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New Lexus LX570 Review
The all-new 2008 Lexus LX is a true luxury vehicle first and foremost, with advanced safety, comfort and quality features. It's a big, heavy vehicle that can tow big loads, haul heavy cargo, and transport people and gear across great distances in comfort. It uses the same heavy frame and stout powertrain as the Toyota Land Cruiser. Like the Land Cruiser, the Lexus LX 570 is designed for extraordinary versatility and an unusual combination of utility and luxury. But with the Lexus, luxury comes first. Designed for a different kind of use, the LX offers a number of qualities and features that the Land Cruiser does not. These include technological advances such as active headrests, wide-view monitors, adaptive front headlights, and an active damping suspension control system. The Mark Levinson audio system is a Lexus exclusive, and the interior is built using a higher level of materials and finish. The Land Cruiser is better equipped for rigorous off-road use; the LX570, also highly capable, has running boards and other conveniences that would become vulnerable in rugged terrain. The LX 570 is aimed more at the luxury car owner who occasionally needs guaranteed control on a snowy road leading to a ski resort, or safe traction on the graded dirt road leading to a ranch house or mountain fishing lodge. The ability to haul boats or horse trailers up to 8500 pounds makes this the most capable SUV offered by Lexus. Safety features are on a par with the best luxury sedans. Especially relaxing to drive on long trips, the LX is also equipped with a brace of thoughtful features to make around-town driving and parking more convenient. The Lexus LX competes with the Cadillac Escalade, Range Rover, and the Mercedes GL550. The group is similar in many ways, with similar operational characteristics, but the LX caters to the distinctly American addiction to torque even more studiously than the others. Powered by a 5.7-liter V8, the LX makes most of its power early in the rev range.
The 2008 Lexus LX comes as one model, the LX 570. The standard package includes a very long list of comfort and convenience features, combined with extensive engineering and safety systems. Highlights include 20-inch wheels; power rear door and tailgate; Class 4 towing hitch; moonroof; heated power outside mirrors; roof rack; programmable garage door opener; 115V outlet in rear cargo area; power door locks with anti-lock-out feature; wide-view front and side mirror; 10-way power driver seat; three-position memory driver seat; eight-way power front passenger seat and heated front seats. The standard audio system is Lexus Premium Audio, which includes digital AM/FM tuner with auto-reverse cassette; in-dash 6CD changer to support MP3 and other digital files; MP3/iPod input plug; digital sound processing (DSP) with seven-channel, 312-watt output; nine speakers; and automatic sound leveling. The optional DVD rear-seat entertainment system ($1990) requires the Technology Package, which includes the 19-speaker, 450-watt Mark Levinson Surround Sound audio system, with Lexus Link and Hard Disc drive CD/DVD/DVD video ($4200). Safety features include 10 airbags, anti-rollover dynamics; tire pressure monitor system; active traction control (A-TRAC); vehicle stability control (VSC); rain-sensing wipers; adaptive front lighting (AFS); brake assist; hill-start assist control (HAC); multi-terrain anti-lock braking system (ABS); electronic brake-force distribution (EBD). The optional Pre-Collision System (PCS) is packaged with adaptive cruise control ($2850).
The Lexus LX 570 is visibly wider and taller-looking than the previous-generation LX 470, which it replaces. The design theme deliberately combines powerful, utilitarian design cues with smooth, sophisticated elements to create a balanced tension between the two. The taller hood line, broad mirrors, pronounced wheel arches and wide stance combine to suggest a more muscular character. From the side, smooth convex side panels and flowing sheetmetal integrate the running boards. A bold front grille, mounted at headlamp-level, emphasizes size and strength, and minimizes the bumper, which flows smoothly around the wheelwells. Combination head and tail light clusters are used to emphasize state-of-the-art technical qualities, which include adaptive front lights and high-intensity LED tail lights. Use of chrome as an accent is selective and restrained. To our eye, the package looks bigger than it is, and more sophisticated, without being garish. In actual fact, the LX is almost exactly the same size, or maybe a tad more compact, than its European competitor, the Range Rover. While not as distinctive as the Range Rover, the Lexus design strikes us as clean and timeless in a uniquely Japanese way. The LX has become a technology showcase for Lexus. It is the first Lexus to offer a wide-view front and side monitor system for hard-to-see areas, and incorporates the new Adaptive Radar Cruise Control and Pre-Collision System. Cameras are located inside the grille and side view mirrors, and the radar antenna is located behind the Lexus emblem in the front grille. All Lexus vehicles are assembled in Japan. The LX is assembled at the Yoshiwara plant, which was revised and revamped to produce the new 570, and the engines are produced at the Tahara manufacturing facility, where the LS sedans are produced. In all, the finished vehicles are inspected three times, testing for such qualities as quietness, steering wheel feel, color matching and door sound accuracy.
