taught us two things about automotive technology: First, we're constantly amazed at the word-jumble acronyms manufacturers come up with for their latest technological creations. Only the U.S. government is better at it. Second, even though these cars look fairly sedate and may never see the high side of 80 mph, they're filled to their gunwales with high-tech goodies capable of providing musclecar velocities, while keeping the driver safe, cozy, and almost oblivious of his speed while doing so.-Chuck Schifsky

Elements Of Luxury
Second Opinions
You can deride the Lexus LS 400 because it's too common, lacks history, and its high-tech efficiency is devoid of passion-and your point would be, what? I'm perpetually pleased with the way the LS performs, and I adore the way all its bits and pieces fit and work. Though it's hardly as flamboyant as the admittedly prettier Jaguar, I actually prefer the LS 400's relatively low-profile look. I like to travel incognito, the better to evade my many adoring fans.
-Jeff Karr

"Boys, I'd take whichever one y'all consider the worst and be damned happy to have it," I said, to break up an overlong debate over the merits of these spectacular machines. Each exceeds any rational need, and virtually all their owners express total devotion. But if forced to choose, I'd pick the LS 400. Its acceleration rivals bad-boy performance cars. It has darned good handling (it won more test track categories than any other). And it delivers the best ride of the bunch.
-Mac DeMere

Lexus and Infiniti have accomplished a lot in 10 years. Taking on the best from German, British, and American luxury carmakers was a gutsy move. And these aggressive Japanese nameplates have pushed the others to be more competitive in terms of product, price, and service. But besides these factors, luxury includes style, personality, elegance, and that certain something that makes a particular machine special above the more common fare. "Grace, Pace, Space" was an advertising slogan coined back in the days when Sir William Lyons, Jaguar's founder, ruled the company with an iron hand and a singular vision for what a luxury/performance car should be. I can still sense his influence in today's XJ8, and its balance of fine materials, supple performance, supreme style, and-finally-build quality. A bit more edge, in the form of a Sport or Touring type option, would be welcome (a less costly, naturally aspirated version of the incredibly swift XJR, perhaps?), but otherwise, the Jag still says "luxury sedan" better than any other in this quintet.
-Matt Stone

After wasting far too much time and effort attempting to reach a decision based on pure logic, I decided to just start thinking like a typical real-world luxo sedan buyer. About two seconds into that routine, the Jag emerged as my clear favorite. When it comes to combining style, class, and overall distinctiveness with the requisite levels of performance and comfort, there's just nothing else comparable in the mix.
-Bob Nagy

If I had an empty garage and a bunch of loot to spend, there's no doubt any of these five cars could happily reside there. However, if I'd just won an $80K lottery, then I'd go with the Audi A8. Our A8 cost $73,600 as tested, the priciest of all five. For me, the flagship Audi has the best interior, and I like the way you feel connected to the road while driving it. But if I were actually making the payment out of my hard-earned paycheck, I'd find a Cadillac dealer and buy the 300-horsepower Seville STS. It's still a little too cushy for me, but at $53,837, as tested, a great American luxury car.
-Chuck Schifsky

Audi A8 Quattro Cadillac Seville STS Infiniti Q45T Jaguar XJ8L Lexus LS 400
Location of final assembly Neckarsulm, Germany Detroit, Mich. Oppama, Japan Coventry, England Tahara, Japan
Body style 4-door, 5-pass. 4-door, 5-pass. 4-door, 5-pass. 4-door, 5-pass. 4-door, 5-pass.
EPA size class Midsize Midsize Midsize Midsize Midsize
Drivetrain layout Front engine, all-wheel drive Front engine, front drive Front engine, rear drive Front engine, rear drive Front engine, rear drive
Airbag Dual front, front/rear side Dual front, front side Dual front, front side Dual front, front side Dual front, front side

POWERTRAIN
Engine type 90 V-8, aluminum 90 V-8, aluminum 90 V-8, aluminum 90 V-8, aluminum 90 V-8, aluminum
Material block/heads block and heads block and heads block and heads block and heads block and heads
Bore x stroke, in./mm 3.32x3.66/84.5x93.0 3.66x3.31/93.0x84.0 3.66x2.89/93.0x73.3 3.39x3.39 / 86.0x86.0 3.44x3.25/87.5x82.5
Displacement, ci/cc 254.6/4172 278.6/4565 252.0/4130 243.9/3996 242.2/3969
Compression ratio 10.8:1 10.3:1 10.5:1 10.8:1 10.5:1
Valve gear DOHC, 4 valves/cyl. DOHC, 4 valves/cyl. DOHC, 4 valves/cyl. DOHC, 4 valves/cyl. DOHC, 4 valves/cyl.
Fuel/induction system Seq. EFI Seq. EFI Seq. EFI Seq. EFI Seq. EFI
Horsepower, hp @ rpm, SAE net 300 @ 6000 300 @ 6000 266 @ 6600 290 @ 6100 290 @ 6000
Torque, lb-ft @ rpm, SAE net 295 @ 3300 295 @ 4400 278 @ 4000 290 @ 4250 300 @ 4000
Horsepower/liter 71.9 65.7 64.4 72.6 73.1
Redline, rpm 6200 6500 6900 6800 6200
Transmission type 5-speed automatic 4-speed automatic 4-speed automatic 5-speed automatic 5-speed automatic
Axle ratio 2.73:1 3.71:1 3.69:1 3.06:1 3.27:1
Final-drive ratio 2.19:1 2.52:1 2.56:1 2.49:1 2.46:1
Recommended fuel Premium unleaded Premium unleaded Premium unleaded Premium unleaded Premium unleaded

