Upgraded Lexus LX SUV. Price - from 4,999,000 rubles.
Lexus LX 570/Lexus LX 450d
- Length/width/height/base 5065/1980/1910/2850 mm
- Trunk volume (VDA) 701 l
- Curb/gross weight 2585–2815/3350 kg
- Engine: petrol, V8, 32 valves, 5663 cm³; 270 kW/367 hp at 5600 rpm; 530 Nm at 3200 rpm / diesel, V8, 32 valves, 4461 cm³; 200 kW/272 hp at 3600 rpm; 650 Nm at 1600–2800 rpm
- Acceleration time 0–100 km/h 7.7 s / 8.6 s
- Maximum speed 220 km/h / 210 km/h
- Fuel/fuel reserve AI-95/93 l / DT/93 l
- Fuel consumption: urban/suburban/combined cycle 20.2/10.9/14.4 l/100 km / 11.2/8.5/9.5 l/100 km
- Transmission four-wheel drive; A8 / four-wheel drive; A6
We're sitting well
But I was warned about the insidiousness of the dunes. The surface looks dense, but as soon as you disturb the “fertile layer” a little, they instantly pull you into their captivity. I exhausted the Multi-terrain Select system, which coordinates the operation of electronic assistants and brake mechanisms - I started with the “sand” mode and ended with “stones and mud”. Useless! The newly created intelligent Auto mode did not help either. Naturally, the center differential has long been locked and the low-range range has been engaged - but what's the point?
Or maybe lift the body to unanchor? Fortunately, the 4 Wheel-AHC hydropneumatic suspension allows this to be done. When we stood up, the polite pneumatics lowered it by 150 mm - for ease of entry and exit. I press the button: the LX raises the front axle by 50 mm and the rear axle by 60 mm, increasing the already respectable 225 mm ground clearance.
Lexus, like a camel, rose from its knees, and I am watching the process thanks to the all-round cameras. From now on, Multi-terrain Monitor not only provides a panoramic view, but also looks under the bottom. And the front camera is completely rotatable. Thanks to this, the picture on the display is always horizontal and the driver better feels the position of the car. But this movie is of no use now.
Fortunately, there is cell phone service here: you call and help is on the way.
New firmware
And how well it all started! On the hot avenues of Dubai, greedy for everything brilliantly large-scale and chicly arrogant, local people eagerly followed the running strips of LEDs in the headlights and the huge false radiator grille, which was about to swallow the car in front.Restyling? The manufacturer insists that this is a “new model.” The truth is somewhere in the middle. The LX units still rest on a powerful frame, and in the appearance of the car one can discern both the ancestor of the 2007 model and its modernized version of the 2012 model. However, there are no untouched parts left on the steel body; there is little that reminds us of the previous car in the interior.
In one version, the interior is made in a stunning combination of beige leather and matte walnut wood. I have never seen a more worthy and stylish finish in any Lexus. At the same time, according to the long-standing samurai tradition, the seat cushion, even though it has a new profile, is a bit short. Yes, and there is no height adjustment of the lumbar support - and this, alas, cannot be corrected by electrical adjustments in ten parameters.
Age imposes technological limitations, so the LX could not be equipped with door closers - despite the fact that their main competitors have them in their arsenal. Controlling the multimedia system takes some getting used to, but the Remote Touch joystick is a no-no, and you'll miss the desired menu item - it's not easy to use it on the go.
In Japanese cars, even of the highest level, you can often feel a slight inconsistency in some decisions. And now it seems to me as if the climate control unit was designed by laboratory X, specialists Y worked on multimedia, and team Z worked on the interface of driving functions. Separately, everything functions perfectly, but the feeling of a unified whole is missing.
However, these quibbles pale in comparison to the good news. For example, the Climate Concierge four-zone climate control with 28 vents coordinates the operation of the air conditioning with the heating and ventilation of the seats, and is equipped with sensors in the rear seats: if there is no one in the second row, then why waste energy? The ten-inch color head-up display, which, among other things, provides navigation tips on the windshield, is also very useful. The differently designed front panel boasts an aluminum clock and a 12.3‑inch display that can broadcast different images for the driver and front passenger. The second-row seats are equipped with an electric drive that moves them back and forth by 89 mm, and travelers are entertained by a pair of high-definition monitors with a diagonal of 11.6 inches and a Mark Levinson audio system, forming an analogue of a 5.1 home theater.
