2021 Fiat Ducato vs 2023 Lexus LX

What's the difference?

The latest Fiat Ducato, in MWB MR configuration with optional nine-speed auto, is a competent competitor in the 3501-8000kg GVM segment. Its class-leading two-tonne-plus payload rating would have considerable appeal for those who need to carry exceptionally heavy loads and we couldn’t find any major flaws in its design and performance. However, the warranty is short and there are niggling issues in terms of driver comfort, which if addressed would increase the Ducato’s appeal.

The Lexus LX500d is a genuine seven-seater with impressive levels of refinement, comfort and even off-road capability.

The interior borders on being chintzy and it’s price-tag is the wrong side of bloody expensive, but there's no denying this Lexus is packed with stuff.

It’s more city than country, more bling than bush tourer – it’s like a tarted-up 300 Series – but that’s absolutely fine for the people who buy these.

I wouldn’t blame anyone for cross-shopping a Toyota LandCruiser 300 Series with this – and then opting for the 300 Series! For one thing, you’ll save a stack of cash.

The MWB MR's front-wheel drive chassis rides on a 3450mm wheelbase with 12.5-metre turning circle. It’s 5413mm long, 2050mm wide and 2539mm tall, so like numerous van rivals in this GVM class it can’t access shopping centre and underground carparks which typically have a 2.2-metre height limit.

Underpinnings are simple and rugged, combining coil-spring strut front suspension with a leaf-spring rigid-tube rear axle that’s well designed for heavy load-carrying, with compressible rubber cones between body and axle that provide a second stage of support. There’s also four-wheel disc brakes, power-assisted rack and pinion steering and ample hard-wearing black plastic protecting the most vulnerable areas of the bodywork from scrapes and dents.

A sealed steel bulkhead separates the cabin from the cargo bay, insulating driver and passengers from load area noise and doubling as a robust cargo barrier. Its sliding window is ideally positioned to allow the driver or passenger to make a quick over-shoulder glance to check that their load is secure. Leg room for the centre passenger is unusually generous, even for tall adults, which would be appreciated by a crew of three.

Interestingly, the rear barn-door windows are heated but there are no wiper/washers fitted. At first this appeared to be an oversight, but having driven the Ducato in heavy rain we were surprised at how spray-free the rear screens remained and how clean they were afterwards.

Our only gripes are that the driver’s left footrest is so short you can only rest your toes on it. It’s a shame the excellent full-length one that resides in the passenger footwell (which of course is the driver’s footwell in LHD models) can’t migrate across the cabin for RHD versions. Driver comfort would be further improved with more rake adjustment in the base cushion.

The small 5.0-inch infotainment screen also makes it difficult to see much detail in the vision provided by the reversing camera. The optional 7.0-inch screen would be an improvement here, but is only available as part of the Comfort and Tech Pack.

In firmly keeping with its target market, the LX500d is a premium-looking SUV.

This is a big unit and everything is slick and in-your-face impressive. Inside and out this Lexus looks a lot like a tarted-up LandCruiser 300 Series that’s been on a recent cycle of steroids. 

The optional 22-inch alloy wheels (part of the $5500 Enhancement Pack, as mentioned above) add to the overall look. 

The interior is a tasteful blend of woodgrain, leather accents, soft-touch surfaces, plush seating, and even comfortable arm-rests.

The Ducato’s 2060kg kerb weight and 4250kg GVM results in a huge 2190kg payload rating which dwarfs rivals we've tested including the Mercedes-Benz Sprinter, Ford Transit and its Peugeot Boxer sibling. It's also rated to tow up to 2250kg of braked trailer but given that Fiat does not publish a GCM (Gross Combination Mass) number, we can’t confirm if it can tow that weight while carrying a full payload.

The cargo bay, with a competitive 11.5 cubic metres of load volume, has an unprotected load floor that’s 3120mm long and 1870mm wide with 1422mm between the wheel housings. Therefore, it can easily carry two 1165mm-square standard Aussie pallets or three 1200 x 800mm Euro pallets, held in place by eight sturdy load-anchorage points.

There’s also ample forklift access through either the rear barn-doors, which can swing open to 270 degrees with a combined 1562mm-wide opening, or the sliding side doors with their 1250mm-wide openings.

All doors and walls are lined to mid-height and the raised roof cavity allows even tall adults to stand inside without stooping. It also provides a large and very useful storage area over the driver’s cabin, which is ideal for stowing ropes, straps, load-padding etc.

There’s plenty of cabin storage too, with large-bottle holders and two levels of storage bins in each front door. The dashboard offers numerous open storage bins plus small-bottle/cup holders, a glovebox, large overhead map shelf and storage tray under the driver’s seat. The centre seat’s backrest also folds forward to reveal a handy work desk on the back of it, complete with a spring-loaded clip to hold documents in place, a pen holder and two more small-bottle/cup holders.

Everyone is well catered for inside this Lexus, in terms of, well, everything.

