Twenty-five years ago Lexus debuted its first SUV, the LX450, although most people if asked would guess the RX was first instead due to its sales volume. Then, as now, the big LX is the Lexus model most obviously based on an existing (and concurrently sold in the US) Toyota model, the Land Cruiser. Differing mainly in quality of leather and some interior and exterior decor along with some Toyota options being standard on the Lexus there have always been more similarities than differences, however having the vaunted big “L” badge on the front has carried a certain cachet and is often considered well worth the extra cost of admission. After all, Land Cruisers have never been cheap over here, and while not a numerically big seller, the LX has been a consistent seller without much in the way of actual marketing costs.
These last few years in particular the Lexus has actually outsold the Land Cruiser, but of course the raw numbers are a drop in the proverbial bucket of both the maker’s as well as the complete market’s overall sales. It’s not controversial to hold the opinion that it’s offered here because they can afford to do so even if the numbers are small and perhaps they want to reward loyal customers who have grown accustomed to having it available rather than using it to chase another trend or top a sales chart.
In fact the Land Cruiser hasn’t crested 4,000 units sold in the United States since 2005, whereas the Lexus LX has been averaging over 5,000 sales each year since then and prior to that crested five-figure sales totals a few times. Of course the basic vehicle is also sold worldwide and is legendary, both as far as actual physical abilities are concerned as well as longevity and solidity of engineering.
It’s no stretch to claim that this vehicle and its roots are likely the ne plus ultra of all around on/off-road machinery although some others may be more capable in certain situations but likely not when all the important ownership factors are included and can be put to use.
Since that first LX450, based on the FJ80 chassis and powered by a 4.5liter inline-6, the LX has followed with the Land Cruiser’s UZJ100 chassis by offering the renamed LX470 (due to the change to a 4.7liter V8 at that time), and since 2007 the URJ200 chassis, now the LX570 with a 5.7liter V8.
It has received several facelifts inside and out keeping it fresh and consistent with the rest of the Lexus lineup, but most significantly in 2015 when the interior got a major revamp while the exterior only carried over the roof and doors.
Your author at one time owned a 1999-vintage Land Cruiser and after climbing aboard this 2020 model Lexus LX570 finished in Satin Cashmere Metallic paint found that some familiar sensations instantly came flooding back from close to two decades ago.
The current model really hasn’t grown very much since back then, however once up in the driver’s seat, the view is still expansive, the room in the cabin is vast (at least as side to side area goes), and once the door thunks shut with a solidity not often seen anymore in any vehicle, there is a feeling of the vault door having closed and the surrounding world being shut out.
Looking at the seats with their buttery soft leather along with the door panels, center console and dashboard swathed in identical-looking and feeling material as well as what can only be described as a marvelous wooden slab hewn from a small log in order to achieve the curvature and thickness in the panel crossing the dash, one can immediately sense that little expense was spared to elevate this interior from that of its slightly more plebeian relative. Pretty much everything is soft including the glove box door, all the better to isolate yourself from the hard world out there…
The wood is an open-pore walnut and the finish is just about the perfect sheen, not looking like completely raw wood but having no sense of artificial sheen on it either. The steering wheel also boasts the same finish wood although curiously the steering wheel heat only affects the leather wrapped portions, which in the end had the effect of keeping my hands in likely the best position.
Seats that are heated, ventilated, adjust in all manner of direction including incorporating an unfurling thigh bolster start the comfort experience. Memory positions for not two but rather three positions (Owner, Spouse, and perhaps The Help?), an air suspension that raises and lowers as needed or desired depending on conditions both terrain-wise as well as occupant-wise up to being able to achieve an 11.9″ ground clearance, silky smooth controls with a heft and precision that escapes most makers along with extremely refined and almost silent acoustic feedback in items such as the turn signals are just several of the items that are noted very quickly by a driver as they are coddled in this inviting warm-toned environment
Instrumentation is of the traditional gauge variety (none of that digital nonsense here, how uncouth) beyond a small center panel in the middle of the gauges that’s pretty much lifted straight from a Highlander but perfectly functional nonetheless to report and display ancillary information. However amidships on the dashboard is mounted a somewhat recessed 12.3″ screen that is continuously split about 70/30 to display two different menu items with the subjects either larger on the left or smaller on the right in whichever configuration may be desired.