We took several versions of the Lexus LX for a test drive in order to thoroughly study the off-road systems of these cars.
In the world of off-road celestials, there are almost no storms, economic downturns or market fluctuations. They confidently, with the methodicality of an asphalt paver, roll out and smooth out currency fluctuations, in any case achieving significant sales figures. These are the laws of an all-wheel drive top. Global changes rarely occur in it. And only a few of the top models manage to produce the effect of a bomb exploding.
The updated giant Lexus LX 2016 model year broke all the stereotypes of the exterior of large all-wheel drive vehicles, amazing the guests of the Pebble Beach Automotive Elegance Concours with an appearance that equally contains features of a starship and a diesel locomotive. It is difficult to say whether the new face is the fruit of a sophisticated design idea or is simply intended to instill primitive horror in competitors. One thing is obvious - the already rather large Lexus LX has become even more noticeable thanks to the extravagant features of literally every part of the body. If you compare the design of the car with music, what most closely matches it is the chord played on the keys with all ten fingers, in addition also supported by the right pedal. Taken on a grand scale, in full force, when the sound volume dominates over one or two false notes. Add here a choir of brass screaming in a voice that is not their own with a solo front part - an alien mask, and you will get a comprehensive description of the appearance of the machine. It should be noted that this technique - the perception of form through shock - has recently become popular. The harmony of beauty has long set teeth on edge and no longer makes the strings of human souls vibrate. Extremes are used. So they surprise, are imprinted in the memory and gradually become the norm.
The driver's seat of the Lexus LX resembles an airplane cockpit.
Spaces inmeasure and everything is at hand
The white illumination of the instruments adds clarity to their perception.
For the diesel version, the tachometer red zone starts at 4600 rpm
This is just the price of gasoline at the nearest pump,
not information about oil prices
Fortunately, the SUV's interior is not so eccentric. On the contrary, it instills a feeling of comfort and reliability. Every time you get inside this car, you will thank its creators for the island of stability - a single line stretching back to the days of the legendary “eighty” in the measure of the spacious and so familiar space of the “big Toyota”. You can argue endlessly about finishing materials (for example, I like warm matte wood more than cool glossy wood), seat height, visibility and ergonomics. Another thing is important - this is one of the few “old school” SUVs. Those who have been driving “eighties” and “hundreds” for several years will understand what we are talking about. The person sitting behind the wheel is no longer so concerned about the appearance of the car, which breaks through even through the windshield with storm waves and folds of the long hood.
The joystick was designed by the geniuses of computer shooter games.
It is difficult for the average user to master the art of hitting the target
The only thing that truly excites the peace of the driver, dissolved in the bliss of ventilated seats and wide-screen monitors, is the Remote Touch joystick located on the body tunnel for controlling everything that can be controlled. It has spacious wrist rest, good tactile control, and is ready to accommodate three equal-function Enter keys under your fingers. Its movement is accompanied by a noticeable fixation on the virtual icon buttons of the central monitor and sound signals. But still, on the go, switching navigation, radio or other systems using the joystick forces you to concentrate on looking for the desired icon on the screen. Entering a navigation address is even more difficult. On an uneven road, constant jolts do not help the virtual “sight” hit the desired function - you need to stop. It’s good that the climate control has redundant buttons, and the radio can also be switched using the buttons on the steering wheel. The monitor itself, with its 12.3-inch diagonal, produces a picture of mediocre quality, and its screen is not touch-sensitive. But on the monitor you can display images from the front, rear and side cameras in different combinations.
The widest central display can be called up together or separately
any information from surveillance cameras to instantaneous flow rate histograms.
