Rugged Go-Anywhere Lexus GX 470 More Affordable than LX 470
Toyota Canada has decided that the country needs another over-priced SUV to compete with the Cadillac SRX, the Lincoln Aviator, the MB M-class, and the VW Touareg, and so will begin to import the Lexus GX 470.
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| The eight-seat GX 470 has the truck-like ride that is generally falling out of favor and has very little presence. Will it be able to compete with the top end SUVs in Canada? (Photo: Lexus) |
Since this sport-ute retails for US$45,700 and up south of the border, we can assume that it will cost about $65,000 when it shows up in Lexus stores in mid-February.
While this is certainly a luxurious vehicle with the famous Toyota quality, the eight-seat GX 470 has the truck-like ride that is generally falling out of favor and has very little presence, and tends to go unnoticed by other drivers.
Larry Hutchinson, national manager of Lexus in Canada, claims that "Customers have asked us for a vehicle with more rugged utility than the RX 330 provides without stepping all the way up to an LX 470."
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| The GX 470 is equipped with "an arsenal of dynamic handling technology that makes it one of the most capable vehicles in its category, on- or off-road." (Photo: Lexus) |
The GX 470 is powered by a 4.7-litre V8 that produces 235 horsepower at 4,800 rpm and 320 lb.-ft. of torque at 3,400 rpm, with 80 per cent of the peak torque generated at just 1,100 rpm. This should appeal to people looking for a good launch feel or the ability to tow something up to 2,948 kg.
GX 470 comes with a five-speed automatic transmission that uses shift logic to stay in the appropriate gear for added power, Hutchison says, and provides effective engine braking during descents.
Furthermore, says Hutchinson, the GX 470 is equipped with "an arsenal of dynamic handling technology that makes it one of the most capable vehicles in its category, on- or off-road."
The full-time four-wheel drive system uses a Torsen torque-sensing centre differential, Hutchinson explains, and this system splits power 40/60 front and rear under normal driving conditions, and increases the rear-wheel bias during steering turns to enhance tracking through the curves.