Control of this center screen is primarily by a sometimes irritating joystick (it takes a bit of practice and requires watching the screen) without any centering spring which is by design. It’s effectively a cursor and trackpad without a trackpad, so the small pad stylus moves around and stays where positioned until moved again by hand. The screen also responds to touch although it’s a bit of a reach, and many items are also voice-controlled.
I generally left the larger portion displaying the mapped surroundings and the smaller portion to the right in Audio mode with presets below that can be highlighted with the pad stylus and then selected by either pressing down on the device itself or by side mounted buttons on the wrist-rest without moving my hand, much like a computer mouse. Located where it is on the right of the center console it is just as controllable by the front passenger should that be desired which may be useful. Or one could reach over and touch the screen. Or use the steering wheel controls. Or even voice commands. (Which also goes for most other things that the screens can display/control)
Second row accommodations are just as sumptuous with in this case a fold down armrest console that contains a remote control for the somewhat dated (or is traditional a better descriptor here) DVD-based entertainment system equipped with screens on each front seatback measuring about 12″ diagonally and protected by individual leather (or leather-like) sleeves bearing the Lexus logo for protection. The center armrest also has controls for the rear seat heaters/ventilation as well as two more HVAC zones in addition to the two for the front seat.
This second row is power operated to adjust the legroom and the seatbacks can also be reclined a bit. Leg, head, and shoulder room were all exemplary as they should be in such a large vehicle. When access to the third row is desired, the seats in the second are flipped forward using a lever to start the process and then the seat moves forward electrically opening a large aperture through which access can be gained.
The LX, due to its live rear axle, body on frame design, and desire for greater ground clearance does not allow the third row seats to be folded into the floor, rather (and it’s always been this way) the seats are split in half and folded up against the sides of the cargo area.
In my old LandCruiser folding them down was a strictly manual affair but now it’s a combination of manual and power assist. The seats can theoretically be removed but not without tools and perhaps an assistant. There is in fact a two-row version of the LX available at a reduced price, however it then locks you out of selecting certain options, hence most will likely have the third row included.
We had occasion to mainly use one of the third row sides and there were zero complaints as to comfort, however we didn’t have a non-limber adult back there either. Neither child (a teen and a pre-teen) had any issues and found it to be comfortable for quite a long ride, switching seats there and back. The cushion is obviously low to the floor which would make it less comfortable for taller or larger people.
The LX is also on the shorter side (length-shorter, not height-shorter) due to its off-road capabilities, which definitely affects cargo room especially with this standard third row of seats. That said, it’s still a large vehicle so for the day to day it’s perfectly fine and in fact it was pressed into duty for two airport runs for five people and four sets of carry-on luggage which was a non-issue without any need for creative packaging.
The rear hatch is a split tailgate design and power operated top and bottom, fully for the upper hatch and only power for the lowering aspect as regards the lower tailgate portion. One has to dig deep (kidding, it’s not overly heavy) and lift the smaller lower panel back up manually, however it’s a non-issue and in fact rarely even needs to be lowered as it doesn’t present a significant lip over the cargo floor, at least for smaller items or shopping bags and backpacks.
There is still a decent amount of room behind the third row seatbacks, having the lower portion of the tailgate folded up manually allows packing luggage in tightly before the powered upper comes down.
Starting the LX is of course done via a button, pressing it starts the engine which fires quickly and virtually silently. The 5.7 liter 3UR-FE all-alloy V8 engine has powered this series since 2007 and produces 383hp and 403lb-ft of torque which were very impressive numbers back then and while since topped by others, still cut the mustard just fine today.
There’s a hint of fan noise at times from the engine but the actual operation of it is smooth and extremely refined, generally inaudible in the cabin with only a few extremely slight spots of minor coarseness barely detectible at the wheel. It’s never unrefined, nor harsh, just not completely consistently silky throughout the rev range, however not noticeable unless finely attuned to the engine. No passenger would ever notice. But it is there (barely).
An eight speed automatic transmission gets the power to all four of the full time driven wheels (called out as Full-Time Four Wheel Drive, not AWD, likely due to its lockable center differential and low range) and performs just as expected, i.e. like a good butler without being noticed.
