First Drive Review
The Lexus GX460 is a gilded version of the Toyota 4Runner, a mall-cruising shopping-utility vehicle with the chops for off-road adventure. Both trucks have been significantly redesigned for 2010 and continue to share the same body-on-frame construction and solid rear axle. But whereas the 4Runner more or less embraces its off-road pretensions, the GX hides its ruggedness under a veneer of civility and opulence.
We praised the GX’s combination of versatility and refinement when it launched in 2003, yet by 2007, it could manage only fifth place in an eight-vehicle comparo of $50,000 luxury SUVs. Blame tight second-row seating, uncontrolled body motions, and an underpowered V-8. Times have changed since even then, with truck-based SUVs nowadays serving mostly as oversized workhorses or niche-filling extravagances rather than luxury rides. And so it makes sense that in today’s challenging automotive market, Lexus expects to sell only 14,000 of the redesigned GX next year, less than half of what the old model managed when new. On paper, then, the GX460 is a bit of a dinosaur. But how well has it evolved?
Much the Same, Just More of It
Replacing the 263-hp, 4.7-liter V-8 and five-speed automatic transmission in the previous 2003–09 GX470 is a 4.6-liter V-8—hence the new GX460 moniker—mated to a six-speed automatic. Although the new engine pumps out 38 additional hp and 6 more lb-ft of torque than the outgoing mill, 301 hp and 329 lb-ft are still on the low end of the segment. Indeed, that output merely matches that of some V-6s. Acceleration is adequate, but with 5300 pounds to lug around—500 or so more than before—and a gearbox that’s hesitant to downshift except under full throttle, the GX460 feels like it could use Toyota’s larger 5.7-liter V-8. Lexus says the new truck is a couple of tenths quicker to 60 mph (at a claimed 7.8 seconds) than the GX470. However, the old model managed a 7.2-second run in our hands, and we expect the GX460 to do about the same. Towing capacity remains a significant 6500 pounds, and fuel economy improves slightly to a still-thirsty 15 mpg in the city and 20 mpg on the highway.
Given its underlying structure, the GX’s ride is more trucky and firm than that of most car-based crossovers. But body control is better by the fitment of the “Kinetic Dynamic Suspension System,” which actively adjusts the stiffness of the anti-roll bars for more stable cornering and better wheel articulation off-road. The boxed ladder frame—shared with the FJ Cruiser, too—offers a stout foundation, with base models sporting coil springs front and rear. Stepping up to the Premium model, however, adds auto-leveling air springs at the back, as well as adjustable dampers with comfort, normal, and sport settings. We didn’t get much time to sample dynamic behavior during our drive outside San Diego, but the GX felt competent enough cruising down twisty back roads—considering the standard 18-inch wheels and high-profile tires—and the various suspension settings made a noticeable difference in ride quality.
Our drive routes also didn’t offer much insight into the vehicle’s off-road capability, other than showing it can ascend a lightly rutted hillside, which is probably the extent to which most owners would subject their GXs to any sort of off-road punishment. Still, the new truck should pick up where the GX470 left off when things get rough. Full-time four-wheel drive with a selectable low range is standard, and a Torsen center differential can vary the torque front to rear or be locked completely for maximum traction. The GX460 doesn’t feature the 4Runner’s terrain-selectable technology that adjusts the powertrain to varying surfaces, but it does have standard electronic stability control, hill-hold assist, and hill-descent control. An available “Crawl Control” system can replace the latter and lets the vehicle creep over obstacles at driver-adjustable speeds below 3.7 mph. The system on our preproduction model, however, was anything but smooth, jerking noticeably as we crept back down the hillside while the transfer case hesitated and ground violently when we engaged low range. We hope Lexus sorts this out before we drive one into a mud hole closer to Car and Driver HQ.
Nice Inside, but Still Tight
Wrapped by new L-Finesse–inspired styling—it looks chunky and robust, if a little bland—the GX’s overall width is up 0.2 inch, and the truck is now one inch longer and about 2.5 inches lower than before. Third-row seating is now standard, and forward-most occupants have plenty of room and surprisingly thick-bolstered chairs, but overall interior volume drops from the GX470’s 154 cubic feet (147 with the optional third row) to 130. Headroom increases slightly overall, but legroom is less in all regards, particularly in the rearmost seats, which are nearly pressed against the rear glass and are best left to the munchkins of the family; the kids are probably the only ones who can climb back there without hurting themselves, anyway. And you’ll want the optional crossbars for the roof rack if you plan to take a large group camping because there are only four cubic feet of cargo space behind the third row.
The third row now can fold flat electrically, and the second row can slide fore-and-aft as well as recline. The rear glass can be opened separately from the side-hinged hatch, which is good because swinging out the big rear door in tight confines or with a trailer in tow likely will result in a trip to the body shop.
The GX460 doesn’t disappoint in features and amenities. Sure, there’s some button overload up front, with numerous controls on the steering wheel and a peppering of suspension and four-wheel-drive switches on the center console, but the GX is well appointed. There are 10 airbags plus driver aids such as lane-departure warning, a driver-attention monitor, adaptive cruise control, intelligent high-beams, active front lighting, precollision braking, and multifunction cameras. The optional navigation system includes an eight-inch touch screen—a 4.5-inch monitor is standard—and the available Mark Levinson sound system is a thing of auditory beauty. As with any Lexus, the cabin is a hush-hush environment ,and fit and finish is first-rate, save for the faux metal trim on the dash, which is sculpted to look as if it were milled from a billet slab yet appears a bit chintzy.
Preaching to the Choir
Sales begin in December, and with prices starting at $52,845 for the base model and $57,640 for the Premium trim—which includes the adaptive suspension plus active xenon headlights, semi-aniline leather, and additional wood trim—the GX460 is an attractive package. However, add in all the gadgets, navigation, and a rear-seat entertainment system, and the price balloons close to $70,000. Those wanting true all-around versatility and luxurious three-row accommodations for that amount will probably find a better fit in the larger and more powerful Toyota Land Cruiser, and the Land Rover LR4 carries more cachet with old-luxury fans and off-road purists. It might have evolved, but the updates don’t seem to make the GX any less of a dying breed.