Interior Features
The cabin of the Lexus LX reflects Japanese ideas of simplicity, strict attention to detail, and functionality as a form of luxury. There are two interior decor options to choose from; black woodgrain trim with medium-gray leather, or ivory leather with dark brown walnut trim. We found both tastefully attractive, without being overdone, and consistent with Japanese design sensibilities. We're told the wood is California Walnut. Certainly, the detail work on the leather, trim panels and dash area is in keeping with Lexus standards. Semi-Analine leather is used on the seats and trim, a grade that has the benefit of consistent color characteristics. Stitching on the seats is conspicuously uniform and stands up to focused inspection. Chrome accents on the dash are used judiciously. Features and controls consistent with high-end luxury sedans are built into the cockpit area, which is designed with a minimum of clutter. This is partly accomplished by mounting the phone, navigation, and audio controls on the steering wheel, as well as control for the information display that selects trip information. The instrument panel is built around two large brightly lit dial gauges, speedometer and tachometer. Between the two are four smaller dials for fuel, coolant temperature, voltage, and oil pressure. An information display box, activated from the steering wheel, can show outside temperature, current MPG, MPG since refueling, cruise range, miles driven since start, and tire pressures. The display also shows height setting and warning messages as they apply. Again, visual simplicity is achieved, remarkably so, given how much information the instruments convey. The front seats are roomy, supportive and widely adjustable. The driver's seat adjusts 14 ways, and the passenger seat 12 ways, including lumbar support. The center console lids function as armrests, and can be extended to work with different driving positions. Taller drivers will appreciate that front leg room is a priority. There is almost 43 inches of legroom at the front, with generous shoulder and hip room. With the moonroof, headroom exceeds 38 inches for the first two rows. One test driver in our group, who is six feet, eight inches tall, asked for just a tad more head room. For drivers any shorter than that, we'll wager there is ample space. One of our favorite features, keyless entry, unlocks all 5 entry points when the driver touches a door or tailgate. So long as the key fob is somewhere on your person, Bluetooth proximity sensors unlock the car automatically. There is also a remote engine start option for those who would appreciate heat or air conditioning to raise or lower the interior temperature of the car prior to entry. Built into the interior are 10 airbags as standard equipment. Front-seat occupants are protected by two-stage main airbags, two side airbags, and two knee airbags. A roll-sensing curtain airbag is designed to protect all three rows, and the second-row passengers also have separate seat-mounted side airbags. Standard child seat latches are incorporated in the second row. All eight seats throughout the cabin have three-point seatbelt systems. Another Lexus safety system, active headrests, is standard on the front seats. In the event of a rear-end collision, the headrests automatically tilt forward to limit the chance of whiplash injuries. Like a lot of large SUVs, entry into the cabin does require a big first step. We tended to use the sturdy grab handles to swing up and into the front. Third-row entry is made easier by use of a touch-and-tumble seat on the right side. It's still a bit of a crawl for adults to move into the back, but the rear seating area is surprisingly accommodating, at least for two adults. There are seatbelts and headrests for three, but in real life, the third row will seat three adults best if the middle passenger likes to cuddle. Interior comfort and control systems have been re-engineered from the ground up. Two- and three-zone climate control systems are common in large cars and SUVs these days, but the Lexus LX has separate climate controls for four zones, so people in the first and second rows can dial in their own air flow volume and temperature. To further increase precision in interior microclimates, there are a total of 28 vents distributing air flow. The blower has seven levels, and a micro dust and pollen filter conditions the incoming air. The navigation system is new. The screen is powered by the fifth-generation satellite-based operating system, which offers English, French and Spanish language audio and display. The navigation systems from Toyota and Lexus have recently been among the best. XM traffic radio, which selects the least crowded route to a destination, is available, as is the Mark Levinson audio system. The Levinson option provides an upgrade equal to any automotive audio we know of; the Mark Levinson systems are among the cleanest sounding available. The hard drive disc offers 13.9 gigabites for music storage, playable through 19 speakers that, combined, generate true surround sound. The system is compelling and memorable. Anyone with doubts about potential for sound quality in an SUV should bring their favorite DVD, get in the LX, and turn it up. The LX is versatile enough to carry people, or cargo, or a mix of both. The bias is toward carrying people, and keeping them comfortable. But for those occasions when bulky cargo is the order of the day, the rear interior seats fold out of the way to create 83.1 cubic feet of cargo area. The rear hatch opens using the key fob; the tailgate opens manually via a lever on the top of the tailgate. Cargo lift height is about average for a vehicle of this size. For groceries or other everyday uses, the 15-cubic-foot area behind the third row is sufficient. The third-row seats split 50/50 and stow against the side of the cabin, creating 41 cubic feet. Although that arrangement supplies less room, we like folding away the seats better than removing them altogether, which is the drill on some competing vehicles. Removing heavy seats is not a fun job for dad, and having loose seats kicking around the garage, taking up space and getting in harm's way is a nuisance.
On the move, the 2008 Lexus LX 570 is smooth, quiet and untroubled. The higher seating position permits long-range forward visibility, keeping occupants and passengers above the flow of ordinary traffic, and eye-ball-to-eyeball with full-size trucks. The commanding view, combined with the lack of noise and vibration, combine to create the sensation of a protected cabin, and a sense of well being. The LX moves out readily at part throttle, creating the sensation of power in reserve. The engine is an advanced 5.7-liter V8 shared with the Tundra pickup truck and Land Cruiser SUV. It's built for torque, and it produces a lot of it, 403 pound-feet, early in the rev range. More than 90 percent of the torque is available before 2200 rpm, so most of the time the engine is loafing along with very low effort, which adds to the quiet, untroubled manner the LX conveys on the move. This ability to provide power without spinning the engine faster gives the LX a different character than the Cadillac Escalade or Land Rover Range Rover, which produce their peak torque at higher rpm levels. The new six-speed transmission has a very low first gear, complementing the engine's torque with enhanced mechanical leverage. The net effect, once again, is low effort in ordinary driving. At higher speeds, the six-speed offers a double overdrive combination, with a sixth-gear ratio of just 0.588. This very tall cruising gear allows for quiet, effortless cruising. At 2000 rpm, our test unit indicated a speed of 72 mph. At speeds over 75 mph we were able to detect some wind noise coming from the mirrors, but thanks to careful noise isolation work, the powertrain is not the source of noise or vibration until much higher speeds are demanded. Top speed is electronically limited to 137 mph. As you might expect with a four-wheel-drive of this considerable heft, the LX remains composed and relaxed even at speeds well beyond the recommended norm on America's superhighways. In bad weather, the LX really comes into its own, with a torsen limited-slip center differential biasing torque to maximize traction. Drawing from its Land Cruiser heritage, the LX has the guts of a true 4x4. The four-wheel-drive system has four modes, actuated by a toggle switch on the center console. It's possible to lock the center differential in high range or low range, or leave it open in either range. Normally, most people will be operating in the unlocked, high range mode, which should deliver the best mileage. When there are patches of ice or water on the road, locking the center differential helps maintain grip as individual wheels encounter slippery surfaces. When the going gets really bad, such an ice storm or if deep mud blocks the path, locking the center differential and using low range would supply maximum balance to move forward without getting stuck. Unlike the iconic 4x4 Land Cruiser, the LX does not offer locking differentials, relying instead on electronic traction control (A-TRAC) to prevent wheelspin. Our (considerable) experience with A-TRAC is that it provides enhanced traction and off-road capability sufficient for any unplanned event, and then some. The Toyota Land Cruiser, with available electronic lockers, might be better suited for those who