Setting off is done in a stately fashion with the vehicle seeming to gain speed more slowly than initially expected as throttle tip-in is not at all rapid, again to aid in off-roading (not that of course the majority of LX’s will see anything beyond maybe a gravel driveway until they meet perhaps their third owner or the first digit of the odometer has moved at least once and likely twice. The Torsen center differential normally keeps the torque split at 40Front/60Rear.
Pushing the pedal a little deeper into the plush carpet (hidden here by thick rubber mats) reveals a satisfying dollop of power reserves and the realization that rapid acceleration requires the driver to be very direct in asking for it, once on the move, the engine produces plenty of passing power and easily maintains whatever speed is desired.
Driving on the freeways as we did for the majority of its stay with us was hugely relaxing with the LX just rolling along silently and just a rustle of wind around the cabin the main noise; tire, engine, and other road noises almost completely suppressed.
Keeping the LX centered in the lane at higher speed was simple, at lower speed on narrower roads a little more attention was needed, it is a tall and wide vehicle that heels sharply when turns are taken at speeds higher than it prefers as well as even tilting quite a bit at lower speeds, however not feeling unstable.
It prefers to get you there in a stately manner rather than an enthusiastic one which can be respected I suppose and again the slower steering is likely that way due to its root level capabilities. The ride is commendably smooth although bumps are still felt without being harsh, head toss is minimal though which helps a lot.
Anyone that can afford such a vehicle is unlikely to worry excessively about the price of gasoline or the need thereof, however in the interests of a complete report, information should be provided anyway. Over the course of a week, the LX transported us 485 miles which included two trips to the Denver Airport and back (I dropped off and picked up four family members).
Those trips clocked in at 135 miles each and a trip to the Boulder suburbs for a large piece of business at another 110 miles. The balance was purely local driving around town and the general area for the remaining 105 miles which makes the overall mix more freeway oriented than usual.
The first trip to the airport which commenced almost immediately upon receipt of the vehicle ended with a trip average of 18.3 mpg, not bad at all with our 75mph speed limits and minimal traffic. After adding the other two trips and the local mileage the overall average came in at exactly 17mpg although it was a bit worryingly below that for a while until the last freeway trip. In fact it is rated at 12(!)City, 16Highway, with a 14Average which is on the frightening end of the scale, at least the actual was higher.
However the sticker on the fuel filler says it “requires” (not recommends) premium gasoline so that’s a second stab in the wallet. It’s perhaps churlish to complain about the cost of the fuel (if perhaps not about the use of resources) since there is no pretense of this being a cheap machine, i.e. I can’t feel sorry for anyone who whines about it after they manage to pay for the vehicle itself. I’d be more likely to complain that with a 24.6 gallon fuel tank capacity I’d want more range, as needing to fuel up sooner than every 300 miles is likely a reality depending on the driving mix.
Of course the flipside is the legendary reliability and longevity of this vehicle platform. Mileages in excess of 300 and 400,000 miles are not at all outsiders, more limited by time and usage rather than capability.
This is one of the few vehicles that is purposely built to last far longer than most anything else and it shows and feels it when behind the wheel or looking about the vehicle. And resale value remains quite strong for many, many years after purchase.
While ostensibly an older platform with some sort of dated dynamics (on the road, not off), it has though been kept fully up to date technology-wise. Headlights are triple LED, there are paddle shifters (really no need here), 360 degree cameras, Lexus Safety System + which includes all the important and popular safety technology, 20″ wheels as standard, a 9-speaker audio system, USB ports, adaptive variable suspension with active height control, and much more.
There’s also a dynamic suspension knob that lets you toggle between Comfort, Normal, Sport, and even a Sport Plus which seems a bit outside its mission parameters. I tried to rapidly cycle between Comfort and Sport Plus setting and couldn’t discern any quantifiably difference, so who knows if that’s useful, but of course the other adjustments are hugely useful offroad including the terrain settings and suspension height adjustability.
All of the above makes for a starting price of $91,380 which, while a large amount of money, I’m guessing most actual buyers don’t even flinch at if they even look at it. And it’s only around $6,000 more than the base Toyota Land Cruiser.
