Lexus LX VS BMW X4
- Unquestionable presence
- Amazing off-road chops
- Loaded with gear
- Not very pleasant to drive
- Engine not as good as it should be
- Terrible media interface
- Bold, in-your-face styling
- M40i is a little beast
- Good ride
- Limited room in the back seat
- Boot practicality reduced by sloping rear window
- Steering feels a bit numb
Clearly the regular Lexus LX570 wasn't over-styled enough, because now there's this - the new 2019 Lexus LX570 S - which takes the brash big SUV from the Japanese brand and adds some extra brawn to its look.
It may be based on a Toyota LandCruiser 200 Series but the V8 petrol-powered Lexus LX570 is a heavily styled heavy-duty SUV. This new version packs extra heavily-styled elements like 21-inch rims, an even more Storm Trooper-esque body kit and a bunch of other changes.
And while we know that this is a supremely capable off roader, this test was more focused on what it might be like for a city-slicker-cum-doomsday-prepper: someone who wants to know they can get out of trouble if necessary, but also wants a level of driveway desirability.
This special version will set you back a hairy $25,000 more than the regular LX570, though. Should you consider it?
|Fuel Type||Premium Unleaded Petrol|
Love it or hate it you can’t say the X4 hasn’t been a hit for BMW, just like the bigger X6. Now the completely new version is here – the sequel to the original, the second-generation X4. But is it better?
This one is bigger – but does that solve the practicality issues of the previous one? The outside is completely restyled, but has the ageing interior of the past been turfed? And now that this is not just a rebodied X3 like the previous car was – does it feel like it has its own identity? And then there’s the wilder M40i - could this be the X4's ultimate form?
I found out this week at the new X4's Australian launch.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
If you're more interested in appearance, space and features when choosing your large SUV, the Lexus LX570 S may offer a lot of appeal to you. And if you actually plan to venture outside of the suburbs where you can explore the abilities of the vehicle's underpinnings, it could be right up your figurative alley... or down your goat track, as it were.
But in day-to-day driving it is let down by a lacklustre drive experience, underwhelming and thirsty engine and frustrating media interface. If you really don't need eight seats and the hardcore hardware, check out the Lexus RX350 L instead. You won't regret it.
Is this Lexus big and beautiful or brash and bloated? Tell us what you think in the comments section below.
This is the X4 I wish BMW started with in 2014 – it feels a far more complete SUV and looks confident in its identity, with a thoroughly modern and cool interior. The M40i feels almost like a completely different car to the xDrive20i in the way it drives. Which reminds me, the X4 M will be here soon – now that is going to be a little monster.
As far as value goes the sweet spot in the range is the xDrive30i – a good price, a great engine, plenty or equipment.
Is this car this or that? Tell us what you think in the comments section below.
If you can't find anything interesting about any new Lexus in terms of design you'd better book in at your optometrist.
The LX570 S is a vehicle that isn't backwards in coming forwards, with the model-specific body kit seeing new front, rear and side skirts, as well as a different mesh design for the huge 'spindle' grille. The 21-inch forged alloy rims are finished in gloss black, and like the regular LX you get LED headlights and daytime running lights, as well as LED tail-lights.
There is no doubt this is polarising - opinions were split in the office, with some finding the LX attractive, while others questioned if it was acceptable. I fall into the former camp - there's something ostentatious about the LX570 S that really appeals to me.
It's not just exterior trim changes, though - Lexus has fitted some performance parts to it, including performance dampers that are designed to make this big rig drive a bit smaller than it is. It still has adjustable suspension, though, so you can raise and lower it at will. It looks particularly menacing dumped on its guts.
It is arresting in its presence, and given that some customers buy vehicles like this as much to be seen as anything else, it deserves a decent score for its styling, even if it looks a bit like a lowered Subaru Forester, and has a really short wheelbase (2850mm) for the length of the vehicle (5080mm). It's boxy, at 1980mm wide and 1865mm tall.