It's a shame it's so big and dominates the center console
"TV" has a non-touch screen
The camera under the windshield is supposed to read speed limit signs, but for some reason it always selects the lowest marks, displaying 30, 10 or even a curious 5 km/h on the central monitor where 60 or 80 have long been possible. Another oddity is the opening principle -closing the trunk. The electric top door can be controlled by a button from the driver's seat or from the key fob. Moreover, if your hands are busy and the key fob is in your pocket, the external key on the door itself will only unlock the lock, but you still have to lift it manually. I won’t describe the comfort of the seats, the strength of the refreshing breeze of the climate control, or the sound quality of the music system. It’s better to talk about the algorithms for the operation of off-road systems. But first, a little about the new engine. Or rather, about the well-known Toyota Land Cruiser 200, but retuned 4.5-liter biturbodiesel.
To engage a lower gear, you need to turn on neutral and,
Having pressed the transfer case selector lever, put it in L4
The left knob switches Drive Modes and changes the tempo of Crawl Control
The very first “tank turn” button must be pressed
after the nearby Crawl Control power key
BETWEEN LIGHT AND HEAVY
Choosing a motor is not an easy task. When you are an Arab sheikh and the issue of fuel consumption does not arise in principle, priority will definitely be given to gasoline. The petrol LX 570 is on paper a little more dynamic and a little faster at maximum. Its power unit is better suited for fast driving, moves its eight gears more lively when overtaking and, frankly, looks more harmonious and more thoroughbred. Diesel is less impetuous, although in the city it is more than enough. The sound of operation breaks through the kilograms and centimeters of noise protection a little more strongly, although, of course, there is no annoying hum or vibration. And there is a noticeable difference in consumption when driving through city traffic jams - 20 liters of gasoline per 100 km versus 16 of diesel fuel. The trip computer showed approximately the same difference during off-road races in a sand pit. In bad road conditions, a diesel engine copes with inclines more easily, using lower speeds than a gasoline engine. And that's basically all. The engine complies with Euro-5 environmental standards and has a particulate filter that can be forced through - there is a special button on the front panel. The real acceleration dynamics, whether starting from a traffic light or driving along the highway, are the same for diesel and gasoline cars. Eight gears of the gasoline LX versus six of the diesel, surprisingly, do not subjectively make it more agile, and objectively do not provide fuel economy.
If you did not read the instructions carefully, you will have to go through
online test for knowledge of Lexus LX systems and the sequence of their connection
TRAFFIC CONTROL CENTER
Technically, the updated Lexus LX almost completely repeats its predecessor, as well as the Toyota Land Cruiser 200. The diameter of the front brake discs has been increased to 354 mm, and the behavior algorithm of the AVS adaptive shock absorbers has been reconfigured. Now they change the hardness all together, and not separately, as before. Frankly speaking, this had no effect on driving. There are noticeably more changes in the interior and electronic equipment of the SUV. Two adjacent levers on the center console are responsible for the height of the air suspension and the activation of the lower row. The downshift lever has a lock, and you need to push it in to shift. A Drive Mode Select control puck appeared nearby on the central tunnel. When choosing between Normal, Eco, Comfort, Sport S, Sport S+ and Customize, it's important to remember that the LX is not a sports sedan. Any noticeable difference in acceleration speed and gearbox shift ranges appears only in the extreme Sport S+. All other differences in settings are drowned in errors of individual perception and are largely unnecessary, as well as the manual gear shift paddles on the steering wheel.
Five buttons, two regulators and two levers control
all-wheel drive automatic Lexus LX
Next to Drive Mode Select there is another puck that controls the speed when the Crawl Control system is turned on. It turns on only in low gear, and its operation is accompanied by continuous machine-gun bursts of loudly chirping ABS. Another system (MTS) automatically regulates torque and braking torque at each wheel. To its standard modes “Mud and Sand”, “Loose rock”, “Bumps”, “Stones”, “Mud and Stones”, the restyled car has an Auto mode.
