The various models of the Toyota Land Cruiser are some of the most respected off-roaders in the world. But what works elsewhere in the world does not necessarily work in North America. Dressed up in what is perceived to be luxury, how does this fancy Land Cruiser Prado, as its known everywhere else in the world, perform in the United States?
Get in and right away you realize that this is a truck and not a car disguised to look like one. It drives like a truck, it handles like a truck, and it feels like a truck. Guess what, it's a truck. If that's not your thing please stop reading and consider buying the excellent Toyota Highlander.
The exterior shape is a classic SUV two cube design. Being a Lexus, it has body cladding and running boards which are supposed to make it look upscale and softer in order to attract someone other than rich adventure travelers. New for 2014 is a Lexus family grill, the contours of which do not match vehicle's utilitarian side profile, and frankly it looks like an add-on made by an Eastern European aftermarket company.
Hop into the driver's seat and you will be greeted by a high seating position and large windows which yield a very commanding, Range Rover-like, sitting position. The whole dash has a very vertical feel to it, much different than anything else on the road. I was disappointed to see that the dash felt more like a Toyota, good quality but not pleasant to the senses, rather than any of the excellent new Lexus cars. All the commonly used controls are nicely laid out and very easy to use. Unfortunately the infotainment screen feels old due to its low resolution and inability to perform more than one task at a time. Instead of a new grill Lexus should have invested the money into the dash.
The rear bench is big, soft, and flat – exactly what it's supposed to be in a vehicle like this. It does not slide, despite being on rails to allow third row access. The two-passenger third row seats are best used for short rides due to difficultly of access and lack of legroom. The third row folds in an interesting way; the bottom cushions slide under the rear cargo floor and then the seat-backs fold flat to form the cargo floor. With the third row folded, the cargo area is large and tall, something rarely seen in the days of sporty CUVs with sloping roofs. The floor is raised several inches, like on the Yukon, to accommodate the folded rear seats. There is no hatch but rather a large door hinged on the right which is a little heavy to operate. The rear window pops up for quick access, but I wish it rolled down into the door like on the 4Runner.
Power comes from an aluminum 4.6-liter DOHC port-injected V8 which puts out 301hp and 329 lb.-ft. The engine feels heavy and it sounds loud, like a truck is supposed to. Several years ago this power would have been sufficient, but now it is lagging behind its competition. The only transmission choice is a six-speed automatic that is connected to a two-speed full-time 4WD transfercase. Compounded by a 5128 lb. curb weight, the GX gets 15mpg in the city and 20mpg on the highway. It's not a fast vehicle, as it does not like abrupt full-throttle application, but it is smooth at any speed.
Start driving and you will immediately notice the soft suspension, a trait common to vehicles with real off-road abilities in order to allow axle articulation and traction. All potholes, no matter the size get absorbed, even at high speed but at the expense of handling. It's not that the handling is bad; it's just truck-like and not CUV-like. Steering feel and braking are also truck-like. To put it simply, the GX 460 requires a certain amount of respect – don't drive it like a lunatic.
Astute readers and buyers will be interested in how the Lexus GX 460 compares to the Toyota 4Runner. Underneath the sheet metal, those two are basically the same vehicles. Mechanically, the biggest difference is that the Lexus has a V8 engine, standard third row seats, and a hinged rear door. The 4Runner comes only with a V6 engine but offers a choice of 2WD and 4WD, optional third row seats, and has a tailgate with a roll-down rear window. The difference in power is not really noticeable because of the Lexus' extra 400lb of luxury weight and the two vehicles drive nearly the same. GX's advantage comes in maximum trailer towing: 6500 lbs. versus 4Runner's 4700lbs. People who think of actually taking their vehicles off pavement may want to look into the new 4Runner TRD Pro which comes with locking diffs, fancy suspension, and proper mud tires.
The 2014 Lexus GX 460 starts at $49,085. As shown here, $4710 Premium Package adds leather, wood, automatic wipers, LED fog-lights, parking sensors, heated/cooled seats, and touch-screen nav. The somewhat flimsy cargo cover is $150 and the wheel locks are pretty pricey at $81. Total comes down to $54,826 before $910 delivery fee. A Luxury model starts at $60,715 and it includes nicer leather, air suspension, fancy headlights, and many other minor upgrades. If you have been noticing more new GX 460s on the road, it is likely because Lexus has had very aggressive lease rates on them, comparable to a Jeep Wrangler Unlimited Sahara, a much less expensive vehicle.
Despite what seems like a lot faults, I personally like this truck, but I do have a general bias toward proven off-roaders. It's honest; it does not try to be all things to all people like, say, the BMW X5. It feels strong and solid, like it could take a lot of abuse and just shrug it off. Fortunately for those disagreeing with me, the market is full of cars that resemble trucks.
Kamil Kaluski is the East Coast Editor for Hooniverse.com. His ramblings on Eastern European cars, $500 racers, and other miscellaneous automotive stuff can be found there.
Toyota Motor Sales, U.S.A., Inc. provided the vehicle for this review.
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