The tech is easy to use – it was simple enough to get Apple CarPlay working – and the screens are big: the horizontal 12.3-inch multimedia unit upfront, an 8.0-inch screen (to monitor air-con, air-suspension height, the four-wheel-drive system, and other vehicle information), a head-up display, plus a 7.0-inch touchscreen for rear passengers.

Heating and cooling are via the 'climate concierge' and everyone can keep themselves as comfortably hot or cold as they like with separate controls.

Storage is plentiful with the usual array of door pockets, cupholders, big glove box etc, but there’s also a cavernous centre console (with multiple ways to open the lids) as well as map pockets for the second row, cup-holders in the centre fold-down armrest and even cupholders for the third row.

The Lexus has a Qi wireless charger as well as front and rear USB-C charging ports – one upfront, two in the second row, and two in the third row – so that should keep any whinging about devices to a minimum – but, knowing kids, it probably won’t. 

There’s also a 12V DC socket (front and rear) and a 220V socket in the rear cargo area.

Power-adjustable seats upfront make life easy for the driver and front passenger and these pews are as good as what I’d imagine a massage chair is like. Even the second row is on the right side of plush, but the third row is not quite there.

Second-row passengers have their own air con and entertainment controls, and there’s also an HDMI port.

The moon roof – an Enhancement Pack inclusion – is power-adjustable and allows plenty of welcome natural light in through the top.

In terms of packability, the Lexus LX500d has a claimed 174L (VDA) of cargo space when seven seats are in use; 982L when five seats are being used (that’s with the power-folding third row stowed flat at the push of a button); and 1871L when all seats are stowed away (the 60:40 folding second-row seats tumble-fold forward), except for the driver and front passenger. 

The boot has a 220V power outlet.

As mentioned the seven-seat Lexus LX500d is the entry-level variant in the Lexus LX line-up. 

The standard features list is comprehensive but, for the sake of brevity, we’ll rattle off only a handful of them including a 12.3-inch multimedia touchscreen (with Apple CarPlay and Android Auto, and Bluetooth), a 25-speaker Mark Levinson sound system, heated and ventilated power-adjustable seats, woodgrain steering wheel trim, 8.0-inch multi-information display, quad-zone climate control, 7.0-inch touchscreen and separate control panel for rear passengers, multi-terrain monitor with panoramic view, and 20-inch alloy wheels.

It also has a digital rear-view mirror, adaptive variable suspension, and active height control with low, normal and two high settings.

The Lexus LX500d retails for $153,091 (excluding on-road costs). Our test vehicle has an optional Enhancement Pack (which includes 22-inch alloy wheels, moonroof, hands-free power boot with kick sensor, $5500) and has been fitted with a towbar ($1545). The total price of this vehicle as tested is $160,136 (excluding on-road costs).

Exterior paint colours include the no-extra-cost 'Onyx' or any of these – 'Liquid Metal', 'White Nova' (F Sport models only), 'Sonic Quartz' (not available on F Sport models), 'Titanium', 'Graphite Black', and 'Khaki Metal' (on our test vehicle) – all of which incur an extra cost.

The all-new drivetrain features Fiat’s latest 2.3 litre four-cylinder turbo-diesel with Multi-Jet 2 electronically-controlled common rail direct injection, variable-vane turbocharging, intercooler and Euro 6-emissions compliance using AdBlue. It produces 130kW at 3500rpm and (in automatic models) 450Nm of torque which peaks at 1500rpm. In case you’re wondering, the red ‘180’ body badges denote European metric horsepower.

The new ZF nine-speed torque converter automatic is a sweet-shifting transmission which Fiat claims is designed to optimise the engine’s torque delivery and fuel economy. It has a sequential manual-shift function if required, which could be useful if hauling big payloads in hilly terrain, but works most efficiently when left alone.

The Lexus LX500d has a 3.3L V6 twin turbo-diesel engine, producing 227kW at 4000rpm and 700Nm between 1600-2600rpm.

It has a 10-speed automatic transmission with manual shift mode, a full-time all-wheel-drive system, low-range transfer case and locking diffs. 

The V6 is impressive and this is a smooth-shifting beast, but there’s a real lazy – not lively – feel to how the engine and auto work.

It’s pretty hefty as well – with a listed 2690kg kerb weight – so the Lexus takes a bit of a wind-up to get going off the mark and during overtaking moves.

Fiat does not publish a combined average consumption figure for the Ducato, but the dash display was claiming 10.2L/100km at the end of our test, which covered almost 300km of which more than a third was with a heavy payload. We also had the auto stop-start function switched off. That consumption figure was very close to our own, calculated from fuel bowser and tripmeter readings, of 10.6L. So, based on our numbers you could expect a real-world driving range of around 850km from its 90-litre tank.

The Lexus LX500d seven-seater has a listed fuel consumption of 8.9L/100km on a combined cycle.

Our actual fuel consumption on this test, from pump to pump, was 13.2L/100km. Note: our test included a lot of low-range 4WDing. 

The LX500d has an 80-litre fuel tank – so, going by that on-test fuel consumption figure, you should be able to get a driving range of about 606km or so. Take off a 30km safe-distance buffer and you have 576km.

