Lexus LX VS Mercedes-Benz GLC-Class
- 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
- Good comfort
- Improved interior
- New engines
- Changes a little sedate
- Not overly involving to drive
- Some drivetrain gremlins on test
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|
Believe it or not, the Mercedes-Benz GLC is the brand’s best-selling model. It was in 2018, and it will be again in 2019.
That’s not just for Australia - it’s a global trend, with mid-sized SUVs hitting the sweet spot for buyers of all shapes and sizes in different markets all over the planet.
It’s important, then, that the facelifted GLC range brings something more to the table than its predecessor, which went on sale back in 2015. And it does - by way of additional tech and features, and revised powertrains. It competes with the Audi Q5, the BMW X3, the Volvo XC60, and the Range Rover Velar among others.
Yes, you can still get it in the form of an SUV or a Coupe - the latter of which appeals to one in six buyers enough to buy one. Why? I’ll never know. The Coupe model goes toe to toe with the BMW X4.
Let’s take a closer look at the 2019 Mercedes-Benz GLC range in a bit more detail. We got to drive it in Germany before it arrives in Australia late in 2019.
|Engine Type||2.0L 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.
The facelifted Mercedes-Benz GLC will undoubtedly help keep it at the top of the pack when it comes to sales.
It remains a competitive and competent luxury SUV, and we’re excited to see how the company approaches the model range when it launches in Australia later in 2019 as a 2020 model.
Would you take a GLC over a BMW X3 or Audi Q5? Let us know in the comments.
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 redesign of the Mercedes-Benz GLC SUV and Coupe models is modest - this isn’t an exaggerated mid-life cycle change, but that’s not necessarily a bad thing, as the GLC has forged a reputation both on its substance, and its style.
It still looks pretty good to me… well, the SUV does. The Coupe-SUV is a concept I’ve never really grasped, but I can’t deny the popularity of the more expensive, less practical, less attractive versions of the GLC.
Mercedes says the regular SUV models adopt a “sportier” appearance as part of the update, with new LED daytime running lights to frame the new standard full-LED headlights, and there’s a revised grille and bumper, depending on the model. Versions with the AMG trim line will have the “diamond” grille which now has more of an ‘A’ shape rather than a ‘V’ design.
The standard versions get new grille designs and new bumpers too, both front and rear. At the back there are also redesigned LED tail-lights and additional chrome, which you’ll find a common theme on the outside of the revised model.
The GLC Coupe models see similar design changes - a redesigned front bumper (with the diamond look as standard), redesigned headlights and tail-lights and a subtler rear bumper with a new diffuser and exhaust garnish.
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.
The revised cabin of the GLC doesn’t set any new standards, but the updates will help it compete a little better with the plusher, newer BMW X3.
New additions to the GLC interior include MBUX and multimedia system, consisting of two high-resolution digital screens: the first being a 12.3-inch digital instrument cluster, and the second a tablet on top of the middle of the dash that manages major controls and media.
The 10.25-inch touchscreen multimedia system (expected to be standard in Australia) has the "Hey Mercedes" voice control system. The brand has made a big deal about this system, which also has an Artificial Intelligence element to it, meaning it’ll learn your habits, and aim to please you more and more over time.
It’d want to get better the longer you spend with it, because it takes a bit of learning, as there’s a lot of complexity to the way the menus and sub-menus are laid out. Sure, you’re probably supposed to use voice control a lot, but there is some lag time to contend with, not to mention inconsistency.
The screen and controls can also be managed by a central touchpad between the front seats, the screen itself, or the tiny little touchpad on the steering wheel. And yes, it looks a bit classier now - and the displays are crisp - but it feels a bit like new paint applied to an old door.
If you dig practicality as much me (high five!) there are big cup holders up front and in the back, bottle holders in all four doors, and good storage for loose items. You can expect rear vents.
I’m 182cm, or six-feet tall, and in the SUV model I was able to slot behind the driver’s seat with it set in my own position, and I had good headroom, legroom and toeroom. It’s an airy and broad feeling back seat, but there is a large transmission tunnel to contend with, and the door sills themselves are quite intrusive, with a narrow section at the base of the door meaning people with big feet like me (size 12) might feel a bit clumsy getting in and out.
Because of the raked roof line of the Coupe, it is better suited to smaller adults or children, because you need to watch your head getting in and out, and headroom is limited if you’re taller and sitting up straight.
Boot space is cut down for the Coupe at 500 litres, where the regular version has 550L, and the latter is easily enough for a family of four’s luggage for a weekend away.
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'.
Mercedes-Benz Australia hasn’t yet announced full pricing and spec details for the updated GLC range, and we won’t know what is included, what is optional and what we miss out on until later this year.
But we can offer up some estimates of where the models might sit when they arrive, based on the existing models, and how they’ll be equipped when they get here, too.
If Australia gets the line-up that CarsGuide believes is likely, the entry-level model will be the GLC 200, listing at about $65,000 for the SUV model. All prices here are estimates only - educated guesses, you might say.
The next model up could be the GLC 300, in both SUV ($72,000) and Coupe ($77,000) guises.
And the diesel version - the GLC 300d - is expected to be offered in the SUV ($79,000) and Coupe ($85,000)
Standard gear on all models will include LED headlights with LED daytime running lights, 19-inch wheels, leather steering wheel, leather seat trim (300 and 300d - 200 likely to get fake leather), electric front seat adjustment, the new MBUX screens (12.3-inch instrument cluster, 10.1-inch media), sat nav, cruise control, digital radio, Apple CarPlay and Android Auto, Bluetooth phone and audio streaming, and more.
