Lexus LX600 vs Mercedes-Benz G-Class

What's the difference?

There's absolutely no doubting the new LX's off-road credentials, nor the fact that it takes luxury SUVs to new heights in the four-seat Ultra Luxury model. Do you need a massaging chair and a foot-stool to get to your camping site? Probably not, but globally, there's a distinct market for that sort of decadence.

Closer to the other end of the LX line-up, however, there's a fair bit of cross-over in price and luxury terms with the Lexus' close cousin, the Toyota LandCruiser 300 Series. That suggests there might be a LandCruiser that will do the same job for a little less money and, if that's the case, then the LX loses a little relevance, particularly the petrol-engined version here in Australia. Until, that is, you take into account buyers for whom the Lexus badge infers the bank-vault solidity and prestige that the brand has worked so hard to establish. Which is another way of saying; it all comes down to where you stand on the politics of envy.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

As per the 1979 original, the current G-Class is produced by Magna Steyr in Arnie’s home town of Graz in Austria. And many fundamental things haven’t changed since then. But clearly this EV monster’s exotic electric powertrain is a huge departure.

It retains impressive off-road ability and straight-line speed. But will it hit the mark with top-end luxury 4WDers? Short story, this thing is wild, and it will be irresistible for a likely narrow band of tech-focused ‘must have the latest and greatest’ buyers. Nothing like impressing friends and family with a tank turn.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Perhaps the most left-field design element is the way the LX can, depending on trim level, be configured in terms of its seating. In the past, we’ve seen plenty of SUVs available with a choice of five- or seven-seat layouts, but the LX is the first time we’ve seen seating choices range from seven- to five- to four-seat layouts. If nothing else, it illustrates the breadth of applications a modern luxury SUV is expected to cover.

Those who use their four-wheel drive SUVs off-road will also note the shift back to six-stud wheel hubs. Toyota’s (and Lexus’) move to five-stud wheels a few years ago suddenly made the vehicle’s wheels incompatible with owner’s existing caravans and trailers.

The new LX has also become a committed subscriber to the engine-downsizing theory of modern vehicle design. While the previous model was available with a 4.5-litre turbo-diesel and a massive 5.7-litre petrol, the new engine capacities of 3.3 litres for the diesel and 3.5 litres for the petrol represent major philosophy changes. Both the new engines are now V6s, rather than the previous V8 layouts.

And to give the new car a James Bond moment, all models bar the entry-level version feature a fingerprint sensor to control the starter button function. Q would be pleased.

Okay, so Mercedes-Benz says, with a straight face, that “with the aim of optimising the vehicle’s aerodynamics” classic G-Class elements have been revised, including the reprofiled bonnet, ‘air curtain’ vents in the flares over the rear wheel arches, A-pillar cladding and the small spoiler on the edge of the roof.

At the same time, the 20-inch wheels are also claimed to be "aerodynamically optimised” and underneath, a 26mm underbody casing made from a mix of materials, including carbon-fibre (attached to the ladder frame with more than 50 steel screws), protects the battery from dust, dirt and rocks.

In ticking off the Edition One, car-spotters should look for black rims with blue brake callipers behind them, blue inserts in the exterior protective strips as well as black door handles and a new rectangular design box on the rear door for storing items such as charging cables, tools or snow chains. If you want a spare wheel, choose the standard model.

An optional black-panel radiator grille ($3800) features tinted lighting units as well as an animated LED light band and chrome surround. The light band can be activated as a running light or an animation when locking and unlocking the vehicle.

And it’s worth noting Mercedes-Benz and the car’s contracted manufacturer, Magna Steyr, have invested much time and many Euros in retaining the car’s classic handle and door lock design. G-Wagen owners will recognise its sound from several kilometres away.

Inside the G580 it’s clear this is one area where the G-Class has progressed enormously over the decades. It’s still quite upright in terms of the dash design, but you’re confronted by twin 12.3-inch screens, supporting the Mercedes-Benz user interface. 

All very high-tech, but that’s balanced by an old-school grab-handle for the front passenger to latch onto during off-road work. 