There’s a commanding view for the driver thanks to a panoramic windscreen and clear eye-lines to the truck-sized door mirrors. There’s also reasonable but cluttered vision through the central rear-view mirror, which is partly obscured by the centre seat’s headrest.

The cabin bulkhead is effective in all but eliminating cargo bay noise and engine/wind noise volume is commendably low even on the highway. The highest audible intrusion at those speeds comes from the front tyres, which is acceptable on smooth bitumen surfaces but increases on coarser grades.

Its leather-rimmed steering wheel is nice to use and thanks to the driver’s door moulding and fold-down in-board armrest, there’s evenly balanced elbow support to relieve strain on the neck and shoulders.

The engine and nine-speed auto transmission are well matched, providing energetic performance when prodded and crisp, decisive shifting. Long-legged highway gearing allows 100km/h at 1500rpm (which is also bang on maximum torque) and less than 1700rpm at 110km/h. Ride quality when empty or lightly loaded can get bouncy on bumpy roads, which is not unexpected from suspension with a two-tonne-plus payload capacity.

Our main criticism is insufficient rake adjustment in the driver’s seat base cushion. There’s not enough angle available to stop the driver sliding forwards, requiring constant repositioning that becomes tiring after a while. More rake in the base cushion, combined with a decent-sized left footrest, would solve this issue.

Also annoying is the audible lane-departure warning, which is too loud and sounds like you’re being zapped by a ray-gun in an old sci-fi movie if you step out of line. A less confronting warning would be welcome.

The Lexus is a refined and comfortable vehicle on sealed surfaces.

It’s 5100mm long (with a 2850mm wheelbase), 1990mm wide (with a 1675mm wheel track, front and back), 1895mm high, and it has a 2690kg kerb weight.

The woodgrain steering wheel feels nice in the hands but even though the Lexus feels tighter and more controlled than the previous-gen – its body-on-frame structure has shed some kegs – this is a hefty rig so it’s no real surprise that body roll remains pronounced – it always tends to wallow 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 – is aimed at keeping things under control, and it certainly irons out any major issues, but it’s not perfect, even ably supported by adaptive variable suspension.

The brake pedals feel spongy, taking some time to ‘bite’, but the ventilated disc brakes front and rear did pull the Lexus to a controlled stop when I did a “watch out for that roo!” emergency-braking move.

And while, by its very nature, it may not be a very dynamic SUV to drive, its low-key composure makes up for that.

The gutsy V6 and auto work well, if lazily, together, and while that transmission is enough of a smooth shifter, 10 gear ratios seems like overkill to me.

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

It’s quiet inside – very quiet – and there’s no issues with vibration or harshness levels either.

Among its many tech-based attractions, the digital rear-view mirror is a handy touch.

This is a great open-road touring vehicle but with some flaws when it comes to adventuring off-road.

Our test vehicle is shod with Dunlop Grandtrek 265/50R22 112V tyres and these all-season tyres are fine for sealed surfaces, but they’re not up to low-range 4WDing in tough conditions, even more so on these 22-inch rims, as we found out during a few hours at our 4WD testing ground.

The Lexus has Cruiser-like off-road-capable underpinnings with top-layer dirt-focussed tech as well. 

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

And ‘clinical’ is how the Lexus feels off-road – not always in a good way either. Like many contemporary tech-heavy off-roaders nowadays, it’s almost so good that you’re in danger of feeling entirely removed from the actual process of driving.

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 that you usually wouldn’t be able to see 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 the list goes on. 

That’s not forgetting downhill assist control, hill-start assist, crawl control, and off-road traction control.

Don’t get me wrong: high-tech is great because anything that helps maintain safe forward progress out bush or while beach driving is awesome but, Great Odin’s raven, it’d be great if the tech onslaught stops now. As if that’s going to happen.

If you’re looking to tow with your Lexus, listen up: unbraked towing capacity is 750kg, braked towing capacity is 3500kg. It has a gross vehicle mass of 3280kg and a gross combination mass of 6780kg. There you go.

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

The Lexus does not have an ANCAP safety ratings as it has not been tested yet.

Safety features include 10 airbags (driver and front passenger: front, knee, side; rear: side), AEB with pedestrian detection and daytime cyclist detection, front and rear parking sensors, reversing camera with rear camera washer, adaptive cruise control, road sign assist, blind spot monitor with rear cross traffic alert, tyre pressure warning system, and more.

Buying a Lexus gives you three-year access to Lexus Connected Services including (SOS) emergency calls, automatic collision notification, and stolen vehicle tracking.

Three years/200,000km warranty looks undercooked compared to the five years/unlimited km offered by some rivals. Scheduled servicing, though, is excellent for hard-working vans at 48,000km/12 months whichever occurs first. Five years of Fiat Professional servicing, based on a total distance of 240,000km, equals $6756.99 or an average of $1351.40 per year.

The Lexus LX500d has a five-year/unlimited-kilometre warranty.

Capped-price servicing applies for three years. Servicing is set at six month/10,000km intervals with each appointment costing $595 over that period.

Lexus Encore Platinum benefits – including valet parking and on-demand vehicle loans – are standard for new Lexus owners.