expect to use their SUV as a 4x4 recreation vehicle, but both vehicles have multi-terrain ABS, which works at low speeds on-road or off, and both vehicles have Crawl Control. Crawl Control is designed for use on steep downhill trails when control is the highest priority. It holds back the vehicle, making sure the speed is appropriate to the steepness of the terrain, so all the driver has to do is steer. The LX suspension supplies a mix of ride quality and cornering capability consistent with other large, multi-passenger luxury vehicles. Some vehicles in this class use air bag suspensions, but in the LX coil springs are used on all four corners, supplemented by an active variable damping system that controls body pitch and dive. The combination is effective. We noticed the LX squats very little upon hard acceleration, the front stays level when we got on the brakes, and in general, the vehicle stayed composed during spirited driving. The level of damping is selectable. It's possible to select Sport, Normal, and Comfort damping via a switch on the dash, which allowed us to tune ride quality depending on the road surface. We think we would operate on Comfort for highway driving, and Sport if we were faced with a mountain road with a lot of side-to-side transitions. The difference between Normal and Comfort was not apparent to us as we drove, but the difference between Sport and Comfort was definitely discernable. Unless you drive a truck regularly, parking and maneuvering any big SUV will take some practice. Driving the LX, we found that the hood is tall, making it hard to keep track of the right front corner in particular. Rear visibility is compromised by headrests and sheer height. On the LX, the problem is made easier in two ways. First, steering at slow speeds requires very little effort, and second, visibility is enhanced by new electronic systems. One such system uses wide-angle cameras located in the front grille and passenger-side mirror to give the driver an enhanced view along the front and side of the vehicle by projecting images of these blind spots on a split-screen display. Another system uses ultrasonic sensors to warn of contact with objects around the front, rear and corners of the vehicle when parking. We found that, with these systems operating simultaneously, even a driver who normally operates a smaller car can park and maneuver the LX in close quarters with accuracy and confidence. They all work together intuitively; it just takes a little patience. The LX is built with the strong brakes a capable hauler requires. They include large ventilated disc rotors with multi-piston calipers, enhanced by numerous active safety systems. These include Brake Assist (shortening stopping distances in emergencies), all-terrain ABS, and Electronic Brake Force Distribution to balance braking on slippery surfaces. We towed an 8500-pound trailer for an hour or so with the new LX 570 and found the engine and transmission had no trouble hauling the load up hills, as we expected. The downhill side is often the bigger challenge, as both brakes and transmission are part of what it takes to maintain control. We found that the transmission will downshift on its own, from sixth to fifth gear then to fourth gear, to enhance engine braking and fuel economy. The uphill/downhill shift logic seems flawless, responding to very slight tip-of-the-toe throttle inputs. But for those times when manual control seems called for, there is a sequential shift mode that gives the driver this control. All Lexus vehicles offer a Pre-Collision System (PCS), including the LX. It's integrated with the optional Dynamic Radar Control, which at $2850 is a fairly pricy option. However, PCS is an innovative safety system that is enabled by the use of radar. With the Pre-Collision System, the car's radar can determine if a crash is unavoidable. If that ever becomes the case, the system tightens up the seatbelt, increases brake sensitivity and applies maximum braking force when the driver touches the brake. By reducing the speed at impact, and positioning the occupants, PCS allows all the other built-in safety systems to work better. According to Lexus engineers, scrubbing off just a little speed at the last second can be enough to save lives. While you don't want to crash at 35 mph, it's better than crashing at 55 mph.
Stylistically less pretentious than the competition, the all-new 2008 Lexus LX 570 still offers power, unique luxury features, and exceptional capability on and off the road. Lexus build quality should assure long-term value.
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Model Lineup
The 2009 Lexus LS lineup includes the LS460 ($61,000) and the longer LS460L ($71,000). The hybrid-powered LS 600h will be introduced later in the model year. Options include satellite navigation with Bluetooth, XM satellite radio with real-time traffic display, Mark Levinson 19-speaker, 450-watt sound system and 30-gigabyte hard drive, a pre-collision system, dynamic radar cruise control, advanced parking guidance system, Lexus Link, power trunk opener/closer, a Comfort Package, and a Comfort Plus Package. Four different rear-seat packages are available for the 460L. Safety is a primary consideration for luxury car buyers, and the LS460 fairly drips with safety equipment, from eight standard air bags to ABS (anti-lock brakes), electronic brake assist, ESP (electronic stability program), adaptive front lighting that turns corners, and tire pressure monitoring. With the optional two-seat rear compartment, there is an additional air bag in the mix, and there are more safety options, including a pre-collision system that moves seats to a neutral position, closes the windows and sunroof, and tightens belts when the computers detect an impending collision.
Walkaround
Lexus designers have given their latest three models a new look. The recently redesigned Lexus ES, IS, and GS feature a look designers refer to as L-finesse, with much more attention paid to aerodynamic considerations that ultimately lead to improved high-speed stability, quieter operation, and better highway fuel mileage. As the flagship, the new, 2009 Lexus LS460 gets the most finesse of any of the L-finesse designs thus far. Its lines flow smoothly from its amazingly complex, crystal-like headlamp units, under the car, up over the roof and around the mirrors, with a short trip over the tiny rear deck to the integrated rear spoiler. After all that detail work on the exterior, they gave the car a drag coefficient of 0.26, tied with the best in the industry for a four-door sedan.
Interior Features
To climb into the left front seat of the 2009 Lexus LS460 is to climb into the future of luxury cars. The seats are gloriously comfortable, and they are 16-way adjustable for travel and rake and tilt (12-way on the passenger side), with a three-way memory system for each front seat. All models come with perforated leather seats, with the option of semi-aniline leather with the Luxury Package option. The seat bolsters are just wide enough to retain your torso without trapping your torso or intruding on comfort. The front seats are climate-controlled on the standard car, with heated rear seats added to the L version. Optitron is the name used by Lexus to describe its electroluminescent gauges and displays, and they are lit by bright white LEDs for excellent readability, day or night. Almost all of the needles illuminate, dominated by the large tachometer and speedometer needles. Every single switch on the car is lighted for ultimate convenience. A new thin-film-transistor (TFT) multi-information color display delivers as many as 13 information and setting displays during driving. New four-spoke tilt-and-telescope leather-and-wood steering wheels (heated on the uplevel versions) feature redundant controls for audio, information, cruise control, radar cruise control option, telephone, and a new brake-hold feature. To use the brake-hold feature, just come to a stop, push down the brake pedal, touch the button on the steering wheel, and the brakes stay on regardless of vehicle attitude until you touch the gas pedal. The center stack of controls is beautifully integrated, as is every single piece of interior trim, and though there are lots of buttons, they are clearly marked in large type and lighted, so there will be little confusion after a couple of drives. The navigation display is large and bright, and the graphics are crisp and sharp. An auxiliary input is provided for MP3 players, such as the Apple iPod. The standard sound system is a 276-watt, 10-speaker system that sounds wonderful until you try the optional Mark Levinson system, which we think is the single best automotive sound system on the market. The new Lexus LS is a big, roomy and comfortable luxury sedan, with generous interior dimension and 18 cubic feet of trunk space, enough for four sets of golf clubs. The 460L version offers more room of course, and the option of a luxurious rear-seat setup with two reclining heated bucket seats, a cool box, sunshades, additional climate ducting, and dual-zone rear HVAC control. Yet another configuration, the executive class seating package, adds a folding table and a right rear seat with a built-in ottoman section, shiatsu massager, an extra air bag, and a rear roof-mounted 9-inch DVD screen and two sets of wireless headphones. No car manufacturer this side of a $350,000 Maybach offers this kind of rear-seat setup.