The interior of this LX is pretty special, too - check out the interior pictures to see for yourself.
The X4 is all about the design, well maybe not all but a large part of the appeal of this SUV is its styling, which can polarise opinion more than a dinner party conversation that turns to politics. These opinions don't matter anyway, because it seems the reason some people don’t like it is exactly why some do.
Like the X6, the X4 is an in-your-face SUV with fastback styling. The X4 does look like a ‘Mini Me’ version of the X6, but it’s actually the X3’s twin under the skin, sharing the same platform and engines. But unlike the first generation this new X4 was built in conjunction with the X3 and not just a rebodied afterthought version of the X3.
While this second-generation X4 shape may appear to look a lot like the original X4 from 2014, there have been some big changes.
Let’s start with dimensions, because this SUV is now slightly bigger. At 4752mm end-to-end the length (4733mm for the M40i) has grown by 81mm and it’s 37mm wider at 1918mm (1938mm for the M40i), but 3mm shorter in height at 1621mm tall.
Its profile is less humpy and more sleek, too. Edges have been smoothed especially around the tailgate which now looks more minimalistic, while the big taillights have been replaced by thin blade-like units.
The headlights have been redesigned and the kidney grille is now enormous – and possibly too large, with structural supports behind it being clearly visible. Have a look at the video above – when the SUV is driving towards the camera they are hard not to see, and once you notice, it’s hard to unsee.
You can tell the sporty top-of-the-range M40i by its grey grille treatment and side vents, plus a trapezoidal dual exhaust. The front bumper is more aggressive than the lower grades, but there’s not much in the way of a tough body kit – even the roof spoiler is low key.
The changes to the X4’s cabin are just as significant. See, there’s only so much cosmetic surgery a car company can do to slow the aging of a cabin before a new generation is needed to start fresh.
The previous X4’s cockpit was starting to date with its small-ish touch screen, analogue instrument dials and older styling, but the new X4’s cabin is impressive with a large dash-top display, a fully digital instrument cluster and modern styling. BMW owners will still find it familiar, with the layout of controls almost identical to every car in the BMW line-up.
Have the interior dimensions grown as well? Is there more legroom? And how does that roofline affect anybody with a head in the back seats? Skip forward to practicality or keep reading to find out what you get for your money.
If you like equipment, knobs, dials, buttons, leather and wood, the LX570 S might be your dream vehicle.
And this version gets model-specific 'semi-aniline' leather-accented trim, alloy pedals and 'Shimamoku Grey' wood highlights. Now, that mightn't mean anything to you, and you might just think it looks like a woodgrain steering wheel - but would you change your mind if you knew it takes 38 days of Japanese craftsmanship just to do finish the steering wheel?
It looks plush - not modern or contemporary, as such, but neat. And if you want it, this spec is available with 'Garnet' burgundy leather trim.
The sheer size of the Lexus LX makes you think it should be super spacious, and ultra practical, but given the hulking mass of the thing, it's not as well packaged as it could be. Or maybe that should read: it's not as well packaged as we know Lexus could do with a new version of it.
That mainly comes down to the wheelbase being quite short, the fact it's built on a ladder-frame chassis, and that this generation of LX is actually pretty old - it first launched way back in 2007, and while it has been updated several times since then, the game has moved on for cabin practicality.
Even so, you can fit eight people in the LX, if the three in the third row aren't big and don't hate each other. For someone my size - 182cm with size 12 feet - the room is a bit limited; there's more space in the third row of a Mazda CX-9 or Toyota Kluger. But there are vents and cupholders, as well as grab handles - important if you actually plan to go off road.
In the second row there are vents, cupholders in a fold-down armrest which also houses the climate controls for the rear zones and the buttons for the heated and cooled second-row outboard seats, plus there are bottle holders in the doors, map pockets, and a bit more space for regular sized humans.