DIMENSIONS
Wheelbase, in./mm 113.0/2882 112.2/2850 111.4/2830 117.9/2995 112.2/2850
Track, f/r, in./mm 62.6/62.2/1591/1580 62.7/62.4/1593/1586 60.6/60.6/1539/1539 59.1/59.0/1500/1498 62.0/62.0/1575/1575
Length, in./mm 198.2/5034 201.0/5105 199.6/5070 202.7/5149 196.7/4996
Width, in./mm 74.0/1880 75.0/1904 71.7/1806 70.8/1798 72.0/1829
Height, in./mm 56.7/1440 55.4/1406 56.9/1445 53.2/1351 56.5/1435
Base curb weight, lb 3902 4001 4043 4044 3890
Weight distribution, f/r, % 60/40 62/38 56/44 54/46 54/46
Cargo capacity, cu ft. 18.0 15.7 12.6 12.7 13.9
Fuel capacity, gal. 23.7 18.5 21.1 21.4 22.5
Weight/power ratio, lb/hp 13.0:1 13.3:1 15.2:1 13.9:1 13.4:1

CHASSIS
Suspension, f/r Multi-link, coil springs,
anti-roll bar/Multi-link,
coil springs MacPherson struts,
coil springs, anti-roll
bar/multilink,
coil springs,
anti-roll bar MacPherson struts,
coil springs, anti-roll
bar/multilink,
coil springs,
anti-roll bar Upper and lower
control arms,
coil springs,
anti-roll bar
(front and rear) Upper and lower
control arms,
coil springs,
anti-roll bar
(front and rear)
Steering type Rack and pinion
variable power assist Rack and pinion
variable power assist Rack and pinion
power assist Rack and pinion
power assist Rack and pinion
power assist
Ratio 15.6:1 14.8:1 18.5:1 15.9:1 18.7:1
Turns, lock to lock 2.7 2.4 3.2 2.8 3.5
Turning circle, ft 40.2 40.5 36.1 40.7 34.8
Brakes, f/r Vented disc/
disc, ABS Vented disc/
disc, ABS Vented disc/
vented disc, ABS Vented disc/
vented disc, ABS Vented disc/
vented disc, ABS
Wheel size, in. 16x7.0 16x7.0 17x7.0 16x7.0 16x7.0
Material Cast aluminum Cast aluminum Cast aluminum Cast aluminum Cast aluminum
Tire size 205/65VR16 235/60ZR16 225/50VR17 225/60ZR16 225/60VR16
Manufacturer and model Goodyear Eagle LS Goodyear Eagle LS Bridgestone Potenza RE97 Pirelli P4000 Bridgestone Turanza RE33

PERFORMANCE
Acceleration, sec, 0-60 mph 6.7 6.8 7.7 6.7 6.3
Standing quarter mile, sec/mph 15.0/95.0 15.1/93.2 15.8/90.1 15.0/94.2 14.8/97.0
Braking, 60-0 mph, ft 127 128 133 128 116
Lateral acceleration, g 0.79 0.80 0.76 0.80 0.81
Speed through 600-ft slalom, mph 62.3 63.8 59.8 61.4 62.1
EPA fuel economy, mpg, city/hwy. 17/25 17/26 17/24 17/24 18/25
Estimated range, miles, city/hwy. 403/593 314/481 359/506 364/514 405/563

PRICE
Base price $64,500 $47,850 $49,900 $60,250 $53,605
Price as tested $70,975 $53,837 $50,425 $62,630 $59,607

Read more: http://www.motortrend.com/roadtests/...#ixzz23lM8rd1L

billydpowe

iTrader: (1)

great article, thanks.

PureDrifter

iTrader: (10)

good stuff, an article I don't remember reading.

akitomk3

iTrader: (2)

Interesting article. This is nice, thanks!

SpencerT

I always thought a q45 would smoke us due to that huge engine.
Glad to see lexus remains the champ.

Lavrishevo

iTrader: (1)

In 2000 the Q45 was only putting out 266 HP in a 4.1 L. Starting in 02 it went up to 340 HP and a 4.5 L Although, I am getting various trap times it seems like the newer engine would beat the LS400. I honestly would hope it would with 50 more HP. Not by much though. 5.8 seconds to 60 MPH is about what the new Q's do. MPG is horrendous on those 4.5's.

Lavrishevo

iTrader: (1)

You know it is kind of funny. Today, I was driving as I normally do at about 60 - 65 MPH on one of our main freeways and a new 2012 Mercedes M350 came up very fast on my rear, pulled over next to me and was itching to race me. As there was no one in front of us I floored her up to about 85 and she easily was pulling on ahead of the new Mercedes the whole time. It was really funny to see the expression on the guys face as the 13 year old Lexus schooled him. The 400's are such a great car. Just need to work on my suspension.

Or how about this...

1968 Fiat 850 Idromatic 0-60 mph 25.4 Quarter mile 23.0