This LX had a number of options to drive the price up further though, including basic stuff like a wireless phone charger for $75, a refrigerated “cool box” in the center console box that looks like it could hold a twelvy of Hamm’s for the campsite at a bargain price of $175, a set of 21″ split spoke alloys including the spare for $745 which seemed far more appropriate for Rodeo Drive than the Rubicon Trail, and a Head Up Display for $900.
I generally find it curious that smaller items like the $75 wireless charger aren’t just included as standard at this price level, it would surely be annoying to consider the purchase of one as a Certified Pre-Owned version and have something so basic these days not have been included.
Further options included some larger ones such as the Luxury Package for $1,190 to pay for Semi-Aniline Leather-trimmed interior (presumably the dash and door panels) with Contrast Stitching, Heated and Ventilated First and Second Row Outboard Seats, Four-Zone Climate Concierge (love the use of that word here!), and LX Projector Door Lamps (kind of like the Batman insignia broadcast in the skies of Gotham but reversed).
And of course the $2,150 requested for the truly sensational Mark Levinson Audio System containing 19 speakers and 450-watts of Reference Surround Audio System, all the better for hearing the nuances of New Order’s “Temptation” or whatever floats your boat as close to maximum volume as your ear drums can stand.
The dual-screen rear seat DVD Entertainment System is a fiver over $2,000, the matching Heated Open Pore Walnut Steering Wheel is $150, the Roof Rack Cross Bars weigh in at $450, the heavy Floor Liners on all flooring areas cost $393, Alloy Wheel Locks are $80, and the Cargo Net catches another $65.
Delivery and Destination from the factory in Toyota City, Aichi, Japan is $1,295 for a grand total of $101,248.
The LX570 is quite a rolling anachronism, it’s based on one of the ultimate and legendary offroad vehicles without really losing any of the capability of the model it’s based on and yet draped in such luxury inside and out, it’s sometimes a little hard to take it seriously.
But it should be because it is a serious vehicle and Lexus takes it seriously as well, although in a very low-key way. Compared to the few other top-flight on/offroad high-luxury vehicles that it sort of shares market space with (Range Rover, Mercedes G and (maybe) GL; not the Escalade, Navigator, nor likely the Infiniti QX80 I’d argue based on actual capabilities), it’s perhaps actually a bargain, even if it objectively carries a very big price tag as viewed by most people.
It’s great at what it will be used for during the first half of its life and even better at what it’ll likely be used for during the second half of its life, albeit by almost assuredly very different people and is one of the few vehicles that will actually see such a difference in use during its lifespan. All I know is I adore it and that dichotomy makes me love it even more.
A big three-row Thank You to Lexus for providing us this vehicle along with a full tank of fuel for the week, we appreciate it very much!
So, a pretty good car. But not one I could live with because… the design!
Really, really awful from all viewpoints. A big overweight obese ugly car. I cannot believe people do not matter anymore. Where is the style?
I would give up many things in change for a better designed, more beautiful car. One that makes you feel proud to own, see it parked somewhere and know it is yours. In this I would feel embarrassed to be seen getting out of. Or in to. Ugh.
There are a great deal of mixed reviews about the LX. I see it quite the opposite of how you do. I don’t look at it as big and obese, or ugly. I think it looks commanding and elegant. I also like the grille. It’s not the best I’ve seen, but I tend to lean toward the spindle design. What bothers me about the LX is how inefficient it is for 2020. The design, even though it looks very classy to me, does look a bit dated, but it would be hard for me to say it’s ugly or that I’d be embarrassed to drive it. I’d be embarrassed to drive, say….a Rolls Royce Cullinan or a BMW i3, but not the LX.
1 to Dion.
It looks like a bottom feeder to me.
I seem to recall that when the last Jeep Grand Wagoneers were being sold, their buyers had the highest average income of any nameplate then being sold.
This Lexus LX feels like the spiritual descendant of that Grand Wagoneer. Much fancier, of course, but probably also bought by old-money types who value the characteristics of vehicles like this, and don’t have any need to be particularly flashy. The photo with the horse trailer seems particularly apt. The perfect vehicle for m’lady to take her prize horse to be shown.
Quite true. The income of the buyers of these are sky high, up there with some of the exotics. Go to Jackson Hole, Aspen or such, and you’ll find plenty of confirmation of that. They’re everywhere there.
