In the 14 years since the Lexus GX 460 debuted, the intercity and off-road communities have boomed. These once niche enthusiast players have become mainstays, with OEMs producing trim levels, packages and entire vehicles to cater to the mud-splattered mania. The all-new GX 550 is here to capitalize on that momentum. That looks great.
The previous model is old enough to predate the Lexus spindle grille that the brand committed to back in 2014. The new grille design is adapted to match the GX but clearly wasn’t designed for it, with a gaping mouth encasing an otherwise tame body. However, the new GX is designed around the grille, with a blocky, tall body that mimics the severe angles of the grille. The GX also gets new Overtrail trim for off-road use, which features two-tone paintwork and bright skid plates, 33-inch tires and a rear limited-slip differential.
The GX also features Lexus’ Electronic-Kinetic Dynamic Suspension System (E-KDSS). This is an electronic version of the previous GX’s hydraulic system, allowing the truck to effectively disengage its stabilizer bar when bucking. This keeps road conditions under control while providing increased maximum maneuverability. Adaptive variable suspension is also available, but thankfully not standard, which should make the suspension swap easier than on the complex LX 600. The swing-out tailgate is gone, replaced with a standard power tailgate. The tailgate glass can be opened separately for easier access.
However, this new GX shares its platform with its big brother. This also makes it a close brother of the Toyota Sequoia and the 300-series Land Cruiser. A redesigned Land Cruiser Prado – the GX’s more practical brother available on the international market – is on the way, and at least one rumor suggests it could make it to the US
In this range of trucks, Toyota has opted for downsizing and turbocharging the engines, and the GX is no different. The old 4.6-liter naturally aspirated V8 engine is replaced by a 3.4-liter V6 biturbo engine. Note that while the engine is advertised as 3.4 liters in this application and 3.5 liters in the LX600 and Tundra, the engine is physically the same across the model line. It is just a rounding difference.
Power increases significantly from 301 horses in the GX 460 to 349 hp. The torque gain is even greater: 479 lb-ft versus 329 lb-ft on the old model. This, combined with the increase in wheelbase and overall length by 2.36 and 2.75 inches respectively, also makes the GX a more powerful hitch. The 550 can lug around 8,000 pounds on its hitch, 1,500 pounds more than the last model. Full fuel economy numbers aren’t out yet, but the gain seems small. Lexus says the new model will have combined output of 17mpg, up from 16mpg for the 460.
But the bigger size paid off in terms of transportation. Regardless of how many seats are folded or attached, you get more cargo space in the 550. The second row folds easier (or you can choose captain’s chairs), the door pockets are larger, there are 12 cup holders, up to 6 USB ports and an available 120V inverter. The center console is also larger and now offers a “Cool Box”. It’s getting cold enough to keep meat and other perishables at the right temperature, the GX’s chief engineer told Road & Track. The old infotainment system has been replaced by the new generation RX – a huge step – and by the latest driver assistance systems, including the semi-autonomous Lane Follow Assist system for easy motorway driving.
Maximum approach, bank and departure angles are 26, 24 and 22 degrees respectively for the GX 550 Overtrail, versus 21/23/1 on the previous model. The Premium trim has a slightly higher approach angle of 23 degrees, which is a result of the larger spare tire mounted under the Overtrail’s rear bumper. The numbers represent a significant improvement over the last GX, but are still well behind rivals like the Land Rover Discovery. The rover can handle 34 degree approaches, 30 degree breakovers and 27 degree departures. Wranglers and Broncos trump even those numbers.
One saving grace, however, is that the Overtrail’s bumpers and support structure feature a multi-piece construction. That means if you damage one part, you don’t have to replace the entire front end like many luxury off-roaders do.
“We use a ladder frame construction. We believe that real off-roaders should be built on such structures. It gives us the off-road performance, reliability and durability that is required,” GX Chief Engineer Koji Tsukasaki told Road & Track through a translator.
That durability is at the core of GX’s appeal. He didn’t earn his reputation by beating the Wranglers on the rocks, he built it because it was the truck you’d want to take on 1000-mile cross-country trips by the time you’re 20 years old. Let’s hope the new one lives up to that reputation.
Deliveries are scheduled to begin early next year. Prices were not announced.
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Review editor Mack Hogan is arguably Road & Track’s most moody employee and probably the only one to ever cross an ND Miata with an Isuzu Vehicross. He founded CNBC’s Car Reviews section during his sophomore year and has been writing about cars ever since.