Driving Impressions
The 2009 Lexus LS460 is fast, smooth, quiet and efficent. It weighs 4245 pounds and its engine is substantially smaller than those used by its German competition. Yet it can get from rest to 60 mph in a mere 5.4 seconds, and it's good for 27 mpg highway. But acceleration is only a tiny part of the story here, and the engine is only a part of that. This is the first car in the world with a computer-controlled eight-speed automatic transmission, a transmission that offers great acceleration with nearly imperceptible upshifts and downshifts, manual or automatic shift control, and that great highway mileage in eighth gear overdrive.Moving off from rest with authority and acceleration seems like child's play for the LS460. The engineers tell us that almost every part of the car, especially the engine, transmission and driveline, have been designed and then checked again and again for quietness, smoothness and balance. We found the LS460 very, very quiet and nearly vibration-free. It seems much quieter than the competition, whether at 30 mph or 130 mph, its regulated top speed. The electrically powered steering system is transparent. It doesn't feel any different than hydraulically powered steering, and it has progressive assist that decreases with speed. If you order the optional air suspension or the entire Touring package of suspension, tires, wheels, brakes and brake pads, you get variable gear-ratio power steering instead, giving the system the latitude between 2.5 and 3.6 rotations of the steering wheel. Without the Touring package, the ride and handling are exemplary, but with it, there is a whole new level of sportiness about the LS460, so we recommend it highly. Like everything else on, in or under the LS460, the brakes have been improved, and now they are fully electronically controlled, working with all of the other computers on the car to determine speed, steering angle, throttle angle, yaw angle and all the other inputs to determine how much brake force to put at each individual wheel, rain, snow or sunshine. They, too, feel perfectly normal and extremely powerful. The Touring package will get you a set of spiral-fin ventilated discs on the long-wheelbase version.
Summary
Completely redesigned, the all-new 2009 Lexus LS460 is surely the quietest, most serene luxury-class sedan that's been built so far. It offers an excellent combination of comfort, space, silence, and features. It's also the most electronics-intensive luxury car we've ever experienced, and if it weren't a Lexus, that would give us pause. But it is Lexus, and it promises to be as bulletproof and trouble-free as all of its predecessors. If you like silent, obedient transportation with lots of room, and you can afford the price, it's the one to have.
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The all-new 2009 Lexus LX is a true luxury vehicle first and foremost, with advanced safety, comfort and quality features. It's a big, heavy vehicle that can tow big loads, haul heavy cargo, and transport people and gear across great distances in comfort. It uses the same heavy frame and stout powertrain as the Toyota Land Cruiser. Like the Land Cruiser, the Lexus LX 570 is designed for extraordinary versatility and an unusual combination of utility and luxury. But with the Lexus, luxury comes first. Designed for a different kind of use, the LX offers a number of qualities and features that the Land Cruiser does not. These include technological advances such as active headrests, wide-view monitors, adaptive front headlights, and an active damping suspension control system. The Mark Levinson audio system is a Lexus exclusive, and the interior is built using a higher level of materials and finish. The Land Cruiser is better equipped for rigorous off-road use; the LX570, also highly capable, has running boards and other conveniences that would become vulnerable in rugged terrain. The LX 570 is aimed more at the luxury car owner who occasionally needs guaranteed control on a snowy road leading to a ski resort, or safe traction on the graded dirt road leading to a ranch house or mountain fishing lodge. The ability to haul boats or horse trailers up to 8500 pounds makes this the most capable SUV offered by Lexus. Safety features are on a par with the best luxury sedans. Especially relaxing to drive on long trips, the LX is also equipped with a brace of thoughtful features to make around-town driving and parking more convenient. The Lexus LX competes with the Cadillac Escalade, Range Rover, and the Mercedes GL550. The group is similar in many ways, with similar operational characteristics, but the LX caters to the distinctly American addiction to torque even more studiously than the others. Powered by a 5.7-liter V8, the LX makes most of its power early in the rev range.
The 2009 Lexus LX comes as one model, the LX 570. The standard package includes a very long list of comfort and convenience features, combined with extensive engineering and safety systems. Highlights include 20-inch wheels; power rear door and tailgate; Class 4 towing hitch; moonroof; heated power outside mirrors; roof rack; programmable garage door opener; 115V outlet in rear cargo area; power door locks with anti-lock-out feature; wide-view front and side mirror; 10-way power driver seat; three-position memory driver seat; eight-way power front passenger seat and heated front seats. The standard audio system is Lexus Premium Audio, which includes digital AM/FM tuner with auto-reverse cassette; in-dash 6CD changer to support MP3 and other digital files; MP3/iPod input plug; digital sound processing (DSP) with seven-channel, 312-watt output; nine speakers; and automatic sound leveling. The optional DVD rear-seat entertainment system ($1990) requires the Technology Package, which includes the 19-speaker, 450-watt Mark Levinson Surround Sound audio system, with Lexus Link and Hard Disc drive CD/DVD/DVD video ($4200). Safety features include 10 airbags, anti-rollover dynamics; tire pressure monitor system; active traction control (A-TRAC); vehicle stability control (VSC); rain-sensing wipers; adaptive front lighting (AFS); brake assist; hill-start assist control (HAC); multi-terrain anti-lock braking system (ABS); electronic brake-force distribution (EBD). The optional Pre-Collision System (PCS) is packaged with adaptive cruise control ($2850).
The Lexus LX 570 is visibly wider and taller-looking than the previous-generation LX 470, which it replaces. The design theme deliberately combines powerful, utilitarian design cues with smooth, sophisticated elements to create a balanced tension between the two. The taller hood line, broad mirrors, pronounced wheel arches and wide stance combine to suggest a more muscular character. From the side, smooth convex side panels and flowing sheetmetal integrate the running boards. A bold front grille, mounted at headlamp-level, emphasizes size and strength, and minimizes the bumper, which flows smoothly around the wheelwells. Combination head and tail light clusters are used to emphasize state-of-the-art technical qualities, which include adaptive front lights and high-intensity LED tail lights. Use of chrome as an accent is selective and restrained. To our eye, the package looks bigger than it is, and more sophisticated, without being garish. In actual fact, the LX is almost exactly the same size, or maybe a tad more compact, than its European competitor, the Range Rover. While not as distinctive as the Range Rover, the Lexus design strikes us as clean and timeless in a uniquely Japanese way. The LX has become a technology showcase for Lexus. It is the first Lexus to offer a wide-view front and side monitor system for hard-to-see areas, and incorporates the new Adaptive Radar Cruise Control and Pre-Collision System. Cameras are located inside the grille and side view mirrors, and the radar antenna is located behind the Lexus emblem in the front grille. All Lexus vehicles are assembled in Japan. The LX is assembled at the Yoshiwara plant, which was revised and revamped to produce the new 570, and the engines are produced at the Tahara manufacturing facility, where the LS sedans are produced. In all, the finished vehicles are inspected three times, testing for such qualities as quietness, steering wheel feel, color matching and door sound accuracy.