The electric slide adjustment for the second row can make it more accommodating in the third row if you need to, and there is a recline function, too.
This spec has two 11.6-inch display screens in the back with HDMI and auxiliary inputs, plus there are headphones for each screen and there's a 12-volt jack - but no USB points.
Up front there's a fridge between the seats. No, seriously, where you'd usually have a covered centre console there's a cool box that is good for half a dozen drinks and some sambos.
Plus there's the usual practicality measures you'd expect, like decent door pockets, big cup holders and some bins for odds and ends. There's a cluster of control buttons on the dashboard which can take a little bit of learning, and the array of control knobs between the seats means you have to watch yourself to make sure you don't twiddle the wrong one.
There's another controller there - the odd-bod unit that Lexus persists with to control the 12.3-inch media screen. This mouse/joystick style controller is so utterly frustrating to use that it verges on dangerous when you're trying to toggle between screens, because it takes too much concentration. Plus there's no Apple CarPlay or Android Auto, and you can't pair Bluetooth devices on the move, or input sat nav instructions at speed, either.
Thankfully, if you hook up your device via USB or wirelessly you can take advantage of the mammoth 19-speaker Mark Levinson audio system which I think could be the best in the business.
Boot space varies on how you configure the seats. With the third row in place, there's 259 litres of cargo capacity, which is enough for a week's groceries (and the split tailgate makes it easy to load the bags in, too!).
With the third-row seats folded up out of the way - they electronically release and tuck to the sides of the cabin - there is 1220L of boot capacity. And if you lever the second-row forward there is 2074L of room.
There's a full-size spare wheel under the boot floor.
I was afraid you were going to ask this. Even though the X4 shares so much of the X3’s engineering the body itself limits space inside – which is just the price you pay for the coupe roofline.
So, while the boot capacity may sound good at 535 litres (and that’s only 25 litres less than the X3) the sloped rear window and roof will limit you from carrying taller items. With the rear seats folded down you have 1430 litres at your disposal.
Legroom in the second row of the previous X4 was pretty good, but it’s been improved further now that the wheelbase of has been increased in this second generation. At 191cm tall I can sit behind my driving position with 30mm to spare, thanks also to the cleverly designed front seatbacks, too.
Headroom is where it starts to get ‘iffy’. If you’re as tall as me, you’ll be ok, just, but that roofline drops towards the back so quickly that anybody taller is going to be uncomfortable, especially if there’s a sunroof, which lowers ceiling further.
Up front there are no space issues. BMW says it’s a driver-orientated car which I have a feeling is a diplomatic way of saying only the driver will have the plenty of space and comfort, that and all the dials and control are angled in the pilot’s direction. I was the front passenger for a couple of hours and can report that leg, head and shoulder room was fine for me during my time riding shotgun.
Cabin storage isn’t bad, but could be better. There are large bottle holders in all of the doors, and there are two cup holders up front, but there aren’t cupholders in the back and the bin under the front centre armrest isn’t huge.
Price and features
It's hard to consider a car that costs $168,089 plus on-road costs as being anything other than expensive, especially when the flagship version of the donor vehicle it's based on costs about 30 per cent less, and some competitors are about half the price.
But you get a lot with the Lexus LX570 S. Like, a lot.
As well as all the hardcore LandCruiser off-road hardware and an extensive safety tech list (see below), and the model specific goodies like the intricate interior trim, body kit and bigger wheels, the features list is lengthy.
There's push-button start, keyless entry, leather seat trim all around, a 12.3-inch media screen with Bluetooth phone and audio streaming plus DAB digital radio and USB connectivity, a 19-speaker sound system, sat nav, auto-dimming mirrors, heated and ventilated front seats and outboard rear seats, a heated steering wheel, electric seat adjustment front and middle rows with electric folding rear seats, twin screens in the second row, quad-zone climate control and more.
There are only two colour choices for the LX570 S: 'Sonic Quartz' (the white you see here) or 'Starlight Black'.
