Lexus Gx550 vs Mercedes-Benz X220

What's the difference?

The new Lexus GX 550 Sports Luxury looks fantastic and has enough mod cons to satisfy a family but it’s not as luxurious as you’d expect from a premium brand and the fuel economy and driving range will turn off some. But if you’re still interested, there’s a lot here that will make you happy and it’s one of the smoothest 4WDs I’ve driven.

The X-Class Pure 4x2 is good, but that's its major problem, because three-pointed stars and their high price tags bring with them a justified expectation of being not just good - but great. If a second-generation X-Class needs to borrow some components again, we hope they're from the legendary G-Wagen next time. In fact,a platform share between X-Class and G-Wagen (like Ranger/Everest or Colorado/Trailblazer etc) would have much greater appeal.

The new GX 550 looks massive and while it shares the same platform as the Toyota LandCruiser 300 series, it doesn't share all of its bulk. They both stand at 1980mm wide but differ on length (5015mm vs 4980mm) and height (1670mm vs 1950mm), respectively.

The new design is fabulously rugged but each body panel looks meticulously crafted and is just the right size. This just means the proportions look right and your eye sort of glides over the big body rather than stopping on any one feature.

But having said that, there are a lot of nice features to focus on, like the long LED headlights and rear strip light, auto-folding side steps, 22-inch alloy wheels and sharply styled rectangular side mirrors.

The tailgate window can also be opened if you need to pop something into the boot but don't want, or have the space, to open the tailgate itself.

The styling takes a minor nose dive once you hit the cabin, though, because it doesn't look as sumptuous as you'd expect in a premium SUV.

I love the utilitarian and military vibe of the vertical dashboard, chunky air vents and relatively small windscreen. It looks great but some trims are plasticky and the touchpoints, while soft, are not Lexus-plush.

However, the technology looks gorgeous with an integrated 14-inch multimedia display and a 12.3-inch digital instrument cluster. The fixed sunroof with its two settings (clear or opaque) is also a lovely feature.

But on a whole, the GX 550's European rivals outclass it with their flashier cabins.

Benz has re-engineered the Navara's steel ladder-frame chassis for greater rigidity and topped it with a restyled body that's 85mm longer and 126mm wider with a new M-B interior. There are also new front suspension components and a new coil-spring multi-link live rear axle assembly with disc brakes, which result in track width increases of 82mm front and 75mm rear (compared to RX Navara 4x2).

These engineering changes, combined with revised springs, shocks, anti-sway bars and steering, result in sure-footed handling with sharp steering response, excellent ride quality and a feeling of solidity that are all X-Class strengths. However, they have also resulted in a hefty 236kg weight gain.

The X-Class Pure 4x2 rides on a 3150mm wheelbase with a 5340mm overall length, 1916mm width and 1839mm height. In comparison to Ford's Ranger, which is considered the 'bigfoot' of Aussie dual cabs, the X-Class is 70mm shorter in wheelbase and 22mm shorter overall, but 56mm wider, 24mm taller and lineball on turning circle at 12.8 metres. So, like the Ranger it's quite a large and imposing vehicle.

Critical rough road credentials include 222mm of ground clearance with 30 degree approach and 25 degree departure angles. Its wading depth of 600mm is better than Amarok (500mm) but considerably less than Ranger (800mm).

It's nice to see sizeable grab handles on the window pillars for front and rear passengers and the driving position is pretty good. However, the Pure's front seats lack sufficient lumbar support and the base cushion (at least the driver's) needs some rake adjustment, as it can feel like you're sliding off the front at times.

For such a sizable vehicle we're surprised by how cramped the rear seating is for taller adults in terms of length and height, with knees touching the front seat backrests and, thanks to the higher 'grandstand' style rear seating, heads touching the roof lining. The rearward location of the B pillar also makes for quite tight entry and exit for those long of limb and large of shoe.

The cabin of the new GX 550 is fairly practical with plenty of head- and legroom in each row (yep, even the third!). When you first hop in, it can feel a big snug on elbow-room but this feeling quickly dissipates.