Interior Features
The cabin of the Lexus LX reflects Japanese ideas of simplicity, strict attention to detail, and functionality as a form of luxury. There are two interior decor options to choose from; black woodgrain trim with medium-gray leather, or ivory leather with dark brown walnut trim. We found both tastefully attractive, without being overdone, and consistent with Japanese design sensibilities. We're told the wood is California Walnut. Certainly, the detail work on the leather, trim panels and dash area is in keeping with Lexus standards. Semi-Analine leather is used on the seats and trim, a grade that has the benefit of consistent color characteristics. Stitching on the seats is conspicuously uniform and stands up to focused inspection. Chrome accents on the dash are used judiciously. Features and controls consistent with high-end luxury sedans are built into the cockpit area, which is designed with a minimum of clutter. This is partly accomplished by mounting the phone, navigation, and audio controls on the steering wheel, as well as control for the information display that selects trip information. The instrument panel is built around two large brightly lit dial gauges, speedometer and tachometer. Between the two are four smaller dials for fuel, coolant temperature, voltage, and oil pressure. An information display box, activated from the steering wheel, can show outside temperature, current MPG, MPG since refueling, cruise range, miles driven since start, and tire pressures. The display also shows height setting and warning messages as they apply. Again, visual simplicity is achieved, remarkably so, given how much information the instruments convey. The front seats are roomy, supportive and widely adjustable. The driver's seat adjusts 14 ways, and the passenger seat 12 ways, including lumbar support. The center console lids function as armrests, and can be extended to work with different driving positions. Taller drivers will appreciate that front leg room is a priority. There is almost 43 inches of legroom at the front, with generous shoulder and hip room. With the moonroof, headroom exceeds 38 inches for the first two rows. One test driver in our group, who is six feet, eight inches tall, asked for just a tad more head room. For drivers any shorter than that, we'll wager there is ample space. One of our favorite features, keyless entry, unlocks all 5 entry points when the driver touches a door or tailgate. So long as the key fob is somewhere on your person, Bluetooth proximity sensors unlock the car automatically. There is also a remote engine start option for those who would appreciate heat or air conditioning to raise or lower the interior temperature of the car prior to entry. Built into the interior are 10 airbags as standard equipment. Front-seat occupants are protected by two-stage main airbags, two side airbags, and two knee airbags. A roll-sensing curtain airbag is designed to protect all three rows, and the second-row passengers also have separate seat-mounted side airbags. Standard child seat latches are incorporated in the second row. All eight seats throughout the cabin have three-point seatbelt systems. Another Lexus safety system, active headrests, is standard on the front seats. In the event of a rear-end collision, the headrests automatically tilt forward to limit the chance of whiplash injuries. Like a lot of large SUVs, entry into the cabin does require a big first step. We tended to use the sturdy grab handles to swing up and into the front. Third-row entry is made easier by use of a touch-and-tumble seat on the right side. It's still a bit of a crawl for adults to move into the back, but the rear seating area is surprisingly accommodating, at least for two adults. There are seatbelts and headrests for three, but in real life, the third row will seat three adults best if the middle passenger likes to cuddle. Interior comfort and control systems have been re-engineered from the ground up. Two- and three-zone climate control systems are common in large cars and SUVs these days, but the Lexus LX has separate climate controls for four zones, so people in the first and second rows can dial in their own air flow volume and temperature. To further increase precision in interior microclimates, there are a total of 28 vents distributing air flow. The blower has seven levels, and a micro dust and pollen filter conditions the incoming air. The navigation system is new. The screen is powered by the fifth-generation satellite-based operating system, which offers English, French and Spanish language audio and display. The navigation systems from Toyota and Lexus have recently been among the best. XM traffic radio, which selects the least crowded route to a destination, is available, as is the Mark Levinson audio system. The Levinson option provides an upgrade equal to any automotive audio we know of; the Mark Levinson systems are among the cleanest sounding available. The hard drive disc offers 13.9 gigabites for music storage, playable through 19 speakers that, combined, generate true surround sound. The system is compelling and memorable. Anyone with doubts about potential for sound quality in an SUV should bring their favorite DVD, get in the LX, and turn it up. The LX is versatile enough to carry people, or cargo, or a mix of both. The bias is toward carrying people, and keeping them comfortable. But for those occasions when bulky cargo is the order of the day, the rear interior seats fold out of the way to create 83.1 cubic feet of cargo area. The rear hatch opens using the key fob; the tailgate opens manually via a lever on the top of the tailgate. Cargo lift height is about average for a vehicle of this size. For groceries or other everyday uses, the 15-cubic-foot area behind the third row is sufficient. The third-row seats split 50/50 and stow against the side of the cabin, creating 41 cubic feet. Although that arrangement supplies less room, we like folding away the seats better than removing them altogether, which is the drill on some competing vehicles. Removing heavy seats is not a fun job for dad, and having loose seats kicking around the garage, taking up space and getting in harm's way is a nuisance.