How much does an X4 cost? It depends which one you get – there are four grades in the line-up. The range starts with the petrol xDrive20i with a list price of $76,900 and there’s its diesel twin, the xDrive20d for $79,900.
Both come standard with a 10.25-inch touchscreen with sat nav, reversing camera, digital radio, six-speaker stereo, cloth-leather seats, auto parking, a head-up display, adaptive suspension, LED headlights, M leather steering wheel and 19-inch alloy wheels. If you want Apple CarPlay you’ll have to option it for $623. Like all BMW's, there's no Android Auto available.
The next grade up is the xDrive30i and it looks to be the best value in the range with a list price of $83,900. It adds full leather upholstery, a 12.3-inch virtual instrument cluster, proximity keys, adaptive LED headlights and 20-inch alloys.
At the top of the range is the M40i at $109,900, and it brings adaptive M suspension and an M Sport differential. There’s a 16-speaker Harman/Kardon stereo, panoramic sunroof, wood trim, heated front seats, ambient lighting and 21-inch M alloy wheels.
The optional Innovations package adds wireless charging, proximity keys and the 12.3-inch virtual instrument cluster for $2200 on the 20i and 20d.
There’s also the $2800 Comfort package which brings heated seats with lumbar support, ambient lighting and wood trim.
As for colours only Alpine White is free – the rest you’ll pay for. Carbon Black, Glacier Silver, Sophisto Grey, Flamenco Red and Phytonic Blue cost $1950, while Sunstone Metallic is $2300.
How does the X4’s price compare to rivals? As a model comparison there’s the Mercedes-Benz GLC Coupe which starts at about $70,000 and heads north to a bit more than $100,000; also check out Jaguar’s F Pace which lives in the same price range and Porsche’s Macan is more expensive at $80-147,000 but did you consider you can step into a Porsche for $10,000 more than the base X4?
Engine & trans
Under the bonnet of the LX 570 is a thumping great 5.7-litre V8 engine producing 270kW of power at 5600rpm and 530Nm of torque at a high 3200rpm.
While those engine specs might be really enjoyable in a light, low, two-door coupe, the fact the peak power and torque comes in high in the rev range puts this vehicle at a disadvantage when you consider some German rivals.
A Mercedes-Benz GLS500, for example, has a 4.7-litre twin-turbo petrol V8 which just happens to have more power and torque than the Lexus, with 335kW at 5500rpm and 700Nm across a broad spread from 1800-4000rpm.
The LX570 employs an eight-speed automatic transmission, and it has the Toyota off-road hardware you'll want if you plan to take this bad boy off-road. That means there's a dual-range transmission with a low range transfer case, plus height-adjustable air suspension, a Torsen locking rear differential, and the excellent 'CRAWL' off-road system.
Towing specs are accounted for, too, with a 750kg un-braked towing rating, and the maximum 3.5-tonne capacity for a braked trailer.
If you're curious about the kerb weight of the Lexus LX570 S, it sits at 2740kg, and had a gross vehicle mass (GVM) of 3350kg, meaning that's the maximum permissible weight... if your family is big-boned, you mightn't be able to fill all eight seats.
There are four grades in the X4 line-up, a different engine for each and the most affordable is the least powerful.
The xDrive30i is also a 2.0-litre petrol four but makes 185kW and 350Nm, which should be enough for most people but if it isn’t then there’s the six-cylinder turbo petrol xDriveM40i which puts out 265kW and 500Nm.
While the X4 is all-wheel drive, dirt and gravel roads are as adventurous as you should probably get in this SUV. Ground clearance is 204mm which is better than most regular cars.
Does it really matter? If you're spending this much on a big SUV, you can't expect it to be miserly, and nor would you likely be too bothered about what it costs to refill.
Even so, the claimed fuel use figure - 14.4 litres per 100 kilometres - is high, and there's a pretty good chance you'll see higher than that regularly. And you need to run it on premium unleaded (95 RON).