The signature turbine-style air vents are located within squared-off panels, and in the limited Edition One you have a blue fleck running through carbon-fibre inserts on the centre console, door cards and that front grab handle. In the standard car it’s a (very attractive) walnut open-pore wood rather than carbon.

A luxurious interior for sure.

The practicality of each variant of the new LX is dependent entirely on how many people you need to move. The base-model version has seven seats with a two-three-two layout, while the Sport Luxury and F Sport feature five conventional seats in two rows.

The Ultra Luxury’s four individual seats obviously make it the variant of choice for the buyer who doesn’t need the extra seats, but clearly limit its appeal for families. But if luxury is your aim, the rear passenger seat in particular is the one to be in as it can be configured to offer up to a metre of legroom and even features a footrest when the front passenger’s seat is moved all the way forward. Both rear seats are also heated and cooled and reclinable to an angle that NASA has calculated offers the maximum support for the human body.

Vents in the rear seat area allow for an air-shower (of cool air over the passengers) or an air-curtain (a blanket of warm air at shoulder height).

The seven-seat versions have a third row of seats that folds flat into the floor (a major improvement over the old fold-up third row) and the second row folds and tumbles into the footwell. There’s a 220-volt outlet in the luggage compartment, too.

Cargo space is slightly less than the old model, but with second and third row seats folded, the LX has cargo space of up to 1871L.

The single-piece tailgate of the new Lexus won’t win as many friends as the old, split tailgate design which formed an impromptu kitchen bench or covered picnic seat. But the single rubber seal of the new design may be an advantage in keeping dust out on outback roads.

For the record, the G63 is just over 4.6m long and a little more than 1.9m wide with a 2890mm wheelbase. So, not huge, but its close to 2.0m height is hard to ignore. 

In the front there’s lots of breathing space, and in terms of storage you have generous bins in the doors with plenty of room for big bottles. Then there’s a centre armrest, which doubles as the top of a deep storage box housing a USB-C port inside. 

A sliding roller cover in the centre console reveals two cupholders, another two USB-C sockets, a 12-volt outlet and a wireless charging pad. Add in a big glove box and you’ve got plenty of options in terms of storage, power and connectivity. 

In the back, sitting behind the driver’s seat set for my 183cm position I’ve got tons of foot and legroom and, no surprise, lots of headroom.

There’s a fair bit of sculpting in the rear seat, which is as nice as it is unusual (makers often avoid bolsters on the rear seat as it makes the backrest harder to fold flat). And in terms of three-abreast accommodation, a smaller adult will be okay in the centre spot for shorter journeys. Three up to mid-teenage kids will be swimming in it.

Then, for practicality you again have generous bins in the doors. And if you need even more capacity, fold down the centre armrest which houses two different size cupholders. 

In the rear of the centre console you’ve got two USB-Cs, a 12-volt power outlet, individual climate control and directional vents.

There are map rockets on the front seatbacks and more air vents in the B-pillar. So, when it comes to comfort, powering up devices and storing ‘things’ you’re well taken care of.

The side-opening tailgate door opens from right to left, which isn’t ideal when parallel parked on the left hand side of the road, but boot volume is over 600 litres (VDA) with all seats upright, expanding to nearly 2000 litres with the 60/40 split-folding rear seat lowered.

There are multiple tie-down hooks, a netted pocket, two lights, a 12-volt outlet as well as a ‘ski-port’ door and sliding cargo cover to enhance practicality and security.

As mentioned earlier, the full-size spare in the standard model, but the Design Box replaces it on the Edition One, although Mercedes-Benz says it’s aiming to make a spare available as an option later in the year.

The new Mercedes-Benz G580 is priced at $249,900 and a more highly-specified limited Edition One version comes in at $299,900, both before on-road costs.

That’s a price territory where the BMW X5 and X6 M Competition ($244,900 & $250,900) as well as the Range Rover Autobiography ($233,961) live. Not to mention competition from the G580’s still available and appreciably pricier twin-turbo V8 Mercedes-AMG G63 stablemate ($365,900).

As you’d expect, the standard features list is substantial and the highlights are Burmester 3D Surround Sound audio (with digital radio), leather upholstery, keyless entry and start, a multi-function steering wheel trimmed in Nappa leather, power front seats with memory function, heated and cooled cupholders, and wireless smartphone charging. 

