[Ahmad Pervez]

Ahmad Pervez

April 26, 2008 at 3:10 pm #50

Lexus LX 570 2008 Review.

Far From being a Re-badged Land Cruiser,
The LX has excellent off-Road Manners and A Style All Its Own

The next-generation Toyota Land Cruiser debuted in these Lands last November, and as you probably could’ve guessed, that meant that an all-new Lexus equivalent would be making an appearance soon afterward. And while it’s assembled at the same Toyota Auto Body plant in Yoshiwara, Japan, as the Land Cruiser, the new LX 570 full size SUV is not merely a repackaged Toyota. With its own exterior sheet metal, ultra-lux interior trim, and some trick new suspension technology, the LX deserves to be treated as a force in its own right.
Those familiar with the new LC and Tundra pickup will recognize the LX 570’s basic mechanicals: 5.7L iForce V-8 rated at 383 hp and 403 lb-ft for this platform, AB60 six-speed automatic, and JF2A two speed full-time transfer case with 2.62:1 low-range. The really big news, however, can be found beneath the frame-rails, where an all-new independent A-arm front/four-link rear suspension system utilizes Lexus-exclusive computer-managed hydraulics to lift and lower the vehicle as much as 3 inches on demand (depending on drive mode; it raises automatically in 4-Lo), and to re-tune spring rates and shock damping on the fly; total wheel travel is claimed at 9 inches in front, 10 inches in the rear. The new system is said to reduce body lean by as much as 30 percent at road speeds via diagonally linked shock chambers-and while we can’t vouch for that figure (road feel and lateral stability seemed just a tad spongy on pavement, even in “Sport” mode), the new suspension struck us as far more responsive, and much quicker to react, to undulating terrain at trail speeds than the older (and still quite good) electromechanical Kinetic Dynamic system it replaces. Despite our best efforts to cross up the new LX on some steep and deep-rutted two-tracks, it was much more difficult for us to lift a tire off the ground than we would’ve guessed for a vehicle of this type.
Another good reason for the adjustable-height suspension: the LX’s front and rear overhangs are considerable, and even at max suspension height, approach and departure angles-at 27 and 23 degrees, respectively-wouldn’t seem exactly optimal for serious off-road work.
On the other hand, with a Torsion center diff-lock, triple skid-plates (oil pan, transfer case, and fuel tank), twin tow hooks up front, and solenoid-driven Crawl Control, the Lexus is certainly not un-equipped for the trail, and with all this technology-as well as a claimed fording depth of 28 inches and a max side-hill angle of 43 degrees-the LX will happily tackle a lot of trails that most vehicles in this class can only dream about. As with the Land Cruiser, the Crawl Control ultra-low speed-holding system is loud and rattly, and it’ll shake the seat of your pants (but thankfully not the well-isolated steering). It also, however, in-disputably works, so just think of it as the automotive equivalent of one of those Black Leather Magic Finger things you used to find in many of Dubai’s many malls, and enjoy the occasional lower-back massage while you’re crawling. And you don’t even need to feed it any Dirham too.

The 570’s interior envelops the driver in a sea of quality materials, with leather and walnut accents and the trademark polished wood steering wheel. The center stack and console are a bit cluttered with all sorts of computer-whiz bang switchgear, but with the Mark Levinson 10-speaker stereo to soothe your savage beast, who’s complaining?
The DOHC 5.7L iForce V-8, rated at 383 hp and 403 lb-ft of torque in the Lexus, runs a full roller valve train and dual independent variable valve timing. Estimated fuel mileage is 12 in the city, 18 on the highway.
The front- and side view fish-eye cams are handy for evading unseen road hazards such as bikes, pedestrians, and tire-biting mutts. It’s also an “indoor spotter” of sorts, convenient for picking a good line over rough terrain.
The LX is also set up to work with a 9.5-inch solid rear axle sourced from the Tundra pickup, standard auxiliary transmission and steering-box coolers, and seven-pin connector for the Class IV rear hitch; tow rating is a claimed 8,500 pounds, and while there’s no integrated trailer brake controller offered, the LX comes already pre-wired for one. We spent an hour towing a twin-axle flatbed loaded with some 8,000 pounds of weights, and while the 5.7L labors slightly under initial throttle, cruising speeds are easy to maintain once achieved, and the Lexus’s superior brakes-which tend to be a bit grabby under normal conditions-showed predictable amounts of fade and were easy to modulate. We also appreciated having the backup warning camera to aid in lining up the boat-hitch with the trailer tongue-we don’t tow too often, but even we were able to get it right the first time.
And of course, inside, the LX offers a quiet and seductive blend of leather and walnut trim, along with a mind-boggling array of pushbuttons and toggles to control the drive modes, suspension, Crawl Control, airbag disable, roll stability, the diff-lock, the traction control, and so on. The Nerds among us will doubtless be delighted, and all that switchgear does take a bit of time to get acquainted with, but anyone familiar with current Toyota truck interiors won’t find the LX’s cockpit layout hopelessly un-recognizable.
The new LX wasn’t available in time for our 2008 Four Wheeler of the Year test last February, so we’ll include it in our field for 2009. As impressed as we were with its sister Land Cruiser, we’d have to admit, upon first impression that Lexus seems to have dialed up the LX’s Trail Quotient a notch above the new Cruiser’s. And yes, it sports a sticker price that reflects its abilities.
What’s Hot:
Impressive adjustable suspension; strong-pulling V-8; handy front- and side view cameras; flowing body lines; hey, it’s still got a low-range gear!

What’s Not:
Shake, Rattle, & Crawl Control; mega-electronics require a slightly steep learning curve; iffy approach and departure angles; Price.Price.Price.

Our Take:
Not your typical full size luxo-ute, the new LX is far more capable in the rough stuff than you’d imagine-and it’ll make you look mighty good getting there, too.
Quick Specs
Vehicle/model : 2008 Lexus LX 570
Base price : From Dhs.330,000.00
Engine : 5.7L DOHC V-8
Max Hp & Torque (Lb-Ft) : 383/403
Transmission : AB60F six-speed automatic
Transfer case : JF2A full-time two-speed
Low-range ratio : 2.62:1
Frame type : Boxed steel
Suspension, f/r : Electro-hydraulic IFS, double wishbones, coil springs, active height control/Toyota 9.5-inch solid axle, electro-hydraulic four-link, trailing arms, coil springs, Pan-hard rod
Ring-and-pinion : 5.83:1
Max crawl ratio : 34.1:1
Steering : Variable power rack-and-pinion
Brakes, f/r : 13.4×1.3-inch vented disc/13.6x.71-inch vented disc
Wheels (tested) : 20×8.5 aluminum alloy
Tires (tested) : 285/50R20 Dunlop PT24 Grand-trek
Wheelbase (in) : 112.2
Length (in) : 196.5
Height (in) : 73.4
Base curb weight (Kgs.) : 2,720.00
Max approach/departure angles (deg.): 27/23
Min ground clearance (in) : 8.9
GVWR (lb) : 7,275
Max cargo volume (cu. ft.) : 83.1
Max towing capacity (lb) : 8,500
EPA mileage figures, city/hwy (mpg) : 12/18
Fuel capacity (gal) : 24.6

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