My Experience
I've been mildly perplexed by the GX 470's presence in the North American market since its debut in 2003. After all, Lexus already had an excellent midsize luxury SUV--the RX 330--and launching another model in the same class seemed like an exercise in redundancy, or perhaps cannibalism.
Turns out there was at least some logic behind Lexus' strategy. While the RX 330 shares a platform with Toyota's car-based Highlander, the GX 470 is essentially a rebodied, luxury-trimmed Toyota 4Runner. That means it's got a body-on-frame chassis, a live rear axle, low-range 4WD, a greater towing capacity, and honest-to-goodness off-road capability. It's a
truck, in other words, while the RX 330 is more of a "crossover."
To whom does this matter? Well, that's where things get tough for the GX--the vast majority of luxury SUV buyers are more interested in style than spec sheets, and they almost never go off-road (gravel driveways don't count). So, judged as daily luxury transport, does the GX merit its place alongside the RX in Lexus' lineup? I took one for a spin at GM's "Auto Show in Motion," along with several key competitors, to find out.
Performance
As suggested by the alphanumeric badge, all GX 470s are equipped with a 4.7-liter, 263-horsepower V8. Don't need quite that much engine? "Too bad," says Lexus--no six-cylinder model is offered, contrary to most of the GX's class rivals.
The upside of this product strategy is that no GX is underpowered. After dragging its feet a bit off the line (a sensation I'll return to in the next section), the V8's unstressed midrange torque whisks the GX along with little apparent effort. Foot-to-the-floor acceleration is about on par with the six-cylinder versions of BMW's X5 and Mercedes' M-Class--not the V8 models--but the GX is strong enough to make short work of freeway on-ramps and two-lane passing situations.
The downside of the V8-only setup, though, is that no GX returns decent gas mileage. The EPA says to expect 15/19 MPG--on Premium fuel, no less--and those figures are hard to accept when six-cylinder rivals offer similar performance
and thriftier fuel economy. Among those rivals, incidentally, is Lexus' own RX 330--it's just as quick as the GX, but is rated at 18/24 MPG.
Of course, this being a Lexus, I imagine some GX shoppers will be more interested in this engine's refinement than its power or fuel economy. And that's where the V8 delivers. It's velvety at idle, and it revs with creamy smoothness even at full throttle. Its soundtrack, meanwhile, is remarkably hushed--you hear only a faraway hum with the windows rolled up, and a gentle V8 exhaust burble when you roll them down.
Transmission
As with its engine, the GX doesn't spoil you for choice when it comes to transmissions--a five-speed automatic is the only one offered. And although I've never read any carping about this transmission in professional reviews, I personally can't stand it.
What's not to like? Well, remember that "dragging-feet" sensation I mentioned in the previous section? It's the fault of this five-speed. Its programming delays throttle response awkwardly as you accelerate from a stop, and it slurs slo-o-o-wly through its upshifts on the move. The car seems to be trying to smooth out your inputs, and I find that annoying.
Another downside--though only for aesthetic reasons--is the odd shape of the GX's gear selector. It's tall and spindly, and it bends diagonally toward the driver. A second, smaller gearshift operates the GX's two-speed transfer case--although, realistically, "don't play with it" is about all most owners will need to know about that.
Steering/Handling
The GX's truck roots are something of a handicap in this department, burdening it with a heavier curb weight and a less-sophisticated suspension than its car-based rivals. But while the GX's moves aren't nearly as surefooted as a BMW X5's or Mercedes M-Class's, they're surprisingly not bad.
The GX's steering, for example, is easily in the top half of its class. The leather-and-wood wheel feels good in the hands, its responses are linear and accurate, and its weighting is reassuringly firm--more so than I've come to expect from Lexus products. On-center feel and feedback, meanwhile, are similar to a typical family sedan's: pleasant, but not sharp.
The GX's handling is also laudably composed for a truck-based SUV. Circling GM's course at a sensible speed, I found the GX easy to thread through the cones, its hefty curb weight disguised by moderate body lean and a generally smooth demeanor. When I pushed the GX past 5/10ths, though, I experienced that "tippy" feeling as physics began to frown on the Lexus' soft suspension and tall, heavy body. The chassis' message is clear: don't get too enthusiastic, or you could end up literally over your head.
It's hard to ignore a message like that, so I only got
a little enthusiastic on subsequent laps. The GX, in turn, remained safe and stable around the handling course, its front tires plowing wide very easily, but in a predictable fashion. The stability-control system worked as advertised, too, so GX drivers should have no trouble maintaining a similar decorum on public roads.
Indeed, while the GX's handling dynamics are hardly my cup of tea, I found only one egregious flaw: a squishy brake pedal that's extremely touchy, making it difficult to stop the car without an embarrassing series of heaves and jerks. This problem stems from the GX's shared 4Runner DNA--I've found the Toyota's brakes equally tricky to use.
Ride
The GX's ride, like its handling, befits Lexus' "premium-vehicle" billing. The cabin is almost eerily silent at low speeds, with wind and road noise only becoming noticeable at higher velocities. Pavement flaws are largely smothered by the soft suspension tuning, too. Still, the GX is not as smooth-riding as car-based SUVs like the RX 330 and Cadillac SRX. Its live rear axle tends to wobble and hop over uneven surfaces, lending a whiff of pickup-truck bounciness to the ride.