On the move, the 2009 Lexus LX 570 is smooth, quiet and untroubled. The higher seating position permits long-range forward visibility, keeping occupants and passengers above the flow of ordinary traffic, and eye-ball-to-eyeball with full-size trucks. The commanding view, combined with the lack of noise and vibration, combine to create the sensation of a protected cabin, and a sense of well being. The LX moves out readily at part throttle, creating the sensation of power in reserve. The engine is an advanced 5.7-liter V8 shared with the Tundra pickup truck and Land Cruiser SUV. It's built for torque, and it produces a lot of it, 403 pound-feet, early in the rev range. More than 90 percent of the torque is available before 2200 rpm, so most of the time the engine is loafing along with very low effort, which adds to the quiet, untroubled manner the LX conveys on the move. This ability to provide power without spinning the engine faster gives the LX a different character than the Cadillac Escalade or Land Rover Range Rover, which produce their peak torque at higher rpm levels. The new six-speed transmission has a very low first gear, complementing the engine's torque with enhanced mechanical leverage. The net effect, once again, is low effort in ordinary driving. At higher speeds, the six-speed offers a double overdrive combination, with a sixth-gear ratio of just 0.588. This very tall cruising gear allows for quiet, effortless cruising. At 2000 rpm, our test unit indicated a speed of 72 mph. At speeds over 75 mph we were able to detect some wind noise coming from the mirrors, but thanks to careful noise isolation work, the powertrain is not the source of noise or vibration until much higher speeds are demanded. Top speed is electronically limited to 137 mph. As you might expect with a four-wheel-drive of this considerable heft, the LX remains composed and relaxed even at speeds well beyond the recommended norm on America's superhighways. In bad weather, the LX really comes into its own, with a torsen limited-slip center differential biasing torque to maximize traction. Drawing from its Land Cruiser heritage, the LX has the guts of a true 4x4. The four-wheel-drive system has four modes, actuated by a toggle switch on the center console. It's possible to lock the center differential in high range or low range, or leave it open in either range. Normally, most people will be operating in the unlocked, high range mode, which should deliver the best mileage. When there are patches of ice or water on the road, locking the center differential helps maintain grip as individual wheels encounter slippery surfaces. When the going gets really bad, such an ice storm or if deep mud blocks the path, locking the center differential and using low range would supply maximum balance to move forward without getting stuck. Unlike the iconic 4x4 Land Cruiser, the LX does not offer locking differentials, relying instead on electronic traction control (A-TRAC) to prevent wheelspin. Our (considerable) experience with A-TRAC is that it provides enhanced traction and off-road capability sufficient for any unplanned event, and then some. The Toyota Land Cruiser, with available electronic lockers, might be better suited for those who expect to use their SUV as a 4x4 recreation vehicle, but both vehicles have multi-terrain ABS, which works at low speeds on-road or off, and both vehicles have Crawl Control. Crawl Control is designed for use on steep downhill trails when control is the highest priority. It holds back the vehicle, making sure the speed is appropriate to the steepness of the terrain, so all the driver has to do is steer. The LX suspension supplies a mix of ride quality and cornering capability consistent with other large, multi-passenger luxury vehicles. Some vehicles in this class use air bag suspensions, but in the LX coil springs are used on all four corners, supplemented by an active variable damping system that controls body pitch and dive. The combination is effective. We noticed the LX squats very little upon hard acceleration, the front stays level when we got on the brakes, and in general, the vehicle stayed composed during spirited driving. The level of damping is selectable. It's possible to select Sport, Normal, and Comfort damping via a switch on the dash, which allowed us to tune ride quality depending on the road surface. We think we would operate on Comfort for highway driving, and Sport if we were faced with a mountain road with a lot of side-to-side transitions. The difference between Normal and Comfort was not apparent to us as we drove, but the difference between Sport and Comfort was definitely discernable. Unless you drive a truck regularly, parking and maneuvering any big SUV will take some practice. Driving the LX, we found that the hood is tall, making it hard to keep track of the right front corner in particular. Rear visibility is compromised by headrests and sheer height. On the LX, the problem is made easier in two ways. First, steering at slow speeds requires very little effort, and second, visibility is enhanced by new electronic systems. One such system uses wide-angle cameras located in the front grille and passenger-side mirror to give the driver an enhanced view along the front and side of the vehicle by projecting images of these blind spots on a split-screen display. Another system uses ultrasonic sensors to warn of contact with objects around the front, rear and corners of the vehicle when parking. We found that, with these systems operating simultaneously, even a driver who normally operates a smaller car can park and maneuver the LX in close quarters with accuracy and confidence. They all work together intuitively; it just takes a little patience. The LX is built with the strong brakes a capable hauler requires. They include large ventilated disc rotors with multi-piston calipers, enhanced by numerous active safety systems. These include Brake Assist (shortening stopping distances in emergencies), all-terrain ABS, and Electronic Brake Force Distribution to balance braking on slippery surfaces. We towed an 8500-pound trailer for an hour or so with the new LX 570 and found the engine and transmission had no trouble hauling the load up hills, as we expected. The downhill side is often the bigger challenge, as both brakes and transmission are part of what it takes to maintain control. We found that the transmission will downshift on its own, from sixth to fifth gear then to fourth gear, to enhance engine braking and fuel economy. The uphill/downhill shift logic seems flawless, responding to very slight tip-of-the-toe throttle inputs. But for those times when manual control seems called for, there is a sequential shift mode that gives the driver this control. All Lexus vehicles offer a Pre-Collision System (PCS), including the LX. It's integrated with the optional Dynamic Radar Control, which at $2850 is a fairly pricy option. However, PCS is an innovative safety system that is enabled by the use of radar. With the Pre-Collision System, the car's radar can determine if a crash is unavoidable. If that ever becomes the case, the system tightens up the seatbelt, increases brake sensitivity and applies maximum braking force when the driver touches the brake. By reducing the speed at impact, and positioning the occupants, PCS allows all the other built-in safety systems to work better. According to Lexus engineers, scrubbing off just a little speed at the last second can be enough to save lives. While you don't want to crash at 35 mph, it's better than crashing at 55 mph.
Stylistically less pretentious than the competition, the all-new 2009 Lexus LX 570 still offers power, unique luxury features, and exceptional capability on and off the road. Lexus build quality should assure long-term value.
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2008 Lexus GX 470 Low Prices, Lease Payments From $599/mo! FleetRates.com 1-888-831-8080
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Overview
The 2008 Lexus GX470 gets fresh styling on the outside and new trim inside. Based on the Toyota 4Runner, the GX combines superior off-road capability with Lexus luxury and quality. For 2008, Lexus revised the styling to give the GX a richer, more mature exterior appearance. Changes for 2008 include a dark metallic grille, red-and-clear taillights, a liquid graphite finish for the wheels, and bright-metal door handles and roof rack side rails. Darker wood trim lends a more upscale look to the interior for 2008. The last complete redesign was for the 2003 model year. For 2007, Lexus updated the GX 470's optional rear-seat DVD system with a 9-inch wide-format screen. The optional navigation system offers voice activation and enhanced display features. An input jack for iPods and other audio devices comes standard. The optional Mark Levinson Premium Audio offers DVD capability and can play MP3/WMA-formatted CDs. Everyone, from rear-seat passengers to the driver, can watch a movie on one of the screens, including the navigation screen when parked. Inside, the GX 470 is roomy, quiet and comfortable, with an optional third-row seat that expands capacity to eight. Its cabin is swathed in leather and walnut. An overhead-cam V8 and smooth five-speed automatic transmission provide sufficient power for towing, trail-bashing, or carving corners on a coastal highway. Power is provided by a 4.7-liter V8, rated 263 horsepower and a substantial 323 pound-feet of torque, driving through a five-speed automatic transmission. Underneath, the GX 470 has body-on-frame construction like commercial or military trucks, with a solid rear axle and serious four-wheel drive features such as a locking center differential and two-speed transfer case. Its full-time four-wheel drive features electronic traction control (A-TRAC) and automatically dispatches torque to the tires with the best grip. An electronic system called Downhill Assist Control (DAC) helps the GX 470 safely negotiate slippery inclines, while Vehicle Stability Control helps steady the GX 470 in slippery turns. We've found the Lexus GX 470 highly capable in rugged terrain. Its electronic features make unskilled drivers look like experienced off-road pilots while enabling experienced off-road drivers to go even farther. In short, the GX 470 can go just about anywhere its driver is willing to point it. Its rugged design means it holds up well when punished repeatedly over rough roads, good for drivers who frequent the backcountry or launch boats over rugged terrain.