There’s also dual 12.3-inch driver instrument and central media displays, ambient lighting and adaptive LED headlights as well as Android Auto and Apple CarPlay.

As well as cosmetic changes, covered shortly, the Edition One steps up to ‘Silver Pearl’ and black Nappa leather trim (with blue contrast stitching).

There’s also a range of optional packages bundling up everything from exterior body elements to interior trim and additional multimedia, the latter especially for back-seaters. 

The ‘Night Package’ ($4300) includes black exterior mirror housings, black running boards and wheels as well as darkened exterior lights and a radiator shell that can be illuminated for an impressive profile while driving.

A ‘Superior Line Interior Plus Package’ ($14,500) brings full Nappa leather upholstery, ‘Active Multicontour Seat Package Plus’ and grab handles in leather. Then a ‘Manufaktur Exterior Package’ ($4100) finishes the roof, bumpers and wheel arches in ‘Obsidian Black’. 

But the one that will score you maximum brownie points with the kids is the ‘Interior Comfort Package’ ($8500), featuring a rear seat entertainment system, including two integrated 11.6-inch touch displays.

While the Toyota LandCruiser 300 Series is a diesel-only proposition, the Lexus LX takes a broader view of what its buyers will want in such a vehicle.

As a result, there’s a choice of petrol or diesel power for the LX range, with both engines covering all variants apart from one. To add weight to the theory that the Ultra Luxury model is for people for whom fuel costs really don’t matter, it’s available only as a petrol vehicle.

The turbo-diesel engine is the 3.3-litre V6 twin-turbo unit we see in the 300 Series. It’s unusual in that it uses hot-side-in technology where the exhaust system and turbochargers live inside the vee of the engine, rather than hanging off each side as is much more common. Lexus claims greater efficiency from this layout with less plumbing between the cylinder head and turbo units as well as a more compact design.

Outputs for the turbo-diesel are 227kW of power, with an impressive 700Nm of torque produced anywhere between 1600 and 2600rpm, which is where the engine will spend most of its operating life.

The petrol engine is also a V6 and also twin-turbocharged. It measures 3.5 litres and, again, features a design that allows a smaller capacity engine to exceed the outputs of the physically larger, previous model. To that extent, it makes 305kW of power and 650Nm of torque; both impressive figures.

There’s only one transmission available on the LX, and that’s a 10-speed conventional automatic. To compliment that rugged, ladder-chassis design, the LX also has a transfer-case with proper off-road gear ratios. This is what gives the vehicle its rock-crawling and river-crossing abilities, while permanent four-wheel drive and the Multi-Terrain Select system mean no-fuss operation.

The G580 is powered by four permanently excited synchronous motors, each delivering around a CLA200’s worth of power and torque to each wheel for overall outputs in excess of 432kW/1164Nm.

Each motor has its own two-stage transmission and power electronics for almost infinite fine-tuning of the direction and amount of drive sent to individual wheels. Merc calls it ‘individual-wheel drive’.

Much has been made of the new LandCruiser’s fuel-tank reduction to its new total of 110 litres. The LX follows suit with an 80-litre main tank and 30-litre auxiliary tank, but it’s worth remembering the improved efficiency of the new drivelines will maintain the range to a useful total. The base-model diesel version also misses out of the second tank for an 80-litre total.

Toyota claims a combined figure of 8.9 litres per 100km for the diesel and 12.1 litres for the petrol. On the open road, both variants will get pretty close to those targets (even though they’re a combined urban-highway figure) so the touring range remains useful and better than 1000km for the turbo-diesel with the twin tanks.

Housed in a torsion-resistant casing and embedded low down in its ladder-frame chassis, the G580’s 116kWh two-tier, liquid-cooled lithium-ion battery pack delivers a WLTP-rated range of 473km, or 567km on the more lenient NEDC scale.

‘Eco Assistant’ and ‘Range Monitoring’ functions provide continuous information on battery status, energy consumption and estimated range.

Maximum system capacity is 400 volts which enables 200kW DC charging, meaning a 10 to 80 per cent fill in as little as 32 minutes. Maximum AC charging capacity is 11kW.