Despite a 215mm ground clearance, access is pretty good for the front and middle rows due to the wide door apertures and side-steps. Third row access is a bit awkward for an adult but my eight-year old loved scampering back there this week.

The electric front seats are comfortable with their extra functions and I like the way the massage feature extends to the seat cushion as it limits fatigue on longer journeys. However, you sit on top of them rather sink into them which makes it feel a little trucky at times.

The wide middle row has a bench seat that will be comfortable for kids but an adult might get a sore behind on a long trip. The transmission tunnel also compromises foot room for adults but the seat is wide enough to make use of all three top-tether anchor points (there are ISOFIX mounts too).

It was a little bit of an effort to lift my big booster seat into the back because the GX 550 sits so tall but otherwise, there's plenty of room around a child seat for them not to feel like a sardine.

Individual storage is made up of a glove box that fits an owner's manual, a small shelf in the dashboard and a middle console that doubles as a cool box (mini fridge) and can fit up to four cans or bottles in it.

Each row gets four drinkholders and two USB-C ports but the front also enjoys a 12-volt socket and wireless charging pad. There's a 220V domestic plug port in the boot for larger appliances, too.

It's sometimes awkward to use the wireless charging pad because it's easy for your phone to slide around on it and it quite often disengaged from charging.

My son enjoyed all of the other amenities in the middle row, like the reading lights, climate control, two USB-C ports and retractable sunblinds and I applaud carmakers when they position rear directional air vents in the pillars and/or roof. It just makes it so much easier to cool down sweaty kids!

The 14-inch multimedia display has clear graphics and a responsive touchscreen. The layout is easy enough to get used to after spending some time with it and the sat nav is simple to use.

I like that the sat nav directions can be pulled into the 12.3-inch digital instrument cluster and head-up display.

There is a Lexus connected services app, which you get a three-year subscription to. It's easy to connect to the wireless Apple CarPlay and there is also wireless Android Auto.

The system also has Bluetooth and digital radio, which is a delight to use through the 21-speaker Mark Levinson sound system.

The cabin is rounded out by the well-shaped boot which has a massive 1063L of capacity when the third-row is folded. That's been more than enough for my family's needs this week and my German Shepherd was pretty comfy back there, too. The powered tailgate has a kick-function and there is a full-size spare wheel underneath the car.

Deducting the 4x2 Pure's 2046kg kerb weight from its 3200kg GVM would normally equal a payload of 1154kg, but the official payload figure is 68kg under that at 1086kg, which is an extra safety margin should the payload (but not the GVM) be exceeded.

The Pure 4x2's braked towing capacity of up to 3200kg is less than the 4x4 models' 3500kg rating. Even so, its generous 6139kg GCM allows for a substantial 884kg payload while towing its heaviest trailer load, which is impressive.

The load tub is 1581mm long, 1560mm wide and 475mm deep, with 1215mm between the wheel arches ensuring it can carry an 1160mm-square standard Aussie pallet. As mentioned earlier, our test vehicle was equipped with the optional $490 rear window guard frame, which should not only be standard but also have tradie-friendly pivoting load retainers or 'book-ends' on each side for carrying long lengths of timber, PVC pipe, etc.

The test vehicle's adjustable load-securing rail system mounted near the top of the tub (as seen on Navara) works well for securing loads of matching height or more, but there also needs to be four tie-down points in each corner at floor level to secure lower loads as well. The absence of load retainers and floor level tie-down points are glaring omissions for such a work-focused vehicle.

With tradies in mind there's also a lack of cabin storage, limited to bottle holders and storage pockets in each front door, an overhead sunglasses holder and small glove box. The multimedia system's sizeable rotary controller and touch-pad occupy a big chunk of potential storage space in the centre console, which only offers a tiny front storage slot, single cup holder and small rear lidded box (and there's no box if you opt for the 1-DIN audio ports as fitted to our test vehicle).

