Lexus LX VS Toyota Land Cruiser Prado

This Lexus feels tighter and better controlled than previous iterations on sealed surfaces, but it’s still a big rig so it’s no surprise when body roll continually creeps in, with this hefty SUV revealing wallowing tendencies even at optimal ride height. 

The suspension set-up – adjustable dampers, double wishbones at the front, a four-linkage rigid axle at the rear, stabiliser bars front and rear – irons out any major issues, but, even with consistent support from the adaptive variable suspension, it’s not perfect.

Steering is light and precise and adds to this posh 2690kg beast’s overall feeling of low-key composure.

This is a very nice cabin in which to spend time as NVH (noise, vibration and harshness) levels are kept to a minimum.

As mentioned earlier, the drive modes include normal, eco, sport and each adjusts throttle response, engine outputs, and gearshifts to suit the driver and the driving conditions.

Now for a few on-road niggles…

The brake pedals feel too spongy in their action – from stomp to stop – but the ventilated disc brakes front and rear do manage to wrench the Lexus to a controlled halt when needed.

The V6 and auto work well together, and though that transmission remains a smooth shifter, 10 gear ratios still seem like too many to me but, alas, that’s the way of the world.

To the off-road portion of this test…

The LX500d is a great open-road tourer but it does reveal some flaws when it comes to 4WDing – but more about those later.

As well as its robust mechanicals, the Lexus has off-road-capable Cruiser underpinnings with dirt-biased tech thrown into the mix as well. 

There’s plenty of glass around so driver-to-track visibility is fine, steering feels light but takes on a clinical precision during low-speed, low-range 4WDing.

And ‘clinical’ is exactly how the Lexus continues to feel off-road – with multi-terrain select driving modes offering auto, dirt, sand, mud, deep snow, and rock options; with a multi-terrain monitor and panoramic view helping you ‘see’ everywhere on the track; with active height control helping you to lift the vehicle’s body in order to improve off-road angles at the push of a button; and don’t forget about downhill assist control, hill-start assist, crawl control, and off-road traction control.

The danger is that – with so much tech working away at making everything so easy and safe – the driver feels completely removed from the off-road experience. The LX500d isn’t the only culprit, not by a long shot; most of the current crop of off-road vehicles are increasingly offering a sanitised, hyper-controlled version of 4WDing rather than the visceral experience many of us know and love. I’m old and grumpy, sue me.

Our test vehicle has all-season Dunlop Grandtrek 265/50R22 112V tyres, which are fine for sealed surfaces, but they’re not at all suited to the demands of low-range 4WDing in tough conditions, even more so on these 22-inch rims.

Unbraked towing capacity is 750kg, braked towing capacity is 3500kg. The LX500d has a gross vehicle mass (GVM) of 3280kg and a gross combination mass (GCM) of 6780kg.

It has a full-size spare tyre and that’s mounted under the rear cargo area.

There’s no doubt the Prado has some niggling issues but none of them manage to compromise the driving experience. It is head and shoulders above the vehicle it replaces and a perfect complement to the bigger 300 Series.

Immediately I noticed the light steering in the car park. This is the first LandCruiser product ever with electronic power-assisted steering (funny Toyota managed to hang on longer than Lotus).

No longer are you lumbering an over-sized tiller through your hands when zig-zagging between trees, the new 3.24 turn lock-to-lock system is light, accurate and makes the Prado instantly agile. 

And yet when cruising pockmarked NT roads at the posted 130km/h speed limit there’s no dead-zone and plenty of heft off-centre to smoothly deal with crosswinds and cambers.

The other benefit is massively reduced kickback on high-speed dirt roads and when crawling over rocks. There really are no drawbacks here.

Despite its roughly brick-shaped frontal area the Prado manages to cut its way quietly through the air with no whistling mirrors or trim pieces. The eight cabin mount cushions have been revised to further eliminate suspension feedback in the driver’s seat. 

