Lexus GX 470
Though it shares the same platform with the new 4Runner, the Lexus GX 470 bests its Toyota brother in almost every category of our test.
When the Torsen differential-equipped full-time transfer case wasn't enough to keep us moving up the tough hillclimbs the GX 470's Active TRAC traction control system applied each brake individually to slow the spinning tires and force the differential to send power to the tires with traction. This process worked to keep the vehicle moving but the required wheel speed brutalizes tires. The same antilock brake hardware that makes the Active TRAC system work functions on road as Vehicle Skid Control (VSC) to sense and prevent oversteer so that you only go off the pavement when you want to. The VSC system does its job, but most testers found it too aggressive and borderline intrusive. Everyone hated the fact that the system will close the engine's throttle and take away any chance the driver might have to power out of danger. Fortunately the Lexus' multitasking ABS has one more trick up its sleeve to win us back over. Downhill Assist Control (DAC) makes compression braking off-road obsolete. Even when faced with loose rocky slopes the GX 470 can be trusted to do all the braking for you.
On the interstate the GX 470 was the best cruiser of the bunch, exhibiting no bad habits and providing plenty of entertainment and comfort for all passengers. We know quality when we see it, and the interior of the GX 470 overwhelmed us with amenities like an AC power outlet, a rear-seat DVD player, a touch-screen navigation system, a Mark Levinson premium sound system, and leather everything. Perhaps the biggest interior surprise was that the $53,000 GX 470 actually gives you a mechanical lever to shift the transfer case instead of the dash-mounted dial on the $20,000-cheaper 4Runner. About the only thing Lexus did wrong was offering a third-row seat that no one is going to want to sit in.
General
Manufacturer: Lexus
Model: GX 470
Base Price: $44,925
Price as Tested: $53,295
Options as Tested: Mark Levinson navigation system, third-row seat, rear A/C, tow hitch, Lexus link, rear-seat DVD
Engine
Type: DOHC 32-valve V-8
Displacement (liters/cubic inches): 4.7/284
Bore & Stroke (inches): 3.70x3.31
Compression Ratio: 9.6:1
Induction Type: Sequential, multiport fuel injection
Fuel Requirement (octane)/Capacity (gallons): 91 recomended, 87 acceptable/23
SAE Peak Horsepower: 235 @ 4,800 rpm
SAE Peak Torque (lb-ft): 320 @ 3,400 rpm
Transmission
Type: 5-speed automatic overdrive
Model: A750F
Ratios: First: 3.52:1; Second: 2.04:1; Third: 1.40:1; Fourth: 1.00:1; Fifth: 0.71:1; Reverse: 3.22:1
Transfer Case
Type: 2-speed, full-time, with manual locking Torsen center differential
Model: Toyota
Low-Range Ratio: 2.57:1
Axles
Front Type: IFS
Rear Type: solid axle
Hubs: N/A
Ratio: 3.73:1
Suspension
Front: IFS with upper and lower A-arms, coil springs
Rear: Live axle, with 4-link, track bar, and air springs
Steering
Type: Power rack-and-pinion
Turns Lock-to-Lock/Ratio: 3.125/15.7:1
Turning Radius (feet): 37.4
Wheels
Size (inches): 17x7.5
Material: Aluminum
Tires
Size: P265/65R17
Brand: Bridgestone Dueler HT
Brake System
Front: 13.3-inch discs with ABS
Rear: 12.3-inch discs with ABS
Weight (pounds)
Curb Weight: 4,673
Advertised GVWR: 6,100
Mileage
EPA Estimate (city/hwy. mpg): 15/18
As Tested (mpg): 8.80
Acceleration
Standing ¼-mile (seconds @ mph): 17.58 @ 79.02
Braking
60-0 mph (feet): 135.85
Dimensions (inches)
Wheelbase: 109.75
Overall Length: 187.75
Overall Width: 83.25
Overall Height: 77.5
Front/Rear Track: 62.25/62.5
Front/Rear Overhang: 34.5/41.75
Minimum Front Ground Clearance: 8.25
Likes
*Hill-descent control
*AC power outlet
*Better entertainment system than we have at home
Dislikes
*Only has 2.57:1 low-range
*Front end looks like a Civic
*Active TRAC traction control punishes tires
Bottom Line
This thing spoils you rotten on any terrain