There is also a Torsen center differential lock, low-range gearing and, the icing on the cake, the proprietary “tank turn” function on loose soils by locking the inside rear wheel. It should be noted that turning on and switching all these intricate electronics with mechanics is a big puzzle. An untrained driver will spend a lot of time reading and implementing the warnings and restrictions that appear every now and then on the central display of the instrument panel. Either instead of the switched-on “drive” you need “neutral”, then again you need to move the gearbox selector to position D or R. As a result, the procedure for bringing the SUV into a combat position looks something like this. First, raise the suspension to its maximum height. This is important because the front apron-wing, like a blade knife, is ready to rake up any bumps in the path of an almost three-ton car and therefore can easily be lost. Then, having moved the box to neutral, we turn on the low gear in the transfer case. After a couple of seconds, the Lo sign will light up, and you can continue the procedure. We switch the gearbox selector back to mode D and press the key with the symbol of an SUV climbing a mountain (you shouldn’t be confused that the pictogram looks like a hill descent assistant - this is not Hill Assist, but Crawl Control). And only after that, by pressing the adjacent button with the arrow indicating a turn, we activate the tank turn function. Each press on the instrument panel corresponds to an indicator light. If you break the order, the automation will torment you with warnings about the inadmissibility of a particular mode, and you will have to start all over again. If you suddenly need to lock the center differential, then pressing the corresponding button will turn off everything that was previously turned on, except for the low one.
But on the other hand, driving in Crawl Control mode, when you don’t have to touch the pedals at all, and especially turning around in the sand, will greatly help a novice driver in difficult situations. An experienced one will most likely limit himself to one lower one, leaving the inter-axle blocking as a last resort. The Lexus LX overcomes obstacles remarkably well, and its raid suspension copes well with uneven surfaces. We strongly advise anyone who is planning to drive the Lexus LX off the road to study in advance, or better yet, practice connecting off-road systems. Otherwise, you will have to do this while already sitting in a puddle and feverishly studying the not very clearly compiled manual. Despite the slightly increased dimensions, Lexus LX has not worsened its geometric characteristics. The approach angle is still 25 degrees, the departure angle is 20. With proper operation of a rich set of off-road systems, this is a very formidable weapon against off-road conditions. The addition of a high-torque and very economical turbodiesel to this car couldn’t come at a better time. Combining excellent suspension with successful power units and a terrifying appearance, it turned out exactly as it was intended - impressive, memorable, capable of surprising both on the asphalt and beyond.
TECHNICAL DETAILS
The Lexus LX SUV has a frame structure with a rear continuous axle. Front suspension with double wishbones. The position of the body above the road is adjusted using a pneumatic system. The transmission includes a locked Torsen asymmetrical center differential with a predominance of torque on the rear axle (40:60) and a transfer case with a reduction gear (2.62). The gasoline engine is mated to a new 8-speed automatic transmission. Diesel - with the old 6-speed gearbox due to a higher torque flow. Power steering, all shifts and transmission locks using electric actuators. The Lexus LX is well equipped with many electronic systems to assist the driver off-road.
The history of Lexus LX began not so long ago, with the LX 450 generation, which was released in 1996. By modern standards, the LX 570 is a full-size SUV, and its single-platform brother is the Toyota Land Cruiser 200.
Exterior
Compared to the previous generation, the new LX has become more stylish and serious. The rectangular headlights have narrowed, the radiator grille now looks even more like an hourglass, and the fog lights have changed shape and turned into boomerangs.
The elegance of the L-shaped LED taillights is enhanced by stylish chrome trim
LexusThe new LX has gained a bit in size. The length of the car is 5065 mm, width is 1981 mm, but the height of the SUV is now 56 mm less - 1864 mm. The wheelbase has not changed - 2850 mm.
The LX 570 is a beautiful car and, by Japanese standards, a work of art. The proportions of the body are weighted and adjusted, from any side and from any angle the LX 570 looks flawless.
In the cabin
The interior is made according to all the canons of Japanese premium and is even more similar to the cabin of a business jet than to a car. A spacious interior, expensive leather, high-quality finishing, nice plastic and a scattering of buttons on the front panel - all this really looks more like an airplane.
A 12.3-inch widescreen display is installed in the center of the dashboard. This is convenient, since navigation can be displayed on one half of it, and, for example, climate control or radio station selection on the other.