I’m curious, what makes it so much better than the Infiniti QX80? I believe that the Land Cruiser and Patrol/Armada are thought to be fierce competitors in other countries, so I would have expected that their lux versions would also be at least similar, if not exactly equal?
I agree I think it does compete with the QX, but I do know Nissan stripped some of the offroad gear out of the QX that other markets get in the patrol.
Looks alone make the Lexus better; that Infiniti gives a new meaning to ugly!
Until the current generation of both, the Patrol always had the reputation of being rougher and tougher. They softened it up a lot for the US market, and made it needlessly bigger so far as we’re concerned. Nissan’s Epic Fail though was making it in gas V8 form only; now hardly anyone buys a Patrol in Australia as we all expect diesels in one of these. Who can afford the petrol bill for a big V8 4WD at our prices?
Interestingly, whenever we’ve been outback it’s been Land Cruisers everywhere.
Perhaps on paper they are more similar competitors, and for the first buyer are probably used the same way. The QX outsells it as well. Include the Nissan Armada (which may be the better buy as the interior is basically identical and the styling outside is preferred by many) and it walks away with the sales crown (although a fair number of Armadas have gone to rental fleets over the last few years as opposed to the Toyota/Lexus).
However the Land Cruiser and LX are a known quantity from a set of brands that aren’t going anywhere without any sort of question mark whatsoever hanging over them.
Obviously purely anecdotal, but as nice as the Armada and QX are, if someone were offering me a choice between a free one of them or a free LandCruiser or LX570, I’d pick the Toyota/Lexus duo every time.
I don’t believe the Nissan/Infiniti products are bad (at all, and you’ve seen me defend various Nissans I’ve reviewed here), but rightly or wrongly the public perception seems to be that they are of inferior quality. Note that in all the comments here there is the usual thread of the styling not being all it could be but not one person has even attempted to cast doubt on the quality of the product. I think people will “settle” for the QX, either due to the price or the lease deal or whatever, but if you want and can afford an LX or Land Cruiser then nothing else will do. Toyota/Lexus seems perfectly happy with the small sales volumes of both that they sell, that exclusivity just builds on itself as well somehow. So far I have not seen many used Armadas or QX’s of any age used as “adventure” rigs in my area (again an anecdote), but a (decade-old) LX or LandCruiser outfitted with a suspension raise or different bumpers or larger wheels/tires or roof tent is a common occurrence.
I will confess a long infatuation with the LC. I once thought about one of the early LXs, but it was sold by the time I responded to the CL ad. But as much as I love it, the cost – which is about 3x what I would want to pay for a new car and double my wildest outside limit – makes this a nonstarter for me.
You didn’t tell us how much gravel you were able to get in the back. 🙂
I wouldn’t know, that’s why there is a third memory position for the controls :-). All I know is my shed base is complete.
Really impressive vehicle! Fortunately, the silly grille Lexus puts on all their models these days keeps me from seriously coveting it, along with the gas mileage.
The tailgate is a curious affair. I wonder why it isn’t just a top-hinged one-piece? To cut down the size of the up-swinging door? As an aside, I like the way the 4Runner and Sequoia have one piece gates with rear windows that roll down. Our Highlander has a one-piece with rear glass that hinges up by itself, which is also nice for sticking small things in the back.
It’s neat that their dash wood looks like real wood. Often even on cars that have real wood, it looks artificial. Toyota sure knows how to make a luxury interior, especially in this model which seems to have a bit more of the subdued look inside of older Lexus models (in a good way).
The horse farm you were at looks beautiful and the perfect destination for this vehicle!
Did it make your net worth feel inflated just driving it? 🙂
While I can somewhat make my peace with its fussy styling, which unfortunately does look rather tacked on than organic, the spinners on the wheels are not ok. In fact, the wheels are not ok. But easily fixed, with a set of steelies.
The (optional) wheels are my least favorite part of this as well, they look a little too Palm Beach for me, but they aren’t actually spinners. The standard wheel design is a little better. Yes, steelies with knobbies along with a mountain bike rack on the back might be just the ticket!
I think the Land Cruiser gets the “organic” design, then the Lexus design table gets the job of differentiating theirs from that. While not to everyone’s taste, different is probably better than basically just replacing the badges as in the earlier days. And more people buy the LX than the LC, at least here in the US.