In daily running we saw roughly 17.5L/100km around town, which settled to about 11.5L/100km on the freeway. If you do a lot of distance driving or country touring, and you're not in a hurry, you might find it to be decently efficient.
Hitch something to the back or head off-road and you'll see the 138-litre fuel tank capacity dissipate rapidly. There's a 93L main tank plus a 45L auxiliary.
And hey, if fuel use does matter to you, check out the LX 450d with its strong 4.5-litre twin-turbo diesel V8, which claims 9.9L/100km.
According to official combined figures, the four-cylinder diesel engine in the xDrive20d uses the least fuel of all X4s at 5.8L/100km. The most fuel-efficient petrol engine is the 2.0-litre four-cylinder in the xDrive20i and the xDrive30i, with both rated at 7.8L/100km. The six-cylinder petrol in the M40i is the thirstiest at 9.2L/100km.
Confused is the word that sticks out most to me as a descriptor of the drive experience.
It has all the off-roading hardware you could need under the skin, including adjustable hydraulic suspension so you can raise and lower it when you need to. But I'd be worried about damaging the Quagmire-esque chin of the LX570 S on rough terrain, so there was no off road review conducted of this spec.
But if you want to know how the Lexus LX fares off the beaten track, read our adventure review. Giggity.
As a daily driver, you'd probably be much better off getting a Lexus RX350 L if seven seats will suffice - because that is an inherently more enjoyable SUV to drive, even if it doesn't have the same level of street presence as this big bad boy.
Therein lies the issue. It is big, and doesn't hide its size well - a bit like an elephant trying to hide behind a bath towel in that regard.
The suspension in this spec is assisted by front and rear performance dampers to "improve body rigidity and steering stability", but a few of the reviewers in the office didn't find the latter to be the case. The steering is both heavy and lumpy, with a big turning circle and not a lot of linearity to the way the vehicle pivots.
The ride isn't great, either. The big rims feel heavy when you hit bumps, and while the car resets itself impressively fast if you pass over a speed hump or a road join straight on, when you hit a bump in a corner things feel flummoxed. And never, ever, does it feel sporty to drive.
The brake pedal feels over-assisted, so much so that I warned my partner she might feel car sick on the way home - that's because the mass of this big, heavy vehicle pitches fore and aft over its short wheelbase, and the action of the brake pedal is both grabby and squishy at the same time. It left me bemused.
The engine is refined and pulls decently, but it certainly doesn't feel fast or powerful, even under full throttle - that's an accusation that can be levelled at all of the large V8 Japanese SUVs, but not at the Europeans (Range Rover or Mercedes GLS, for instance).
You will find yourself pressing hard on the throttle pretty regularly, as it can be a little sluggish at low revs. Indeed, the engine does its best work above 3500rpm - that's not really where you want to be spending a lot of time in a family SUV. The eight-speed auto is smooth, though, and offers decent intuition at all speeds.
While the muted surrounds of the cabin makes for great cruising comfort, I would have loved if Lexus offered a sports exhaust for this model - it would certainly have added something positive to the drive experience.
My main takeaway from the original X4 launch in 2014 was that the suspension seemed to be over sprung, which resulted in a jittery, pogo stick-like ride.
This has been fixed for the new X4. The ride is outstanding, even on the giant 21-inch wheels of the M40i.
Helping achieve this is the M40i’s M Sport adaptive suspension – you can either lock it in Comfort or Sport, but adaptive will adjust the dampers on the fly by ‘reading’ your driving style.
I only had the chance to drive the M40i and the xDrive20i – so the top and bottom of the range. The pick for me is surprise, surprise, the M40i. While it’s not a hardcore M car, it comes under BMW’s M Performance banner, or somewhere in between mild and wild.
Its straight six is a beautiful engine. The sound, the grunt, and the power delivery through the eight-speed auto is wonderful, with great acceleration. BMW claims it will do 0-100km/h in just 4.8 seconds.