The driver's seat is very comfortable. A high seating position, many settings for the seat with memory, adjustable steering wheel in all directions, an armrest, in a huge niche under which you can arrange a small storage area for the necessary things for any occasion - all this allows you to sit comfortably behind the wheel.
The cabin is very spacious. Except that in the eight-seater version of the car it will not be so comfortable for the passengers in the last row. But they have their own climate system deflectors and cup holders at their disposal. Another disadvantage of the third row is that even in the Luxury version, separate multimedia system monitors are provided only for second-row passengers. So it’s better to give the children you sit back a tablet with them, so they’ll definitely enjoy it in the gallery.
The LX 570 accelerates to 100 km/h in 7.7 seconds and has a top speed of 220 km/h (electronically limited).
LexusCapacity
While testing the LX 570, we had the opportunity to test its capacity. The huge double bed had to leave the summer cottage at any cost, and the new family assistant did not disappoint. With a body width of 1981 mm, a thick mattress measuring 200 by 160 cm, all other parts of the bed, and a bicycle, several bags and various small things fit on top. The rear row seats, of course, had to be folded, but the volume of freed-up space in the cabin thus reached 1274 liters.
The owner of an LX 570 during a difficult period of life can always find part-time work in the field of cargo transportation.
True, in order to feed the driver, he must first feed the car, which is quite voracious. In city mode, the car could not achieve fuel consumption of less than 18 liters per 100 km. And as soon as you got into a traffic jam, the numbers began to grow inexorably, reaching values of 23-24 liters. But the Lexus flew along a deserted highway near Moscow, consuming only about 14 liters per 100 km.
In move
The Lexus LX 570 is equipped with a 5.7-liter V8 petrol engine producing 367 hp, which is paired with an eight-speed automatic transmission. Unlike the Land Cruiser 200, the Lexus has a switch for Eco, Comfort, Sport and Sport+ modes.
Driving the Lexus LX is akin to flying a wide-body aircraft. First, in search of the runway, you need to slowly crawl out of the courtyards, squeezing through parked cars.
You can control the climate, navigation and audio systems through the 12.3-inch screen located on the center console using the Remote Touch joystick
LexusThe role of traffic controllers with flags in an SUV is performed by numerous cameras, with which the LX is fully equipped. In addition to the standard rear view camera, another camera is installed in front, in the center of the radiator grille, and another one in the side mirrors. This is convenient when you have to maneuver in narrow places so as not to run into some post or flower bed.
Leaving the yards and driving onto a straight line, you can fully feel the powerful 367-horsepower engine - the 2.7-ton car accelerates to 100 km/h in just 7.7 seconds. Moreover, thanks to excellent sound insulation, high seating position and comfortable suspension behind the wheel, speed is not felt at all. At a speed of 120 km/h, it seems that the speedometer shows no more than 80 km/h.
So the owner of an LX 570 must immediately set himself up to either pay regular speeding fines or set a speed limit.
In city traffic, the SUV is quite dynamic. And as soon as you blink your turn signal once, the driver in the next row is ready to give way: no one wants to mess with such a “dump truck,” especially the owners of small cars - it will move and not notice.
On the highway, the main thing is not to fall asleep while driving: the car does not drive or even float, it literally flies over the road, which has a very calming effect. True, due to the high body, a slight “windage” is still present, so at speeds of 140 km/h you have to constantly steer a little to maintain the trajectory.
Let's go off the road
The off-road kit in the Lexus is almost the same as in the Toyota Land Cruiser 200: a central differential lock and a reduction gear. In some situations, the computer itself decides that it is time to raise the body, and the all-wheel drive system distributes torque in a ratio of 40:60, but can change it if necessary.
The cool compartment is strategically located under the front center armrest and keeps drinks and snacks cool even on the hottest days.
LexusOf course, especially in a car for 6 million rubles. With such bumpers, which are not really designed for off-roading, it’s unlikely that anyone will go to storm swamps and forests, but the LX 570 definitely won’t be scared by light off-roading, and you won’t be able to easily get stuck on it in the snow.
Let's sum it up
With the LX 570 model, Lexus once again demonstrated that there is no limit to perfection, and the Japanese premium is quite capable of competing with the German one.
True, the cost of the car may scare off a potential buyer.