I know they’re not real (spinners). I omitted the quotation marks. But still…
The center console layout is a mess in my opinion. The confusing thing however are the two knobs. The one on the left has a hash mark on the dial to let you know what position it is in, but of the 5 hash marks it can presumably point to only one of them is labeled. Then the knob next to it has no hash mark to tell you which of its positions it is in. The row of buttons is also confusing, well at least the one on the left. I think it means unlock the center diff (so you can turn) but then it is not next to what appears to be the lock button. Meanwhile other items a single button turns it on and off.
The fact that they still haven’t figured out a way to do something better with the 3rd row besides the fold to the side method is inexcusable in my opinion. Just folding flat, even if it doesn’t fold down to floor level is a much better option in my opinion.
There is a dashboard display that shows the position of the knobs that changes when you rotate and/or press the knob.
I fail to see how the cargo space would be better utilized if the seatback just folded down on top of the seat cushion (which you can also do but didn’t occur to me to picture). The sidefold at least gets it off the floor. I’m not sure how else you would carry a large-ish box for instance. I’ve removed a set of these seats a few times in our old Land Cruiser and it wasn’t fun (and those weren’t powered). The reason they don’t fold down into the floor is due to the rear suspension design, just like in a Tahoe or Suburban prior to the current generation. When the third row in a Tahoe is just folded flat on top of itself the cargo space is nigh on useless.
No, the diff lock button is a toggle, press again to unlock as you’d expect. The button with the looping arrow you question is something else entirely, it’s a “turn assist” feature. Per the manual: This function assists cornering performance in accordance with steering operation when driving through a tight corner. It maintains vehicle speed while driving and reduces the number of turns needed to navigate a corner that requires turning the wheel in the opposite direction. I didn’t find occasion to need to use it.
It’s a vehicle for which the owner’s manual is probably a useful thing to read and also to have all the features demonstrated before just driving off the lot with it. Its features and capabilities are likely far in excess of what most people will ever use.
I figured that the setting was noted in one of the other displays, however that still doesn’t make it less silly to mark only one of the positions. It also doesn’t make it less silly that one knob has an indicator mark while the other lacks it, even though that one is labeled so that you could know what setting you were in by looking at the knob.
Of course the reality is that most 1st owners probably won’t adjust those at all anyway. They also probably aren’t going to read that owner’s manual either.
The older Tahoe had 3rd row seats that folded down and up against the 2nd row, or could be removed in just a few seconds w/o any tools. Don’t know what they went away from that set up for the most recent generation.
“Per the manual: This function assists cornering performance in accordance with steering operation when driving through a tight corner. It maintains vehicle speed while driving and reduces the number of turns needed to navigate a corner that requires turning the wheel in the opposite direction. ”
And sometimes when you do read the manual you end up just as, if not more confused than when you started. Because that description has me very confused as to what exactly it does. I assume that it is intended for off-road operation considering its location in the row with the diff lock, traction off, hill assist and second gear start buttons.
So no help in getting it into the tight parking space at the mall where the first owner is more likely to take it.
The first owner will hand the key fob to the valet outside Nordstrom. The valet will figure out the parking. 🙂
Thanks for the write up on a vehicle that I don’t often think about. Though I was familiar with the legendary cache and capabilities of the Land Cruiser. This Lexus would make a very comfortable all around vehicle if you can truly afford it! The third row seat is a real compromise in that it makes it hard to use the available cargo space, but you can still carry more and bigger packages than in any sedan. It depends on your intended usage but I’d do without it.
I can imagine that the Lexus and Land Cruiser are sold to owners that don’t have to be concerned with how much the vehicle costs to buy or run.
What was interesting was your observation that the vehicle will have two lives, the first half used primarily for luxury transportation and the second half as off road and utility/adventure duties. Looking back at that COAL on the 2003 Suburban XL they have similar life stories. The Suburban, it’s expensive siblings, as well as the Expedition and it’s expensive siblings start their life as “American style luxury” transportation and haulers. Even as urban trollers. As they age and are resold, they are used for much more utilitarian duties such as heavy towing and even for service work vehicles for ranchers, plumbers,carpenters, handymen and mechanics. SUVs are very handy for keeping your tools, supplies and equipment secure compared to pick up trucks.
