No, but I have driven the LS500h which is the same powertrain. Not compelling at all and nowhere near as compelling as your V8, or even the ICE TTV6 in the LS500. The CVT “pretend” 10 speed alone is a killer, then the loss of the V8 sound and feel, then the fact that the hybrid transitions aren’t very smooth or refined. Theres a reason they are rare.

 

The current gen of the LX is outperforming the sales of the 200 series in the US. You're observing more because the LX570 has been around forever so every one that will ever be sold is already on the street. We're only a couple years into the LX600.

Average annual US sales of the LX570 during its production run were 4679. Average of the LX600 so far is 5673.

 

That things transmission is insanity to me, a CVT stacked on a 4 speed? Why?

 

Nice live action vibe check!

Now the REAL question is where are the pics of his cars? Are they real? Is he troll maxxing? LETS FIND OUT! Hahahahaha!

 

Absolutely love watching a bull*******er getting called out.

 

You posted those comments in March of this year. We can all see the date in the posts. So you bought the LX600 in 2023 and now in 2024 you have a post about trading it for a Bronco.

 

So you want us to believe that you bought a Ford Bronco, sold it last year and then brought every single Lexus you currently own "since August 2023" and then just a few months later in March you open up a provocative thread (which everyone rightfully called you out for in said thread) saying that you'll trade in all the Lexus you bought to buy the Bronco and other Fords again which you now claim you hated.

Even if your timeline and story made sense (it doesn't lol) you were still complaining about "Lexus corporate attitude" in your post from earlier this year, now suddenly you do a 180 and say "Lexus corporate was great." Not a single detail is consistent lol

 

eCVTs (input-split power split devices in particular) balance between acceleration and top speed. You can't achieve full engine revs in a GS or LS(600h) until you're at highway speeds and there are significant acceleration and top speed differences between a US/JDM-spec (3.769 FD) and rest of the world-spec gs450h's (3.266 FD) of the 3rd gen (5.8 vs 6.4 0-100kph w/o rollout, 230 vs 270-ish kph vmax). Same for the LS600h, but nobody's explored the actual differences. TL : DR - MG1 is the "eCVT" bit, MG2 is coupled to the output shaft, at low speeds MG1's max RPM limits engine RPM and MG2's powerband at low revs limits engine power output regardless of what it's capable of, at high speeds MG2 reaches the RPM limit. They "solved", or rather improved somewhat the MG2 stuff with the gs450h/ls600h transmission (via a 2-speed auto just for MG2) and added the 4spd auto to the 5th gen LS / Crown s220 - along with 10 simulated "shifts" + copious amounts of fake engine noise, for whatever reason - but the performance improvements over the ls600h from a dig are clear, despite the significantly downgraded engine. Anyways, another way to reasonably get past such an eCVT's powerband flexibility issues is to do a compound split eCVT, which has only been done on... the activehybrid x6, the ml450 hybrid, the first escalade hybrid and that's about it in terms of cars as far as I'm aware - look up acceleration clips to get a feel of how they perform. Regardless, no gear shifts whatsoever should be necessary during normal driving, not really sure why they went with the "it's 10spd" BS.