Model Lineup
The 2008 Lexus GX 470 is offered in a single, well-equipped trim level ($47,315). Standard features include leather upholstery, power heated seats, a wood and leather-wrapped steering wheel and shift knob, rain-sensing wipers, automatic dual-zone climate control, HomeLink universal transmitter, an 11-speaker stereo with six-CD changer, rear-seat audio with remote control and headphones, a glass sunroof, illuminated running boards, and a 115V AC power outlet in the cargo area. The standard wheels are 17-inch alloys wearing 265/65HR17 tires. The optional Kinetic Dynamic Suspension System ($1,750) enhances on-road handling without compromising off-road capability. A Sport Package ($1,800) combines KDSS with smoked front and rear light bezels, a chromed exhaust tip, and dark graphite finish on the wheels and roof rack. Inside, dark graphite trim is added to the center console and instrument panel, and the standard brown walnut wood trim is replaced by black bird's-eye maple. The carpet is black, too, instead of the standard gray or ivory. The optional navigation system ($3,250) includes a Mark Levinson audio upgrade, Bluetooth wireless technology that links compatible cellular telephones to the GX for hands-free communication, and a reverse-camera system to help spot objects (and children) behind the vehicle. Options include a third-row seat combined with rear air conditioning ($485); a rear-seat entertainment system with two headphone sets ($1,650); and a tow-hitch bracket ($50). Lexus Link ($900), which comes with a one-year subscription, combines GPS satellite and cellular phone technology to connect the driver to a concierge desk 24 hours a day, 365 days a year. Roadside assistance, stolen vehicle tracking and remote door unlocking are among the services provided. The system automatically dispatches emergency services if you press a panic button, or if the airbags are deployed and you fail to respond to the operator's call. Safety features that come standard include advanced front airbags, side-impact airbags for the front seats (for torso protection in a side impact), and side-curtain airbags (for head protection in a side impact or rollover). Three-point seatbelts are provided for each seating position, and the front belts are equipped with pretensioners and force limiters to help minimize seatbelt-related injuries. A tire pressure monitoring system comes standard. We recommend getting Lexus Link for its safety benefits. The GX 470 has the latest electronic control systems, including four-wheel traction control, Vehicle Stability Control (VSC), a Torsen limited-slip center differential, and Adaptive Variable Suspension with adjustable height control.
Walkaround
The Lexus GX 470 looks big and brawny. It doesn't seem excessively long on the outside, but it does look tall, especially from the rear, in part because of the vertically oriented tail lamps and other design cues. From the rear it looks tippy, which is unfortunate because it's anything but. The GX 470 shares its basic five-door body shell with the Toyota 4Runner. Unique rear quarters give the Lexus a different visual personality, however. It looks cleaner and more contemporary, a bit more like a tall station wagon compared to the carefully calculated rugged-truck look of the 4Runner. Unique grilles and bumpers distinguish the two vehicles and give them their respective Lexus and Toyota identities, but a more careful examination reveals that they are more alike than different. Details add visual richness to the GX 470. These include its peaky hood and grille combination, along with its nicely integrated body-colored bumpers, fender flares and side moldings. Massive headlamps and those complex, high-mounted tail lamps define its corners. Of the trim changes made for 2008, the new dark-metallic finish on the grille seems to make the least difference. More noticeable is the darker finish on the wheels, which somehow makes the spokes look slimmer. Turning down the brightness on the wheels has allowed Lexus to turn it up on the door handles and roof rack without making the GX look over-decorated. The overall change is subtle, and whether or not it's an improvement is a matter of personal preference. The new taillights are contoured the same as before, but the formerly orange portion at the top has been replaced by a small clear window for reverse and turn-signal functions. The Lexus GX 470 interior is trimmed in rich leather and new brown walnut trim. The woodgrain is darker and richer on 2008 models, an improvement over the orangey tone on 2007 models. The GX 470 is roomy and well finished, with large, comfortable seats and lots of elbow room. The materials are excellent. Tall side windows afford a good view out, making the cabin seem airy. All controls are right where we expect them to be, and everything is clearly labeled. All of the gauges and instruments are large and easy to read, with simple graphics shared by other Lexus products. Switches and controls are large, straightforward, elegantly designed and easy to operate. The GX is a space-efficient vehicle. The second row bench seat is roomy, comfortable and easy to get into. It splits 60/40 for versatility and folds flat. A family of four with a big dog will feel right at home. The third row, if ordered, can seat eight, sort of. The third row is suitable for children, but it's nearly hopeless for adults. On the positive side, the rear air conditioning included with the third seat allows separate temperature adjustment for third-row kiddies and dogs. Split 50/50, the third-row seat can be folded up out of the way or removed and stored. The cargo bay offers 13 cubic feet of storage behind the third row. It can be expanded in steps to more than 77 cubic feet by folding or removing the lightweight third-row seats, then folding the second row. This compares well with other current models in the class. The 2009 Mercedes-Benz M-Class offers 72.4 cubic feet, the BMW X5 offers just 62 cubic feet. Unfortunately, the GX 470's cargo door opens from the left side, awkward in the U.S. when unloading curbside at the airport. The navigation system, introduced for 2007, includes voice recognition that allows the driver to enter a destination by voice command. The screen features a high-resolution, 800x480-pixel display in 32,000 colors. Maps and roads are shown with 3-D shadow effects, and the system can even display graphic representations of buildings in selected cities. System functions include multiple route calculation, route preview, simplified highway-junction graphics and a dual-map screen option. Text can be displayed in English, Spanish, or French. The navigation system integrates Bluetooth wireless technology. When using a compatible phone, Bluetooth allows the driver to transfer phone books to the nav system and make calls through its touch-screen panel or voice commands. The backup camera (included with navigation) displays what's directly behind the GX 470 on the seven-inch nav screen when reverse is engaged. Beyond helping the driver to avoid backing over obstacles, such as a tricycle left in the driveway, it's also useful when parking in tight spaces. It's also a valuable safety feature because it can help the driver spot a child behind the vehicle when backing up. The standard audio system includes an auxiliary input jack. The Mark Levinson audio option turns the GX 470 into a concert hall on wheels, with 14 speakers and 240 watts of power. The Panasonic rear-seat entertainment system ranked highest in overall customer satisfaction in a 2005 J.D. Power and Associates study, and it' been upgraded since then with a 9-inch wide-screen display. The high-resolution screen lowers from the headliner. Front-seat passengers can watch a DVD on the navigation screen with the Mark Levinson audio system, but only when the vehicle is in Park.