Braking is strong with improved four-piston front calipers clamping 354x32mm ventilated front rotors and single piston sliders wrapped around 335x20mm ventilated rear discs. 

The ride is superb with passive dampers and 18-inch alloys as on GX, GXL and Altitude. Excellent bump absorption meets a confident posture through high-speed corners. On dirt, the Prado deals with surprise drainage ditches and pot holes beautifully with no more than a dull thud reaching occupants.

With adaptive dampers, the 20-inch alloy-wheeled VX and Kakadu have five on-road drive modes instead of three: 'Eco', 'Comfort', 'Sport', 'Sport S+' and configurable 'Custom'. In Comfort, low-speed plushness is next level with almost friction-free travel over speed humps and knobbly rocks. 

Things can get busy on really bumpy roads at 100km/h-plus in Comfort, so it’s best to trade some of that lush travel for Normal’s increased body control. Sport and Sport S+ make the dampers firmer and transmission more aggressive, though this doesn’t suit the Prado’s long-legged charm. 

Toyota has hit the nail on the head for on-road dynamics and comfort, then, but what about capability on rough tracks and trails?

The basics are all present and accounted for. All Prados have permanent four-wheel drive, a low-range transfer case and locking centre differential.

Activating off-road aids is easy with switches all gathered near the gearshift on the centre console and they’re faster than ever — low-range engages in about two seconds and the centre differential now locks 24 per cent faster, says Toyota. 

With track width increased by 79mm up front and 83mm at the rear and the longer wheelbase, the new Prado is more stable, too. A winding access road through Kakadu National Park with unsighted bends, bumps and mud-splashes highlighted the poise of the chassis and precision of steering, all inspiring huge confidence in the Prado’s abilities. 

The four-link live rear axle remains with coil springs all-around remains but a newly-developed double wishbone front suspension with a longer stroke, greater caster and aluminium knuckles adds 10 per cent more front wheel articulation. 

Approach angle improves to 31 degrees but departure drops to 17 degrees and wading depth is 700mm. While the 210mm ground clearance saw our GXL scratch its underbelly on a termite nest, the higher-riding VX, Altitude and Kakdu have a bit more breathing room at 221mm. 

With a 30 per cent stronger body and frame, the local engineers who worked on the new Prado’s development claim the lack of locking rear diff in GXL and VX doesn’t impact the capability of the new 4WD. The main snag we noticed was the departure angle. 

The GX and GXL get 'Downhill Assist Control' (DAC, high-range) and the clever 'Crawl Control' system (low-range) that works as an off-road cruise control, of sorts.

Using the drive mode select wheel, the speed of the car can be controlled without worry of bouncing around on the throttle or brake. Unlike the old system, the ABS pump is really quiet.

Adaptive damper-equipped trims and the Altitude get the latest iteration of Toyota’s well-regarded multi-terrain select. In high-range you can select 'Auto', 'Mud', 'Sand', 'Dirt' and 'Deep Snow' and in low range Auto, Mud, Sand and 'Rock', all of which augment traction control and response for the various conditions. 

A mogul control program makes the ride smoother on bumpy terrain while the new 360-degree and terrain-view cameras show a feed from beneath the body to avoid nasty rocks.

The biggest challenge was dished out to the Altitude off-road flagship, with no GR Sport (at least for now). Equipped with all-terrain tyres, a locking rear differential (that actuates in just 0.15 seconds) and an electronic front stabiliser disconnect system that adds another 10 per cent front axle articulation, the Altitude absolutely cruised up, around and back down the rocky outcrop. We’ll need to find a bigger challenge. 

The Altitude can be tricked up even further with Toyota genuine accessories, including a roo bar (with body colour option) and integrated winch. We’ll be sampling one early next year on our well-known off-road loop, so stay tuned to see how it compares to other rivals.

For now, what is impressive isn’t necessarily how far you can take the Prado on tricky terrain, but how calm and relaxed it feels eating up rough conditions.