Rear seat passengers get a bottle holder and smaller storage pocket in each door and the bench seat base pivots upwards to a vertical position if you want some extra internal cargo space. But there are no flexible storage pockets on the front seat backrests and no cupholders. This needs a re-think because you quickly run out of places to store things.

Our test vehicle is as basic as an X-Class can get - the X220d Pure 4x2 dual-cab with six-speed manual transmission for $46,400. It's effectively a 'Hi-Rider' in industry speak, even if M-B doesn't use that term.

Given its work-focused specification, with hose-out vinyl floor, 17-inch steel wheels with 255/65 R17 road-biased tyres and matching spare, plus black bumpers, door handles, hub caps, etc, with not a hint of bling anywhere (bar the shiny three-pointed star on the grille), pricing north of $46K (before on-road costs) is Pikes Peak steep compared to the competition.

For example, the Ford Ranger Hi-Rider 4x2 in base-level XL trim with 2.2-litre diesel and six-speed manual is only $36,390 and Toyota's HiLux Workmate 4x2 Hi-Rider with 2.4-litre diesel and six-speed auto is $39,490.

And keep in mind our test vehicle also has the $1300 'Plus Package' ('Parktronic' and adjustable load-securing rail system), optional 1-DIN audio access ports ($150) and rear window guard frame ($490), raising the price to $48,340. That's a lot of money for a new player to be asking at base level, regardless of how much its star may twinkle.

Even so, the X220d's standard equipment list does include useful stuff like front fog lamps, DRL and dusk-sensing head lights, cruise control, tyre pressure monitoring, rear view camera, four 12-volt sockets, load tub light, four-speaker audio system with big 7.0-inch screen, multiple connectivity including Bluetooth and steering wheel controls, plus benchmark safety.

All GX 550 grades share the same 3.5L V6 twin turbo-petrol engine which produces up to 260kW of power and 650Nm of torque.

This 4WD has high- and low-gearing, as well as a bunch of driving modes to suit most occasions, like 'Eco', 'Comfort', 'Sport' and 'Sport+'.

The 10-speed automatic transmission shifts through its gears smoothly and it always feels like it's engaged in the right gear. Which isn't always the case for a big SUV!

The Sports Luxury is fitted with a towing hitch and cover but unlike the base Sports grade which has a 3.5-tonne braked towing capacity, this model only has a 3130kg capacity which might not appeal to families with big toys to tow. 

The X-Class shares the Navara's engines and transmissions, but Nissan's superb YS23DDTT 2.3 diesel with sequential twin turbocharging and 140kW/450Nm is reserved only for the X250d variants.

The entry-level X220d Pure 4x2 and 4x4 models (like the entry-level Navara RX) make do with the less powerful but still excellent single turbo version with variable vane technology, producing 120kW at 3750rpm and 403Nm of torque between 1500-2500rpm.

The RWD Pure's six-speed manual gearbox (backed by hill start assist) has a pretty low (4.685:1) first gear which is handy for getting big loads underway from standing starts, while the over-driven top gear allows economic engine rpm at highway speeds. There's no rear diff lock like the Ranger Hi-Rider.

I didn’t have high hopes for fuel economy because the official combined (urban/extra-urban cycle figure is a hefty 12.3L/100km but after mostly open-road driving, with some urban stuff mixed in, my real-world average came in at 11.8L.100km! This figure is based on my actual km travelled (358km) and litres of fuel used (42.41L).

While I’m surprised by the fuel usage result, I wouldn’t say this car has good fuel economy compared to its diesel-powered counterparts but it’s not terrible!

The GX 550 has a relatively small fuel tank compared to its Toyota cousins at 80L and based on the combined fuel cycle, you’ll get a theoretical driving range of up to 650km.

Not all that great. Not for a big family mover and not if you’re typically driving in the city, where fuel usage will be a lot higher.

The GX 550 only accepts premium unleaded petrol (95 RON), too.

Mercedes Benz's official combined figure is 7.6L/100km and the instrument display was showing that figure at the end of our test, which covered more than 660km on different roads (sealed and unsealed) and with a variety of loads, including our usual GVM run.