In the most affordable modification, the SUV will cost 5.41 million rubles, and the eight-seater version in the top-end Luxury configuration will cost 6.748 million rubles.
Despite the cost, the LX SUV will find its buyer. In Russia they love big cars, and they love big and expensive cars even more.
It is believed that 90 percent of Lexus LX owners never drive off the pavement. But in vain. They would have more reasons to admire and be proud of their car. Because for all its image as a model for very wealthy people, this car remains one of the few true SUVs today
In fact, he is capable. It is enough just to slightly exceed the reasonable degree of pressure on the gas and brake pedals, and you will feel all the power and speed of support from the safety electronics. If you do not cross this invisible line, the chassis will reliably stabilize the car, so to speak, “mechanically”. Does anyone think that the capabilities of the dependent rear suspension have long been exhausted? You probably haven't tried the Lexus LX on the road.
I can do that too!
Now let’s imagine that you happened to leave the asphalt in this car. And even a country road, on which its “hydropneumatics” eats up most of the bumps. And even drive off the field track... say, into the snow. For what? Perhaps just out of eccentricity, or perhaps for good reason. Not all oil and gas fields, as well as forest plots, have asphalt roads.
When heavy wet snow exceeds the height of the “ankle”, that is, the profile of the tires, the capabilities of permanent all-wheel drive may not be enough: the whole “body” of the car will twitch, and the stability and traction control system icon will flash in warning on the instrument panel. Disabling these systems and locking the center differential improves the situation, but if this does not help, we engage a downshift. This is done through the neutral position of the automatic selector. Now you can confidently “plow” a snow-covered field - as long as it is level.
The HUD (Head-Up Display), which transmits information to the windshield in front of the driver, can display the current speed, elements of the navigation system, and the name of the audio track being played. Those who consider duplicating information unnecessary can disable its elements or the HUD completely.
But I’m interested in the small ravine into which I “dipped” the test Toyota Land Cruiser Prado and HiLux. Both of them, in general, coped with this “scar” on the terrain, overcoming both the descent and the ascent, and the actual bend with diagonal hanging. But then it was dry autumn, and the slopes of the obstacle were relatively hard. Now…
... that’s right, the slopes and bottom of the ravine are covered with a good layer of wet snow. The doubt arises: to take risks or not to take risks? It would be reasonable to take a second car to participate in the test, also “armed” with all-wheel drive, but without numerous electronic “assistants”. But how would he behave in the field? And would you be able to cope with a heavier Lexus if it got stuck in a ravine? Eh, a tractor would be more useful here...
But I decide to start risky exercises without assistants and first “dip” the LX into the very beginning of the ravine, where the depth is small. There it is behind, it seems the car almost didn’t notice it. The next descent is in a deeper place. Same result. I choose an even deeper place. The parking sensors beep heart-rendingly, informing you that the front bumper has hit an obstacle. I have difficulty getting out of the car; it seems to be hanging diagonally. No, the rear wheel has not left the ground, and you can see how much suspension travel there is. And the bumper, despite the parking sensor signal, still does not touch the snow, although it is very close to it.
From the outside it seems that the car is located at an incredible angle, but in reality this is not the case. However, this angle would be more than enough for any crossover to get stuck here until the tractor arrives. In the case of Lexus, I suggest that the automatic system take it to the top. And I turn on the Crawl Control mode, selecting the lowest of the “crawl” speeds. This mode is available when the lower row is activated, at the same time Lexus is automatically raised to the maximum possible height.
The car jerks powerfully, moving in short bursts. It seems that with each such push, he compacts the heavy snow with his wide tires, creating a rut for himself. No, perhaps the first speed would be more useful if we were moving over huge boulders. Then I remembered an off-road expedition in Tyva, where such boulders were encountered. Perhaps, in those conditions, a Japanese luxury SUV could compete with the English one and have its say. In the snow, you can obviously move faster. On the second “creeping”? No, perhaps a third or even a fourth would be suitable here!
The navigation system in the Lexus LX does not impress with the quality of its graphics, but it is capable of recording the completed track in its memory - even if it does not know the details of the area. So don’t be afraid to get lost in an open field: having recalled the route you’ve taken from your memory, you can always get back by following it strictly.
