Lexus LC500 vs Toyota Landcruiser 70 Series

What's the difference?

Stunning to behold, and even more so to listen to, the LC 500 Convertible with no doubt turn as many heads as its owners surely want it to. It's not the final word in performance, but it's a lavishly equipped transporter none the less.

Life is full of compromises and the 76 Series wagon is no exception. The payback for accepting its minimal cabin storage, comfort-challenged rear seat, no ANCAP, high purchase price, high servicing costs etc is that you get a genuinely heavy duty 4x4 wagon with huge GVM/GCM ratings unmatched by its ute-derived rivals.

The V8 manual or four-cylinder auto have different characteristics but similar competence, with the manual obviously requiring more physical effort, so it comes down to personal preference. And we’re sure, given its long history, there’s plenty of emotional attachment driving the bulging V8 order book. Either way, with its enormous fuel tank and revered off-road prowess, this rugged and dependable wagon has a proven ability to take you and your crew deep into the wilderness – and get you home again.

It’s eye-catching, the LC 500, if big, bolshy convertibles are your thing, and especially viewed front-on, where the aggressive nose design ends in a sharp crease in the mesh grille. I love the headlight design, too, which bleeds back into the body work, but also merges with the vertical light cluster that bookends the grille. 

The side view is all shining alloys and sharp body creases, too, leading to an oversized boot that stores the fabric, aluminium and magnesium roof structure, which drops or raises in 15 seconds at speeds of up to 50km/h. The design fits into what Lexus calls an “impossibly small space behind the seats”.

Inside, it’s a snug but luxurious space, wrapped largely in leather and equipped with a wealth of technology. It’s a point we’ve made before, but why Lexus perseveres with its trackpad infotainment control technology is beyond us, but there’s no denying the cabin of the LC 500 is a wondrous place to spend time. 

We particularly like the integration of the centre screen, which is recessed beneath the leather-wrapped edge of the dash. While some look like an afterthought, this appears to have been included in the broader design philosophy.

The 76 Series wagon has the shortest wheelbase of the four-model 70 Series range at 2730mm, which makes it the most responsive to steering input.

It also has the shortest overall length (4910mm) and in GXL form the tightest turning circle (13.2 metres) which can make life easier in tight situations, from busy car parks to challenging bush tracks.

Off-road credentials include 33 degrees approach and 23 degrees departure angles, plus 290mm of ground clearance. Curiously, Toyota does not publish a ramp break-over angle.

The interior is B for basic, in true 70 Series tradition, with seat fabrics and colours reminiscent of circa-1990s Toyotas.

The most noticeable differences between the four-cylinder auto and V8 manual cabins are that the V8 version has an extra pedal and misses out on the auto’s full-length centre console, which offers additional and much-needed storage space.

There’s ample headroom but that generosity does not extend to rear seat comfort, at least for tall people like me (186cm).

The entry pathway between the B-pillar and rear seat base cushion is narrow and, when sitting behind the driver’s seat in my position, my knees are pressing into the front seat’s backrest.

So, it’s not possible for two big blokes to sit one behind the other without the ‘one’ behind feeling squished.

Fortunately, the 60/40-split rear seat allows adjustment of backrest angles and for those seated in the centre there’s a nice flat floor with no transmission tunnel to straddle. However, the centre passenger’s back/backside are directly over the 60/40 split, which is quite a wide gap (about 15mm) that's intolerable for anything longer than short trips.

Rear shoulder room for three adults is also squeezy, so keep these rear seat issues in mind if planning an adventure for five.

It’s not, really. But then, what were you expecting?

As mentioned above, the interior feels snug for upfront riders, but not in a bad way. More that elements of the interior feel like they’re reaching out to greet you, leaving you with the impression of being tucked into the cabin.

Backseat riders are out of luck, though, with the seats really only reserved for emergencies. Legroom is tight, and while Lexus promises the roofline is about on-par with the Coupe, it’s not going to be a comfortable journey.

The LC 500 Convertible stretches 4770mm in length, 1920mm in width and 1350mm in height, and it rides on a 2870mm wheelbase. It will sit four at a pinch, and provide 149 litres of luggage space.

There are two ISOFIX attachment points in each of the rear seats, as well as top-tether points.

Our GXL V8 test vehicle’s 2355kg kerb weight and 3510kg GVM results in a Herculean payload rating of 1155kg.

It’s also rated to tow up to 3500kg of braked trailer and with its towering 7010kg GCM (or how much it can carry and tow at the same time), that means it can tow its maximum trailer weight while carrying its maximum payload, which is impressive.