Driving Impressions
The Lexus GX 470 is a smooth, comfortable SUV for everyday driving, and it offers some of the best off-road capability in the luxury class. Its array of onboard electronics is top-drawer, and all systems work in concert to increase the GX 470's capability and the driver's confidence. The 4.7-liter V8 delivers world-class smoothness and quiet. At highway cruising speeds it's barely audible. The GX 470 is no slouch in the performance department, in spite of its 4,871-pound curb weight. It's capable of full-throttle sprints from 0 to 60 mph in about 8.1 seconds, with a nice V8 intake roar to go with the rush. Toyota's sophisticated electronic VVT-i (for Variable Valve Timing with intelligence) improves efficiency and response at all engine speeds. VVT-i also helps the GX 470 run cleaner, earning the government's stringent ULEV-II (Ultra Low Emissions Vehicle) rating. Peak horsepower is 263 at 5400 rpm; torque tops out at 3400 rpm and 323 pound-feet. That's strong torque for towing. If you're pulling anything up to its limit of 6,500 pounds, this truck will handle it with ease. Fuel economy is impacted by all this capability. EPA estimates are 15/19 mpg City/Highway. And while the GX 470 will run on unleaded regular, Lexus recommends 91 octane (or higher) premium fuel for optimum performance. The five-speed automatic transmission offers quicker response and better gearing than a traditional four-speed automatic. Like the engine, the transmission is very smooth. The GX 470 handles well for a body-on-frame truck with a live rear axle. Like many truck-based SUVs, it feels heavy and ponderous, but it's never a chore to drive in the daily grind. Variable-ratio rack-and-pinion steering makes the steering quick and light in parking situations, but smoother and heavier on the highway, so it never feels over-assisted or darty. As a result, the GX 470 feels solid and well-planted at highway speeds. The adaptive suspension, which comes standard, continuously changes the shock absorber damping at each wheel individually in response to road surface conditions and speed as well as steering and braking inputs from the driver. Four driver-selectable settings are available to tailor the system to driver preferences or situations. You might want to use the softest setting for a bumpy boulevard, for example, then switch to a firm setting for driving down a winding rural road. We did this and it works well. The system automatically increases shock absorber stiffness in transitional maneuvers. It also reduces dive under hard braking and squat under hard acceleration. Air springs in the rear can raise rear ride height in rugged terrain or lower the rear end when loading cargo. Ride quality is also remarkably refined for a truck with a live rear axle. Road vibration and pavement undulations get through, but they are damped. We found the Comfort setting produced a cushy feel, though it's no magic carpet ride as you can still feel the suspension reacting to bumps. Switching all the way to the Sport setting makes the bumps feel more pronounced, making for a less comfortable ride, but more responsive cornering. The optional Kinetic Dynamic Suspension System provides more roll stiffness when needed for crisp handling response, without an increase in spring rate over bumpy roads. In other words, you get better handling without sacrificing ride quality. The system disengages the stabilizer bars for rugged, off-highway conditions, allowing more suspension travel and articulation to help the GX 470 step over obstacles. Lexus claims the system has been proven in World Rally Championship competition, which is another way of saying it's the real deal, not a fragile gadget. The brakes are superb. They have a nice feel and are easy to modulate for smooth stops in everyday driving. The brake rotors are large, and all four discs are ventilated for long life and fade-free performance. (Most trucks use ventilated discs only on the front wheels.) Anti-lock brakes (ABS) help the driver maintain steering control in a panic stop. Electronic Brake-force Distribution (EBD) distributes the optimum brake force between front and rear wheels to achieve shorter stopping distances and more stable braking. Brake Assist can help the driver use the full potential of the brakes in panic stops by maintaining pressure on the brake discs even if the driver makes the mistake of relaxing pressure on the brake pedal. Off road, there's enough brake pedal travel to allow precise modulation, crucial when negotiating obstacles at low speeds. Drive too fast into a slippery corner or make an emergency lane-change maneuver and the technology on the Lexus GX can help you out. Vehicle Stability Control helps improve control and lateral traction while cornering on dry or slippery road surfaces. The system helps the driver keep the GX on the intended path by reducing power or applying the brakes to individual wheels. This system can help prevent a skid or reduce the chance of sliding off the road. Full-time four-wheel drive is standard. The heart of the system is a locking Torsen (torque-sensing) center differential and electronic Active Traction Control (A-TRAC) that continuously apportions torque between the front and rear axles, automatically directing power to the wheels that can best use it. In normal highway conditions, power is split 40/60 percent front/rear, meaning the front wheels are providing 40 percent of the driving force. If the rear wheels spin, the differential can change the ratio to 53/47, sending more power to the front wheels. When cornering, the system sends more power to the rear wheels (29/71 percent) to improve tracking around curves. It's a great system. The bottom line is secure traction and balanced handling in all types of conditions and situations. Downhill Assist Control (DAC) makes it easier to negotiate steep, slippery slopes: Once activated, take your feet off the pedals and the GX slowly walks down the incline using the ABS and active traction control to keep the vehicle pointed in the intended direction. Touch the brake or the gas to slow down or speed up, then take your feet off the pedals again and the system resumes control to help maintain a slow, steady descent. It's a great feature that anyone can use after one lesson. It even works in Reverse, in case you have to back down a hill and try again. Meanwhile, Hill-Start Assist Control helps keep the GX 470 from rolling back while starting on a steep incline.
Summary
The Lexus GX 470 is a good choice for buyers who want luxury, build quality and off-road capability. It's smooth and powerful on the road and can go nearly anywhere off the pavement. The cabin is trimmed in quality materials and features good ergonomic function. It's roomy and comfortable and can accommodate up to eight people when equipped with the optional third-row seat. Plus, there's the Lexus reputation for quality, durability and reliability. If your driving takes you off the pavement or deep snow is part of your annual driving, the Lexus GX 470 is an excellent choice. If fuel economy is more important, a crossover such as the Lexus RX might be a better choice.
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Overview
The 2008 Lexus GS makes its mark with sense as well as speed, restraint as well as luxury. Although it's easy to think of it as an alternative to an Audi, BMW or Mercedes-Benz, the Lexus GS embraces an entirely different set of values. Lexus itself has promoted the phrase "L-finesse" to define its way of crafting an automobile, an example of market-speak that gets right to the heart of the 2008 Lexus GS. This sport sedan is meant to be dynamic, yet free of gimmicks. It is meant to combine precision with lavish, luxurious appointments. It is meant to deliver a high standard of automotive performance, yet be easily intuitive to drive. Amazing examples of automotive technology are included as standard equipment, yet the driver is never aware of them. The Lexus GS does everything you ask, and ye