2018 Lexus GX 460 Review

If you're seriously considering the GX 460, you probably want to venture off-road in it. But if that's the case, you'll want the added ground clearance the Luxury trim's adaptive air suspension provides. Without it, the GX 460's ground clearance is worse than some crossovers.

The GX's transmission shifts very smoothly, which gives this SUV a refined demeanor. But the throttle pedal and transmission seem to play dumb when you want to accelerate smartly; it requires more pedal force than it should to accelerate and even more to trigger a downshift.

The GX 460's 4.6-liter V8 has only 301 horsepower but is energetic enough to propel it from zero to 60 mph in 7.5 seconds. In normal use, though, the GX can feel lethargic owing to its heavy curb weight and economy-minded throttle pedal and transmission calibration.

Brakes feel reliable and responsive in everyday use. The pedal travel is a bit long, but not in an excessive way — it feels right. Our test sample stopped in a respectable 124 feet in our 60-mph panic stop test.

You don't have to turn the wheel much when parking and it'll make a tighter U-turn than you'd guess. The effort is neither too light not too heavy. Good at resisting crosswinds, too. But the response is dull and the feel is nonexistent — it's as if your fingertips have gone to sleep.

The GX comes with a clever suspension system that provides flat cornering on mountain roads yet automatically switches off to give excellent articulation when off-road. The result is a very nimble SUV for its size and height. No tippiness or stomach upset on the road to the lake with this one.

The GX's transmission shifts very smoothly, which gives this SUV a refined demeanor. But the throttle pedal and transmission seem to play dumb when you want to accelerate smartly; it requires more pedal force than it should to accelerate and even more to trigger a downshift.

Has a low range transfer case and a lockable center differential, and the suspension system automatically generates impressive wheel articulation. But ground clearance isn't great, and the overhangs are low. Will someday be a good choice for second owners who add expedition bumpers and a lift kit.

It's quiet, the climate control system will please everyone, and the ride isn't liable to get your tummy rumbling. But make sure you test-sit those seats before you sign on the dotted line. Everyone is different in this regard, but we found it hard to get past the plank-like seat bottoms.

Seats offer good lateral support and look comfy, but the leather seat bottoms and seatbacks feel flat and unyielding. A staffer who took it on a long road trip was uncomfortable within 10 minutes. The middle-row seats are flat and shapeless, apparently designed to fold rather than provide comfort.

The GX 460 is generally smooth and airy without being floaty or buoyant. But ripples and patches in the asphalt often create a mild jostling motion and head toss, as if elements of the suspension are too taut and won't let the system relax.

Extremely quiet on all fronts — there's little wind, road or engine noise. It's a nice quiet backdrop whether you're having a conversation or listening to the high-end stereo.

Controls are simple and easy to figure out at a glance. The vents are good-sized, and the fan doesn't make much racket. And all three rows have their own vents, with separate controls located in the middle row. Front heated and ventilated seats and heated rear seats offer multiple settings.

The Lexus GX looks good inside, and the layout is pleasing and easy to operate. There's generally a good deal of space, and the driving position is easy to set to your liking. The high seating position gives a commanding view of the road, but makes the step up higher than in newer crossover SUVs.

This Lexus lacks the brand's Remote Touch infotainment interface, and the GX is the better for it. All the control knobs, buttons and stalks are easy to identify, learn and use, and that even goes for the entertainment and navigation interface.

The GX is a bit tall because it's a body-on-frame SUV, but it's not too bad. It comes with features that offset its height: integrated side steps and TWO interior grab handles at each door. The doors open wide, too. Third-row access is tight but in line with the segment; the captain's chairs help.

The seats have numerous adjustments and, unlike in many Toyota/Lexus products, the wheel has a decent telescoping range. But the left footrest platform feels a bit close. Our test drivers changed their position more than usual to relieve discomfort from the seat bottoms (see Comfort section).

Plenty of leg- and headroom up front. Middle-row headroom is generous, and legroom is fine if the driver is shorter than 6-foot-3, but the rear doors crowd your elbows. The third row is tight, but it's larger than expected. The back is best for kids and short trips only.

Surprisingly good visibility all around because of the generous glass area, low doorsills, good-sized mirrors and a large camera screen. The headlights offer impressive clarity and coverage whether you're on low beams or high. Optional front and rear proximity sonar aids parking in tight quarters.

The interior of the GX is pleasing to look at, with an impressive combination of rich materials and textures. It looks well-built and durable, too.

The second and third rows of seats fold flat into the floor, but carrying capacity isn't class-leading. That's probably because the load deck of this traditional body-on-frame SUV is a bit high. It has a decent tow rating, but the tow hitch and wiring are dealer accessories, not factory-integrated.

Front seat occupants enjoy good-sized door pockets, four places for beverages and a couple of handy nooks. The center console and glovebox aren't spectacular, but they get the job done. Middle-row door pockets are on the small side, and the flip-up cupholders are nothing to write home about.

The tall roof and fold-flat seats make a decent-sized cargo hold whether the middle row is up or down. But there's minimal space behind the third row, and the way it all folds into the floor makes for a high load deck. The side-hinged rear door is hinged on the wrong side, blocking curbside access.

This truck stands a bit high, which means you'll have to lift the kids up into place. The middle row has LATCH anchors hidden behind a Velcro flap and top tethers for two seats, but the third row only has the top tethers and requires the use of the seat belt's locking retractor mechanism.

Tow hitch and trailer wiring harness socket are not standard or fully integrated; they're a dealer-installed accessory. When installed, the hitch receiver will always be visible because there's insufficient space for a hidden installation. The tow rating of 6,500 pounds is respectable for the class.

The sound system is strong, with numerous audio sources to choose from. But the GX feels like a time capsule, with clunky voice controls, dated graphics, and no Apple CarPlay or Android Auto support. Desirable active safety aids are only offered on the highest grade in an option package.

Superb sound quality from the premium audio system, which also has HD radio and a CD player. But the navigation graphics feel dated — they're quite low-resolution, and the traffic density lines are comically thick.

Bluetooth pairing is easy because it doesn't always require a second confirmation step. USB jacks connect an iPhone smoothly, and the stereo remembers where your podcast left off the next time you start up. But this SUV does not have Apple CarPlay or Android Auto, which seems out of touch.

The GX feels old because many active safety aids are only available in an $4,340 option package that's exclusive to the top-level Luxury grade, a minimum spend of $68,715. Our well-equipped, $60,300 test vehicle had blind-spot monitoring with cross-traffic alert as an $800 option, but that's it.

The system recognizes speech well but requires the use of fairly structured commands. For instance, you can't say "Call Mark" when the navigation screen is displayed; you must first say "phone" and let the system switch over. No press-and-hold Siri access either.