Claimed energy use is 23.1kWh/100km, and we saw an average of 28.6kWh across urban and highway running on the launch drive program.

Not exactly a ‘green’ EV choice, then, but it’s worth noting a one-year Chargefox subscription is included to off-set the car’s energy appetite.

Lexus surprised us a bit with its choice of test roads for the LX’s launch. As well as some twisty bitumen which might not, on the surface, have seemed the most LX-friendly terrain, the launch also threw in some steep if not otherwise too taxing off-road work.

The steep downhill section highlighted the fact that the LX has probably the best hill-descent control we’ve sampled. Not only is it simple to use with speed variation via the rotary knob that otherwise controls the drive modes, it’s also consistent and doesn’t stumble or lock-up wheels and bang brake calipers intermittently.

The second surprise was how well 2.6 tonnes of luxury off-road SUV handled the winding blacktop. It’s no performance-oriented SUV with its live rear axle and off-road-worthy suspension settings, but it can be hustled along in a pretty tidy manner if you concentrate and keep it flowing.

Beyond that, it was pretty civilised at everything else, too, and although it’s not a compact vehicle by any means, the cameras and sensors ensure that it’s not too much of a brain-teaser to park.

The LX seems to have slightly better noise suppression than the LandCruiser on which it’s based and the diesel version doesn’t seem quite as vocal under load. That said, it’s still very quiet and when rolling along at highway speeds and low engine revs, even the diesel is tomb-like in its silence.

But the petrol is next-level refined. There’s a small degree of engine raspiness when you rev the petrol V6 hard (and you won’t mistake it for a V8) but it’s a sophisticated soundtrack and, at a steady throttle, the petrol LX is even more silent.

The two engines have vastly different torque curves, but the 10-speed transmission is so on top of things that it can tailor its shift-pattern to make the absolute most of whatever torque and power are being produced. You can just feel the transmission holding a gear a little longer when the driver dials up max thrust, but in the interests of getting a heavy vehicle moving swiftly, using a clever transmission is the smart, modern way to do it.

Steering is a fraction light to be completely tactile, but that’s a function of the off-road abilities, and we’re pleased to report that the turning circle is very good given the exterior dimensions and makes tight city work much easier.

The shift paddles are, ironically, likely to be of most benefit when off-road and it’s here that the LX lays the SUV pretenders to waste. With low-ratio gears in the transfer case and that clever 10-speed, the LX will climb up some amazing places. It’s fair to say that, like all good off-roaders, you’ll run out of brave pills before the LX runs out of talent.

And while the suspension does a good job off-road, the live rear-axle and independent front suspension also combine pretty well on the blacktop. There’s some initial thump on pattery bumps that are felt more than heard. But as the bumps get bigger, the LX gets even better at dispatching them.

The variable ride height feels like air-suspension but is actually a clever hydraulic adjustment to the dampers to increase their length and, therefore jack the vehicle up for off-roading. Strangely, the ride seems to become a fraction firmer (and we mean a fraction) as the height cranks up, but most owners will never notice it.

What they will notice is the composure that the LX has in most settings. No, it’s not the fastest or tidiest handling SUV out there, but it’s well beyond good enough. And off-road? Very, very little is likely to touch it.

So, with 432kW and around 1160Nm, even though the G580 weighs in at around three tonnes, you’re talking 0-100 km/h in 4.7 seconds. And this car gets up and goes… like a beast.

What you don’t get is that traditional Merc-AMG G63 V8 rumble, because, of course, no engine. 

But you do get what Mercedes calls ‘G-Roar’, essentially a sound bar at the front of the car also using the audio system inside to give it what is not exactly an engine noise but some sense of the car progressing. And you can turn it off for completely silent running.

‘Electric Dynamic Select’ changes the parameters of the motors, transmission, suspension, ESP and steering as required. On-road that means ‘Comfort’, ‘Sport’ and ‘Individual’ modes, with off-road comprising ‘Trail’ and ‘Rock’. In the Comfort setting drive flows primarily to one axle for optimum energy efficiency.