It is expected that the new model will be available with optional adaptive dampers at about $1500 or the choice of air suspension ($2500).
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.
The GLC range includes a range of petrol and diesel engines, but for Australia, there are a few models that are likely to be offered.
The first is the GLC 200, which has a 2.0-litre four-cylinder petrol-turbo engine with 145kW of power and 280Nm of torque. The figures are close to the existing GLC200 RWD base model (135kW/300Nm), but there's an electric boost system for the new engine.
The GLC 200 (and GLC 300 above it) feature the brand’s new 48-volt mild-hybrid system, which gives it the ability to cut the engine when coasting, while also adding up to 150Nm of extra torque at times.
The same 2.0-litre petrol engine has a beefier tune in the GLC 300 model, which pushes out a strong 190kW of power and 370Nm of torque.
And the diesel version we’re likely to get is the 300d, which has 180kW of power and 500Nm of torque. Diesel sales are down dramatically since 2015 - back then diesel accounted for 50 per cent of sales in Australia, but now that figure is closer to 20 per cent. That leads us to believe the range will be rationalised from two oil-burners in the current line-up (250d and 350d) to one.
To begin with, all models sold in Australia will be offered with 4Matic all-wheel drive and a nine-speed automatic transmission. The current range includes an entry-level rear-wheel drive (GLC 200), but no replacement version has been announced as yet.
Want more performance? There’s the range-topping AMG 63 model, while an AMG 43 replacement is also expected, though not yet revealed.
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.
Claimed fuel consumption is set to be between 7.1 and 7.4 litres per 100 kilometres for the petrol models, and that’s measured at the new WLTP standard. We didn’t get a chance to monitor fuel use on the launch drive.
The diesel version we’ll likely get has claimed fuel use of 5.8L/100km.
The fuel use figures are the same across SUV and Coupe body styles.
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.
We only got the chance to spent time on the road in the new GLC 300 model, which is likely to replace the popular GLC 250 in Australia.
The road loop we sampled the car on consisted mainly of flowing freeway/autobahn sections, a little bit of urban driving, and a short stint in some corners that included surfaces that put most Australian race tracks to shame. They were that smooth.
And every GLC 300 we drove had the air suspension system fitted, so we can’t really say how it will handle Aussie-standard bumps and lumps. In this specification, the car was really quite pleasant - not too floaty, but soft enough to live up to the Comfort mode designation chosen. In Sport things were a little firmer, but still with a touch of body roll noticeable in corners. If you want a corner carving horsepower hero, it’s worth considering the GLC 63 AMG model... provided the budget allows.
The steering in the GLC 300 was light and predictable, if lacking much in the way of enjoyment - but for a family SUV that deals more with car parks and parallel manoeuvres, it will likely be a competent and confident option.
The engine itself was quiet and refined for the most part, building pace with ease and stepping away from a halt with enough eagerness to please the vast majority of customers.
While the addition of the new 48-volt system is clearly advantageous to initial pull-away power, it wasn’t necessarily seamless. On a few occasions we noticed some confusion from the powertrain, including hesitance from coasting to on-throttle. We even noted some shunting from the nine-speed auto transmission, which was quite un-Mercedes-like.
For those who want an off road review, we got a chance to put the 300d model through its paces under the instruction of advisors at the ADAC off-road park outside Frankfurt. The purpose-built course incorporated 36-degree side-angle driving, a deep rutted slalom course with plenty of articulation, a muddy creek crossing, and a log bridge crossing (where the optional 360-degree camera with active steering guidance lines was the difference between lining it up right or ending up on the roof 2.5 metres below).
The GLC 300d was surprisingly adept at each instance. Even up a 60-degree climb the AWD system was measured and managed the acceleration input I gave it very well.
The cool thing about the versions we drove off-road was the Off Road Package, which included more advanced telemetry, optional air suspension, an optional off road body kit to improve the off road specs of the GLC, and a pair of off-road modes (one for general unsealed driving, the other for more serious stuff with a speed limit of 45km/h, re-calibrated acceleration and gearing, and even headlights that offer a wider, shorter spread for low-speed driving in dark surrounds).
If you’re wondering about the off-road specs, the ground clearance (mm) is up to 245mm with the air suspension raised, while the approach angle is rated at 30.8 degrees and the departure angle at 24.9deg.
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 GLC range was awarded the highest possible five-star ANCAP crash test rating in 2015. Since then the standards have moved on, and it won’t be retested. However, that is unlikely to be a large deterrent because the range comes loaded with safety equipment and technology.
There’s autonomous emergency braking (AEB) with pedestrian detection, adaptive cruise control with traffic jam assist, lane departure warning, active lane keep assist, blind spot monitoring and rear cross traffic alert.
Every GLC comes with nine airbags fitted (dual front, front side, rear side, curtain and driver’s knee) and of course there are dual ISOFIX child seat anchor points and three top-tether points, too.
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.
Mercedes-Benz models are sold with a three-year/unlimited kilometre warranty plan, which includes the same duration of roadside assist. No-one is doing much better than that in the luxury segment… apart from Tesla, which offers an eight-year/160,000km warranty.
Service intervals are every 12 months or 25,000km, whichever occurs first - very generous - and the brand offers pre-pay or pay-as-you-go servicing across its model range, and pricing varies between the two. Upfront cover for three years is $2150, while PAYG is $2700. If you want to prepay for four years or five, you can - the costs are $2950 / $4650 respectively.
These costs cover the regular scheduled servicing (including brake fluid, air, cabin and fuel filters, spark plugs and coolant) but consumables like brake pads and discs and wiper blades will incur additional fees.