By comparison, our figures calculated from trip meter and fuel bowser readings came in at 9.0L/100km. Any dual-cab ute, particularly one this size, which can deliver genuine single-digit fuel economy in 'real world' driving gets a big tick from us. Based on our figures, you could expect a realistic driving range of 850km-plus from its 80-litre tank, which is fuel efficiency with a capital E.

Oh my goodness the Sports Luxury is a masterclass on 4WD refinement! You never feel the bulk or weight of this massive SUV when you’re driving it. The power delivery is effortless and there’s lots of grunt available when you hit hills.

The handling is also very good with responsive steering and enough road feedback as a driver to make you feel comfortable with what the car is doing. There is some roll in corners but it can tackle more corners at speed than I thought it would. 

The high driving position makes me feel like I can see a long way ahead yet while visibility is mostly good, it can be compromised when you have the side window shades and the third row headrests up. Which is why I love the digital rear view mirror.

Overall, ride comfort is good with forgiving suspension and low cabin noise, even at higher speeds. It’s pretty easy to chat with all rows and there’s not a lot of engine noise which adds to the refinement. I do like hearing a V6 rumble but that’s just a personal preference. 

I was a little worried about hitting my local Westfield car park but this is a nimble SUV to manoeuvre and parking it is a breeze with the 360-degree camera system and parking sensors. 

It might be based on a Nissan Navara, but it doesn't drive like one. Even at 4x2 entry level, the X Class's excellent un-laden ride quality, sure-footed 'wide track' handling and steering feel/response are benchmark for the class, which is the minimum you'd expect from this brand.  Cabin noise is also low.

The single-turbo Nissan engine is a strong point. Despite the X-Class having a higher kerb weight, the Navara engine does not feel sluggish, with ample low and mid-range punch making it a spirited enough performer under light loads with more than enough torque for heavy load-hauling. The six-speed manual gearbox shifts sweetly and its ratios are well matched, keeping the engine in its maximum torque band on the highway with 2000rpm at 100km/h and 2300rpm at 110km/h.

To test the 3200kg GVM rating we forklifted 920kg into the load tub, which with a 100kg driver was  only about 60kg under its 1086kg payload ceiling. The rear coil springs compressed a full 80mm and the nose rose 21mm, resulting in the rather ungainly tail-down-nose-up 'praying mantis' stance similar to the coil-sprung Navara from which it is derived.

A look under the tail revealed the top of the rubber bump-stop cones just kissing the underside of the chassis rails. Once underway, though, there was none of the Navara's riding-on-rubber feeling, as the Merc's thicker rising-rate rear coils maintained a modicum of springing. However, the sloping tail felt less stable, with some noticeable suspension squirm in a straight line and wagging through some corners, particularly on unsealed roads.

Even so, its Nissan engine made light work of our 2.0km 13 per cent gradient set climb, proving its excellent load-lugging ability by climbing it so easily in third gear that we made a second successful ascent in fourth. Engine braking in second gear on the way down, though, could not restrain such a big payload on its own, requiring regular prods of the brake pedal to maintain the 60km/h limit.

Maximum five-star ANCAP rating and first dual-cab ute to bring AEB to this segment gets a rare perfect score from us. Passive safety includes driver and front passenger front, thorax, side curtain and driver's knee airbags, child restraint top tethers plus iSize and ISOFIX anchorages on outer rear seat positions.

Active safety also includes lane-keeping assist and vital ute features like brake-force distribution, trailer stability assist, hill start assist and tyre pressure monitoring.

Lexus offers the GX 550 with a five-year/unlimited km warranty, which is fairly standard compared to its Euro rivals.

You get five years capped-priced servicing which costs $5950 but the servicing schedule is a bit of a bear at every six months or 10,000km, whichever occurs first.

Warranty cover is three years/unlimited km with 24/7 roadside assist.

Service intervals are 12 months/20,000km, whichever occurs first. Under M-B's 'Service Care Promise' the first three scheduled services will cost between $585 and $930.