Don’t get me wrong, the 2.0-litre four cylinder in the xDrive20i isn't flawed, but to me it just doesn’t have the bark or power to match those fighting-dog looks. Or the handling. The M40i feels taut, planted and confident in the corners despite it being an SUV with a high centre of gravity. That M Sport differential is there to reduce under and oversteer, too. The xDrive20i handles well, but more body roll reminds you that you’re not in a Z4.
What didn’t I like, about the driving experience? Visibility out the slim rear window from my driving positition is terrible, but the auto parking system and reversing camera partially solves that problem. Also, the steering in the xDrive20i feels a little numb – it’s accurate and well weighted but I like more feedback. The M40i has the same issue, but to a lesser degree.
The Lexus LX hasn't received an ANCAP crash test safety rating, but the Toyota LandCruiser 200 Series that it's based on scored the maximum five-star rating in 2011 (and that score applies to all models sold from 2015 onwards, according to ANCAP).
It comes well specified in terms of safety technology, with a configurable surround-view camera and reversing camera, front and rear parking sensors, a head-up display, trailer sway control, adaptive cruise control, auto emergency braking (AEB) with forward collision warning and pedestrian detection.
There's a lane departure warning system that works at speeds over 50km/h, and while it can intervene with 'slight pulls' on the steering wheel, it won't hold the vehicle's position in the lane like some other systems.
The LX also has auto high-beam lights, LED headlights and daytime running lights, as well as blind-spot monitoring and rear cross-traffic alert.
There's an array of airbags - dual front, dual front knee, dual front side, dual rear side, and full length curtain, for a total of 10. And if you need to fit baby seats, there are two ISOFIX child-seat anchor points and three top-tether points in the second row, but none in the third row.
The new-generation X4 is based on the X3 which was given the maximum five-star ANCAP rating in 2017. Coming standard across the range is AEB, but in the xDrive20i and xDrive20d it’s a city version which only operates at lower speeds. Step up to the xDrive30i and you’ll get the full AEB which also operates at highway speeds and brings adaptive cruise control and lane keeping assistance. All grades come with LED headlights, lane departure warning and auto parking.
For child seats you’ll find two ISOFIX mounts in the second row and three top tether anchor points.
All grades come with run-flat tyres rather than a spare.
I gave the X4 a better score here than the first-generation car I reviewed earlier in 2018 because of the increase in advanced safety technology. That said, the new X4 did not score an even higher mark because the AEB offered on the 20i and 20d is limited to city speeds. They also miss out on blind spot warning and lane keeping assistance. Also, considering the poor rearward visibility, all X4s should be equipped with reverse AEB and rear cross traffic alert.
Lexus doesn't offer a capped-price servicing plan for any of its models, which leaves it as one of the only brands left without such a plan.
And we've been told that a LX570 model will cost you about $615 per visit, and it needs two services per year, with intervals set at six months/10,000km. Expensive.
The four-year/100,000km warranty Lexus offers is below par, too. But you do get roadside assist, and Lexus is renowned for its high standard of customer care - it even offers a collection/delivery service to customers when its time for a service.
If you're curious about LX570 problems, issues, complaints, recalls or reliability concerns, check out our Lexus LX570 problems page.
The X4 is covered by BMW’s three-year, unlimited kilometre warranty, which is in line with its German luxury competition but lags behind the five-year status quo among mainstream brands.
Servicing is condition-based but you can pre-purchase a variety of service packages to add a bit of certainty to the maintenance bills. Terms range from three years or 60,000km to 10 year or 200,000km, and are available in Basic or Plus levels, with the Plus adding brake pad and disc, clutch and wiper blade replacement.
As an example, the Basic pack costs $1495 for five years/80,0000km, while the Plus package costs $2680 for the same terms.
I'm giving the X4 a fairly low mark here based on the short warranty and the need to pre-purchase the service packages.