These substantial load ratings make the 76 Series a popular choice for hardcore adventurers that need to carry a crew and everything else (including the kitchen sink) when venturing far off the beaten track for extended periods.

The absence of a third row of seating creates a spacious rear load area, accessed through asymmetric barn-doors, the larger of which carries the spare wheel/tyre.

The rear seat backrests can fold flat to provide more load volume and their base cushions can tumble forward to create even more space. The GXL’s load floor is carpeted and equipped with four anchorage hooks for securing load straps or cargo nets.

Cabin storage for personal items is in short supply, as the driver and front passenger only get a narrow and shallow bin (more like a document holder) at the base of each door, with a small bottle/cupholder in the passenger side bin.

There’s also a glove box, single small-bottle/cupholder next to the gearstick and a tiny console box between the seats.

Rear passengers only get mesh pockets on the front seat backrests, as there are no bins or bottle/cupholders in the rear doors.

There’s also no fold-down centre armrest, so no bottle/cupholders to be found anywhere. We reckon aftermarket cabin organisers would be popular purchases by 76 Series owners!

The 76 Series wagon is available in work-focused Workmate grade, or premium GXL, as per our example. Equipped with the 4.5-litre turbo-diesel V8 and five-speed manual transmission, it has a list price of $83,900.

The GXL costs $8300 more than the Workmate V8 equivalent and for that extra spend you get an expanded menu of standard equipment including front and rear diff-locks, 16-inch alloy wheels and 265/70R16 tyres (with a full-size spare), wide front mudguards, wheel arch flares, LED front fog lights, aluminium side-steps and chrome bumpers.

Interior enhancements include keyless entry and central-locking, fabric seat and door trim, carpet flooring, power windows, front seat back-pockets, four-speaker audio and two USB-C ports (we’re surprised Toyota did not provide the usual choice of USB-A and USB-C ports).

These GXL features are in addition to standard equipment added as part of the recent 70 Series upgrade, including a redesigned front fascia with LED lighting including DRLs and auto high beam, 60/40-split rear seat (wagon only), multi-function steering wheel controls, a 4.2-inch driver’s multi-info display and upgraded multimedia with a 6.7-inch touchscreen display, digital radio and wired Apple and Android connectivity. Safety has also been upgraded with lane-keeping and speed sign recognition.

It’s a lusty power plant, this one, and not something you immediately expect to find in a luxurious Lexus convertible.

The 5.0-litre V8 produces 351kW and 540Nm - 260kW of which arrives from 2000rpm - and it sounds like a God of Thunder as it’s doing it. 

It pairs with a 10-speed automatic and sends all that grunt to the rear tyres, with Lexus’ Active Cornering Assist and a mechanical limited-slip differential helping you to not make a mess of things when tackling corners. 

Toyota’s (1VD-FTV) 4.5-litre turbo-diesel V8 produces 151kW at 3400rpm. More importantly, its 430Nm of torque is served at full strength across a vast 2000rpm-wide torque band between 1200-3200rpm. This showcases its remarkable flexibility for heavy load-carrying, towing and off-road slogging.

This engine is paired with the equally popular (H152F) five-speed manual transmission, which features an ultra-short first gear ideal for low-speed off-road driving or getting heavy loads moving. By comparison, the overdriven top gear provides long enough legs for economical cruising at highway speeds.

Its part-time, dual-range 4x4 transmission offers a 44:1 crawl ratio, combined with Toyota’s outstanding active traction control, automatic-locking front hubs and (standard on GXL) front and rear diff locks. This is a formidable off-roader.

Remember when I said it was lusty V8? When has that ever been good news for fuel use?

Lexus reckons you’ll get 12.7L/100km on the combined cycle, but the temptation of all that grunt will pretty much ensure that never happens. Emissions are pegged at 290g/km of C02.

The LC 500 Convertible’s 82-litre fuel tank only accepts 98RON fuel.

Toyota’s official average combined cycle consumption figure for the V8 manual is 10.7L/100km. The dash display was claiming 10.9 when we stopped to refuel at the completion of our 276km test, which comprised a mix of city, suburban, highway and dirt driving with a variety of occupant loads.

Interestingly, the dash readout was identical to our own 10.9 figure calculated from fuel bowser and tripmeter readings, which confirms the accuracy of the LandCruiser’s fuel calculations and the efficiency of its relatively large V8 in a vehicle weighing more than two tonnes in mostly urban driving.

So, based on our figures, it has a vast 'real world' driving range of more than 1100km from its huge 130-litre tank.