A $100,000 vehicle and it still has that dinky cruise control switch that seems to come with all so-equipped Toyotas.
Maybe I’m the only one who thinks it looks aftermarket.
Aftermarket look or not, that stalk is brilliant in operation. It doesn’t take long to memorize, and once you do it is a quick no-look tap to operate. Far better than buttons on the spoke, which is what Toyota has moved to in recent years.
As the Owner of a 2007 Lexus. I prefer spoke mounted cruise controls. In my Volvo they took two seconds to memorize. And could be operated without taking my hand of the wheel just a simple thumb click, Like using audio controls. The Lexus requires a hand off the wheel. And Sometimes my knee hits and rubs it when exiting the car if the steering wheel is turned a certain way. Fortunately, it’s very durable, But still kinda annoying. I’m happy to see Toyota moving away from the stalk.
Strangely enough my 2004 Avalon didn’t have that stalk. I love that stalk. Avalon had traditional buttons.
I used to be of the same opinion of this cruise control stalk, until I owned a vehicle with one. Now, having several vehicles with that type of control, I think it is the best cruise control setup I have ever used. It is actually a very logical layout and location. The controls are very intuitive to use and better than steering wheel mounted controls IMO.
It worked fine for me. And has on every other Toyota I’ve driven with it. Interestingly though when I saw the stalk I at first assumed that it only had normal cruise control, but not so, there are controls on the steering wheel for the adaptive cruise control controls, they get used in conjunction with the standard setup.
Great review as always Jim. This type of vehicle is one I have little interest in, but the fact that this shares so much with the Land Cruiser does make it pique my interest somewhat. As an owner of a Toyota 3UR-FE, I also speak very highly of this dated but excellent engine. It has an ample power and for a truck engine is more than willing to rev. I still enjoy two lane passing with my truck as it does so with good authority. FWIW, the 3UR-FE in the Tundra is rated at 381 hp and 401 lbs-ft, and regular fuel is recommended. It’s too bad the Tundra didn’t get the updated 8-speed though, although the 6-speed AB60E is excellent. It’s also interesting that you got significantly better than EPA mileage. For whatever reason, the EPA ratings on 3UR-FE powered Toyota vehicles is very low. But in the real world, it’s pretty easy to get much better than the EPA ratings. This has also been the case with my truck, which I have tracked the MPGs on a spreadsheet during ownership. Despite being very dated, this engine’s real world mileage is closer to it’s more modern competitors than the EPA numbers suggest.
Thank you! It is a very good engine. The 8speed is buttery smooth but the 6speed is excellent as well as you noted. Much of my mileage was on the freeway, likely that has a lot to do with the better than expected “economy”, it did seem to plummet a bit when in town, but then again it’s a quite heavy vehicle so not unexpected. We noted the same thing when we owned its predecessor with the 4.7 V8.
Funny that you mentioned 25 years of Lexus LX’s, and also these cars’ second lives, because just this weekend I saw an offroad-outfitted LX 450 and thought it was an amusing contradiction.
I agree with Evan in his comment above that this car seems like the Grand Wagoneer’s spiritual descendant — a similar mix of luxury and old-fashioned chunky SUV. From certain angles, this looks like a vehicle from another decade, which I guess is part of the appeal.
Still, for the asking price, I think I’d choose three Highlanders instead.
The LX450 is almost identical to the Toyota FZJ80 Land Cruiser which is highly regarded now for off-roading, so the (few) Lexus versions available on the used market are equally in demand. In fact, most of the Lexus 450’s sold here had the now-prized factory “triple lockers” (center, rear and front) so they may in fact be more desirable, as that option was rare on the Toyota’s. The only functional difference between the LX450 and the Toyota version was that the Lexus suspension was tuned for a softer ride, which was almost universally panned by reviewers at the time. Most of the offroad rigs have aftermarket springs and shocks so that’s a moot point.
Great review of a great vehicle. Not sure you if you saw this during your trip over but when you walk around the more upscale sections of Tokyo, you see many more G-Wagons than you do LX 570s.
I’m guessing the ultra-rich here want some European cache to go along with the unmatched quality…
Oh, I noticed that! G’s galore, there is a lot of money rolling around Tokyo.