Yes, a driver-adjustable suspension is standard equipment, but don't expect this feature to cure the issues noted above. I ended up leaving it in the "Normal" setting anyway, as the "Comfort" setting is too woozy for my tastes, while the "Sport" setting feels more brittle than controlled, exciting slight shudders in the GX's frame over bumps. Come to think of it, even in "Normal" mode, the GX's body quivers more than most car-based rivals', especially those hailing from Germany.
Interior
Getting tired of all these truck-themed complaints? Well then, just step into the GX's cabin. There, you'll find no hint of the GX's ancestry, just the usual impeccably-detailed Lexus cockpit. Soft leather and maple wood trim soothe the driver's eyes, and as in most Toyota/Lexus products, the dashboard is inoffensive and cleanly-styled to the point of invisibility.
I should really say "step
up into the GX's cabin," though, because--and this is the last truck remark, really--the GX's step-in height is unusually tall for this class. Standard assist handles and running boards help somewhat, but shorter drivers will still find it inconvenient to hoist themselves in and out.
The upside of the GX's height, of course, is that it provides that "on-stilts" view of the road ahead so desired by SUV shoppers. Unlike some car-based rivals (most notably, the Cadillac SRX), the GX perches you atop a tall throne of a seat, while the relatively low dash and doorsills afford easy outward visibility. That seat, incidentally, is as comfortable as any in this class--it's buttery soft to the touch, but offers good support under the surface. And there's plenty of room in all directions, especially overhead.
Materials quality, meanwhile, is as clinically perfect as you'd expect of a Lexus. The plastics on the dashboard and console feel lighter to the touch than, say, a BMW's, but they're all nicely-padded and luxuriously finished. The switchgear operates with the marque's usual silkiness, too. Buyers familiar with Toyota's other products may be disappointed to find the same window switches, column stalks, and plasti-chrome door handles used in the Camry, Prius, Corolla, and others--but since these bits are still of good quality, it's kind of a non-issue.
In fact, if there are any issues with the GX's interior, they're with its ergonomics. Most controls are easy to see and use--especially those sharp electroluminescent gauges--but the radio buttons and climate controls are overly stylized, such that their functions are not immediately obvious. Some of the more infrequently-used controls (such as the mirror adjusters and seat heaters) seem oddly scattered, too.
I won't delve too far into feature content here, as lists are readily available elsewhere. But rest assured that the GX offers plenty of power accessories and Jones-impressing toys, such as the power tilt/telescope steering column, heated seats, and rain-sensing windshield wipers. This stuff is all standard, too--unlike the X5, M-Class, and SRX, the GX makes it impossible to drive home in a de-contented "stripper."
Practicality
Like most SUVs in this class, the GX 470 generally scores well for practicality thanks to its roomy, comfortable rear seat and large, flat cargo bay. But
unlike most of its rivals, the GX has a trump card in this department: its third-row seat, a worthy $2,030 option that helps justify the size and thirst of a luxury SUV. Granted, the third row is so tight that only kids will be happy back there, but greater passenger efficiency is never a bad thing in my book.
Unfortunately, after that trump card, the GX plays a couple of bad hands. For example, the third-row bench doesn't fold flat to increase cargo space--instead, it splits in half and flips up sideways against the cargo bay walls. Need more room than that arrangement provides? Well, then you'll have to take the seats out entirely--they're heavy, mind you--and store them at home. Even then, loading up the GX is complicated by its awkward tailgate, which is not only side-hinged, but hinged on the
passenger's side, so that it blocks your path from the curb when open. Hmm... three-martini lunches in product planning, eh, Lexus?
Reliability
According to the leading consumer publication, the GX stands out neither positively nor negatively in this department--a departure from Lexus' superlative norm. "Power equipment" and "body integrity" are cited as the main problem areas, but even with this average rating, the GX isn't likely to be particularly troublesome--the average number of defects in today's new cars is very low. Oh, and if you do have to take your GX back to the Lexus dealer for repairs, chances are they'll treat you like royalty.
Overall
So, taken as a whole, does the GX merit its place in the Lexus lineup? My answer is "sort of." The GX has two key features that could, for a certain audience, make it a better choice than the RX 330: its available third-row seating, and its 6,500 lb towing capacity (the RX 330, by comparison, can tow only 3,500 lbs).
Still, as much as I admire the GX's seven-seat capacity, its third-row arrangement severely compromises cargo flexibility, to the point that the extra seats may simply end up stowed in the owner's garage. And while the off-roading and towing abilities are undeniable strengths, I wonder how often the typical GX owner will make use of them. After all, if they bought an RX 330 instead, the savings in fuel costs alone would be enough to pay for the occasional rented Tahoe or Silverado.
Then there's the fact that, beyond Lexus' own offerings, the GX is
not the only off-road-ready SUV with decent on-road moves. Take the Jeep Grand Cherokee Limited, for example: it'll plug mud as well as the GX, it's more fun to drive on pavement, and it stickers nearly $10,000 south of the Lexus' $47,000 base price.
But then, a "Jeep" key doesn't look as impressive as a "Lexus" fob hanging from your keyring--and in the luxury SUV class, style and image are hardly small potatoes. Moreover, considering Lexus' reputation for quality and customer service, it'd be tough for me to call any of their vehicles a "bad" choice. But let's leave it at this: the GX tempted me more than most.
Feel free to check out my reviews on some of the GX 470's competitors:
BMW X5
Buick Rainier
Cadillac SRX
Jeep Grand Cherokee
Lexus RX 330
Mercedes-Benz M-Class
CarsBelowInvoic e
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