The SUV is at the top, and without any fear I am about to send it down an even steeper slope. Only for this you need to turn around, but for some reason the car does not go back. Oh, there it is! The entire rear window is covered with green pine branches. It turns out that in the excitement of overcoming, I did not pay attention to the warning signal from the parking sensors and rested my tailgate against a young pine tree. Fortunately, it was young: thick branches softened the contact with the tree, and there were no traces of it on the car parts. Moral - don't get carried away!
It's a pity that the photographs do not reflect the complexity of the obstacle I chose. This test should be filmed, and skillfully, so that both the steepness of the slopes of the ravine and the depth of the spring, heavy snow are visible. And also the ease with which the Lexus LX copes with these adversities. Moreover, in “automatic” mode!
And in “manual”? I turn off Crawl Control and select “Mud and Snow” from the five available “Multi-Terrain System” modes. Now the thrust is completely in my hands, I just need to dose it as accurately as possible. On a descent, the car slides to the side; the traction properties of the tires are not enough to catch the wet snow on such a steep slope. Theoretically, one could resort to the help of an assistant when descending, but no, you have to do it yourself... Climbing? The car confidently moves upward, periodically throwing snow out from under one or the other front wheel. Are these really flowers for him? At the last moment I further complicate the exercise - I stop on the slope. Sliding down? No, it miraculously holds on... And starts moving, continuing to get out of the hollow!
Here it is important to stop, catch your breath, normalize your pulse and turn down the volume of the song “We are the champions”. Because we still have several places ahead where we may well need the help of a tractor. And maybe not only him.
I descend through deep snow to a small sandy depression. The car looks very picturesque on its shore, perhaps it’s worth returning here after washing to take a beautiful staged shot. Or maybe it’s not worth it, because getting up the snowy slope turns out to be difficult. Even very difficult! The Crawl Control system is completely on strike, not wanting to move the car up even in low gear. I take control - and only with significant slipping do I manage to get up. Still, heavy wet snow is an insidious and powerful enemy.
And he's not the only one! We head with the Lexus to steep river banks, along which you can climb and descend using both the Crawl Control system and manual control. I remember that the Mitsubishi Outlander Sport and Acura MDX crossovers with “advanced” all-wheel drive systems successfully climbed here, but they experienced drier seasons. Lexus will clearly have a more difficult time. But he has a device that will allow me to finally determine the steepness of these same slopes in degrees. Only here I get confused in the media system menu and can’t bring up this same Multi-Terrain Monitor on the screen, which simultaneously shows images from all video cameras around the perimeter of the body, and the inclinometer. Quite recently, literally just now, it was displayed automatically, but now it has disappeared somewhere. It's a shame... Never mind, we'll resort to the services of a non-standard device. Below, by the river, I position the car so that my inclinometer, installed on the floor tunnel, shows “zero”. We crawl up the slope, the steepness increases to 15, then to 17 and briefly to 18 degrees. Under the wheels there is sand mixed with snow. Crawl Control copes with the exercise without difficulty, at the selected third speed.
But that slope lay in the shadows. The other track turned out to be steeper, the device showed 20 degrees and was ready to add, but the “ascent” had to be urgently interrupted. On a slope oriented towards the sun, the snow melted, wet clay was exposed, and the grip of the Michelin winter tires was not enough, the SUV stopped climbing and began to dangerously slide backwards, threatening to fall off the cliff on the right... No, dear Crawl Control, I’d rather try to make the descent myself , because if something happens, I won’t be able to prove that it was you who lost control.
Prices for the updated Lexus LX in Russia start at 4,999,000 rubles. This is the amount it will cost to purchase an all-wheel drive Standard version with both a 5.7-liter petrol and a 4.5-liter V8 diesel engine. Diesel versions Executive, Executive 1 and Executive 2 will cost, respectively, 5,756,000, 5,881,000 and 6,017,000 rubles, petrol Premium+, Luxury+, Luxury 21+ and Luxury 8S+ are estimated at 6,154,000, 6,484,000, 6,498 000 and 6,540,000 rubles.