Is it a sign of our troubled times that a facelift which bestowed flared bellbottom wheelarches over pimpmobile wheels and a fat man’s actual social-climbing ladder for the grille is no longer something at which to gawk?
One must overlook the look of the LX lest one be mistook for the ones whose profligacy – and need to be seen in possession of the mobile manifestations of the means to be profligate – might well end up in the complete ownership of the other 99.8 percent of us.
One must also do so because, oh shoosh and quietly say it, it is a most desirable thing. Hell, a man of taste could even resurrect panels from the Landcruiser from whence the LX was vomited, as it IS quite handsome, and discreetly have one’s Man attach them.
I would lay good money that this vehicle lies unique amongst the auto purchases of the rich, in that they don’t much sell them, unlike every other tre-fashion-of-the-jour car they might ponce about in. Have a look online, they’re not there, unless they’re quite a bit aged.
The appeal of these lies firstly in the fundamental excellence of intended purpose – quiet, solidity, bulk, visible quality, not to mention decent off-road chops – and secondly in the sheer imperturbability. These are the only inheritors of the legendary ’70”s/’80’s Benz’s, quite over-built when not really needed, if for different reasons. The Benz’s because they aimed to do so for it’s own sake, these because they stem from a superb high-quality thing that in in its more basic forms, is a super-high-quality tool of trade.
I suspect the rich get this. Twice the price of something just as competent and well-badged, but we’ll only have to get a new one every ten years. AND it puts our ability to do so out for all to see. Oh, AND after those ten years, we’ll get fifty-odd percent of its value back.
Here, when tested in full use, they get 12 mpg US, so they also sell a twin-turbo V8 diesel one (gets 19 in same heavy use), probably for the high-end horse-towing crowd (so they can drive their precious Dobbin at 40mph on every curve or bump in the road, and zoot up to 75 as soon as it’s straight enough to get past the selfish fuckers, but I digress). Even for them, going further without having to refuel matters too.
Btw, add 50% to your 100KUSD, if in AUD, for entry to these here. Mind you, posh Landcruisers are themselves $110K AUD here. Still Toyota’s biggest market for them AFAIK, with over a million sold here since 1960-odd.
It’s rare a vehicle that can, in style and bulk and sheer excess, be execrable, and yet also quite covetable, but this is one such.
l would like to be a buyer if price drops down
I have not had the time to have a look at the option list on this car, but I do believe there is an optional roof mounted armoured turret package. The owner only has to install the cannon of his liking.
Likely the first Toyota I’ve ever ridden in was my Father’s best friend’s Land Cruiser…back in 1967 or so. We were camping somewhere in New York state that had “orange” colored water, don’t remember much beyond that, he had a son about my age (and one quite a few years younger) and we got to sit on the jumpseats in the back…don’t know if they had the larger Land Cruiser back then, but this was the short wheelbase, Jeep-like one…manual shift, vinyl on the floor. My Dad had his ’65 F85 wagon, and we were in our roof-mounted Camp O’tel cartop camper. I think they had freestanding tents of some sort…we were in primitive camping spot, though our Camp O’tel actually had roof mounted water tanks on each side, and a cabana with primitive toilet and (cold water) shower. We had a ladder that went up one side of the wagon up to a landing platform (piece of wood) that let you get your bearings so you could scoot up into your assigned sleeping position (there were 4 up top, and I think we had foam pad in back of wagon for maybe another person).
Well, Toyota is not the company it was back then; despite my Father’s early interest in imports neither he nor I ever owned any Toyota nor Lexus…though many years later I did go on a business trip to Toyota City (flew into Nagoya) , and I drove several of them circa 1977-1978 when I was a transporter for Hertz. My youngest (surviving) sister did have a Tercel back in the late 80’s for a year or so, but otherwise, almost as if we’ve avoided them…said sister owned two 240SX’s (still has her ’97, bought new)…deceased sister had a 200SX and one 240SX, and my first car was a ’74 Datsun 710. Father’s gone too…not sure about his friend from back then, they’ve moved I’m sure (maybe more than once) as we have. If this sounds just like miscellaneous ramblings, it is probably because I have trouble relating to the LX570, though I’m sure a very nice vehicle, is about as far as it can get from my vehicle basis.