Suspension is by double wishbones at the front and a De Dion-style live (rigid) axle at the rear. You’ve got the same adaptive-type set-up as per other G-Class models, so ‘Comfort’ and ‘Sport’ modes and of the many traditional G-Class traits this car exhibits, ride quality is one of them.

Even in Comfort you’ll find even little bumps and thumps making their way up into the seat of the pants and the cabin. It is after all a body-on-frame, ladder-chassis type vehicle and that’s not unusual.  

In terms of steering, it’s accurate and road feel is good. You’ve got 275-wide Falken Azenis FK520 tyres that are more on- than off-road focused. The car feels stable and nicely planted on the road.

The physical brakes are by ventilated discs front and rear, and the big rotors are the same size (353mm) all around. They work nicely and feel like a conventional set-up.

Regenerative braking kicks in as soon as you lift off the accelerator pedal. The powertrain is harvesting energy as the car decelerates and there are four levels you can adjust with the steering wheel paddles up to a quite aggressive level - not quite, but close to a single-pedal set-up.

Off-road, the G580’s ‘G-Steering’ system allows the wheels to turn at different speeds to induce slight ‘drift-like’ oversteer and tighten the turning circle. It works beautifully and the car’s fording depth is 850mm, a full 150mm more than internal-combustion G-Class models.

A three-speed off-road crawl function is adjustable to speeds as low as 2.0km/h, and the car is claimed to remain stable on sideways slopes up to 35 degrees. 

Torque vectoring is used to create ‘virtual diff locks’ and there’s a ‘low-range’ setting. Switch to the ‘Offroad Cockpit’ and data including gradient, lateral inclination, compass readings, tyre pressures and the selected G-Mode appear.

A ‘Transparent Bonnet’ function creates a virtual view of what’s approaching and passing under the front wheels to help the driver pick their way through steep ascents or declines.

For the record, the G580’s approach angle is 32 degrees, departure is 30.7, breakover is 20.3 and ground-clearance is 250mm.

And of course, with the wheels independently powered, the G580’s signature move is what Mercedes-Benz calls a ‘G-Turn’ but the rest of the world calls a tank turn.

If you encounter an obstacle that makes forward progress impossible, the system spins the left- and right-hand wheels in opposite directions so this brute can turn on the spot like an M1 Abrams. You can’t help but crack up laughing when executing this extreme party trick!

In terms of miscellaneous observations around ergonomics and the car in general, it has a 13.6-metre conventional turning circle. So if you’re not using the G Turn function in the car park be ready for a sizeable turning arc.

Also, those aero tweaks here and there seem to have had an effect. Wind noise, especially for such an upright, squared-off design is surprisingly modest. And overall, from a build point of view, this car feels as though it’s been carved from a solid piece of metal. In every aspect it presents as a quality item.

Although the Mercedes-AMG G63 carries a maximum five-star ANCAP safety assessment from 2018, the pure-electric G580 is unrated. But crash avoidance tech includes active cruise control, ‘Active Steering Assist’, high-speed AEB, traffic sign recognition, lane-keeping assist, blind-spot monitoring, driver fatigue monitoring as well as a 360-degree camera view and ‘Active Parking Assist’.

And if a crash is unavoidable, there are no fewer than 11 airbags on-board, including driver and front passenger front and side, rear side, full-length curtains, driver and passenger knee and a front centre bag.

There are three top-tether points for child seats across the second row, with ISOFIX anchors on the two outer positions.

Lexus Australia recently upgraded its factory warranty to five years/unlimited kilometres (up from three years). That’s better, but by no means a real advantage over most of its competition.

Capped price servicing is available at $595 per service for the first three years. The catch there is that servicing is every six months or 10,000km, an area in which Lexus trails its main competitors.

The G580 is covered by Mercedes-Benz Australia’s five-year/unlimited-km warranty, which remains the standard offering in the premium part of the market and an eight-year/160,000km drive battery warranty.

Service intervals are every 12 months or 20,000km with service plan pricing available over three ($2645), four ($3980) and five ($4670) years. In approximate terms, each workshop visit will cost ‘around’ $900. Not exactly cheap, especially for an EV, but this is no ordinary electric vehicle.