It’s a tough nut to immediately crack, the LC 500 Convertible.

It feels like it really wants to be a super-accomplished performance car, and on longer, more sweeping bends it is, with that thick flow of power ensuring you simply surf through corners before rocketing out the other side, the air filled with that growling exhaust note as your right foot finds its way to the carpet.

But on the tighter stuff, there are some factors that play against it. The suspension feels sorted and that engine is always willing to deliver, but for mine, the steering and brakes felt a little disconnected from the experience, not inspiring much in the way of late-braking confidence. And then there’s the sheer two-tonne-plus weight of the thing, which can’t be totally hidden, even by Lexus’ best wizardry.

Don’t get me wrong, it’s very capable, even on surprisingly tight stuff. It’s just that there’s something of a disconnect between car and driver. 

That’s not a bad thing, really. Are you really buying a premium convertible to attack a mountain pass? Probably not. And keep it flowing through corners and the LC 500 Convertible will keep a smile painted on your face, owing mostly to wave of torque you can ride to your destination. 

Hovering your foot over the accelerator must surely be what the President feels like whenever he stands near the nuclear football, with that big V8 always ready to turn on the fireworks. 

Away from the red mist, you’ll find the LC 500 Convertible positively flows from destination to destination, the 10-speed gearbox - which can feel flustered at pace - seamlessly flicking through its options, and the ride in its most comfortable settings disposing of most road imperfections before they enter the cabin. 

The cabin is also very cleverly insulated, not just when the four-part roof is up, but also when it’s down, with the climate and ambience of the interior largely unaffected by what’s going on in the outside world.

The aluminium side-steps, along with handles on the A- (and B-) pillars, assist climbing aboard and all-around vision is good thanks to large glass areas, sizeable door mirrors and a reversing camera, although the rear seat headrests partly block vision through the central rear-view mirror.

It’s the best off-road driving position an adventurer could ask for, combining good comfort with a commanding view over the bonnet and out each side, which allows accurate vehicle placement in all terrain.

The ride quality is firm, as you’d expect in a vehicle that can legally haul more than seven tonnes, but supple enough to absorb bumps without jarring. This is aided by the relatively baggy sidewalls of the GXL’s tyres.

Old school recirculating-ball steering is low-geared and lightly weighted with ample free play off-centre to soften off-road blows, which is highly valued by loyal customers.

The wagon’s shorter wheelbase, tighter turning circle and shortest overall length than its 70 Series stablemates provides enhanced steering response and manoeuvrability, combined with four-wheel disc brakes giving ample stopping power.

Given the V8’s torque band is as wide and flat as Lake Eyre, it will accelerate smoothly in top gear from under 1000rpm, so there’s no need to shift your way through all five cogs from each standing start. In fact, for road use without a load, we always drive it like a three-speeder, using only first, third and fifth gears.

Noise levels are reasonably low in city and suburban driving. However, they do become more intrusive at highway speeds, when engine, tyre and wind noise combine to require raised voices, even though the overdriven top gear ensures a relatively low 2200rpm at 110km/h.

We also detected some squeaks and rattles emanating from the rear of the vehicle on bumpy roads, which suggested it was coming from the spare tyre mounted on the back door.

No ANCAP rating for the wagon, as the single cab-chassis version is still the only 70 Series variant to have achieved five-stars and that was back in 2016.

And although the wagon has AEB with day/night pedestrian and daytime cyclist detection plus driver and front passenger front airbags, it misses out on side-curtain and driver’s knee airbags.

New safety features include lane-departure alert with steering assist, speed sign recognition and auto high-beam control. There are no ISOFIX child seat anchorages in the rear seat, but there are three top-tethers above the rear barn-doors.

Lexus vehicles are covered by a four-year, 100,000 kilometre warranty, and the LC 500 Convertible requires servicing every 15,000kms. 

Lexus's Encore ownership program includes pick-up and drop-off servicing, but the new Encore Platinum level for owners of its more exclusive models unlocks even more stuff.

One is a new On Demand service, which allows owners to book a different style of car when heading off on a holiday or business trip. The loans are available in your state or somewhere else in Australia if you're travelling, with your car waiting for you at Qantas Valet for you when you arrive.

The On Demand service is available on four occasions over your first three years of ownership (which is also the length of the Encore Platinum membership). 

The LandCruiser is covered by Toyota's five-year/unlimited km warranty.

Scheduled servicing is every six months/10,000km whichever occurs first.

Capped-price servicing of $525 applies for each of the first 10 scheduled services, which is a pricey $1050 per year or $5250 over five years.