In general, I have encountered electronic off-road “assistants” before - for example, on the Toyota Land Cruiser 200 and Prado, Lexus GX, as well as models of other brands. We also had to meet with those cars on which the manufacturer traditionally refuses to install such systems, as if wanting to compliment the driver - everything that he can overcome will be solely his merit. It’s interesting, it increases self-esteem, but... honestly, I’m still inclined now to the advantages of electronics.
Why do some people still buy SUVs? In general, the answer is obvious. Why other people buy huge luxury cars is also understandable. But how to explain the unification of two “opposites”? Probably only the desire to surround yourself with luxury everywhere, even where it would seem unthinkable. Lexus LX masterfully combines incompatible elements, remaining practically one of the standards of comfort, it is not without pride that it allows itself to be considered a full-fledged off-road conqueror. Let's hope that the next update will retain this unique combination, and not skew towards those for whom comfortable city and highway travel is the only value of the car.
Superior is still the same LX, but with a seriously tuned exterior. The main feature is the gigantic, monstrous radiator grille! Yes, it's hard to believe, but they managed to make it even bigger.
Stylistically, the LX Superior's grille mirrors that of the new flagship LS sedan. It consists of a huge number of faces and intersections of surfaces. I can’t vouch for the LX, but in the LS this is done so that a car with such a grille looks different in each lighting situation - at dusk, in bright sunlight, in the evening, at night, in the morning, in rain, snow, etc. Light is refracted on the edges of the grating and, accordingly, it looks different every time.
The next point is the low body kit. LX looks as harsh and brutal as possible with it. And it evokes a slight nostalgia for the tuned SUVs in NFS Underground 2. In the game they also had very low body kits. But, of course, you have to pay for this beauty with practicality. With low bumpers, the frame SUV, which has legendary cross-country ability, turns into the most ordinary city crossover. You can forget about off-road adventures on this LX.
Technically, Superior is an ordinary LX with a frame, solid rear axle, hydropneumatic suspension and an old-school naturally aspirated V8 with a volume of 5.7 liters and a power of 367 hp. With.
And, in fact, this is already a very old model. Considering all the restylings that this car has gone through, and there have already been two officially - in 2012 and 2015, the current LX has been produced since 2007. 11 years!
The Superior version, by the way, in terms of the scale of external changes could easily pass for a restyling. But Lexus presented it simply as the maximum configuration of the existing SUV, leaving the design of the simpler versions alone.
So, 11 years is an extremely serious age for any car. As a rule, sales of late-retirement cars at the end of their lives can be described as follows: sluggish public interest, crazy discounts and promotions just to convince at least someone to buy obsolete hardware, the transition of even the most loyal customers to competitors... Lexus itself fell into this trap with the previous generation LS, which lasted on the assembly line for about as long as the current LX is currently in production. With one difference: if you do not take into account sales at the level of statistical error, you can see that literally no one needed the LS, and 5,400 units of the LX were sold in 2017. And this is an indicator of tremendous success for an 11-year-old SUV with a serious price tag.
The main advantage of this car is how it drives on Russian roads. And she drives amazingly. During the test drive, I did not encounter a single hole, even the deepest, unkempt and severe one, that could force the frame and air suspension tandem to convey to you that this hole was still on the road. In terms of smoothness and comfort on bad roads, the LX is one of the best cars that exist in the world. Grader, gravel, or just bad asphalt with patches and waves - at speeds up to 100-120 km/h, the vicissitudes of the road surface will not bother you. It is also worth noting the excellent sound insulation.
The hydropneumatic suspension has variable stiffness, and for city driving it is better to switch it to Sport mode, since in Comfort or Normal mode (their suspension stiffness settings are different, although it is difficult to notice) you risk getting motion sickness - rolls, especially if you moved to the LX with a lighter version may even frighten you.
The petrol version of the LX uses an 8-speed torque converter automatic transmission as the gearbox. And on the diesel modification LX450d there is a 6-speed gearbox. I really like the way this car pulls away. When you release the brake and press the gas a little, everything happens so smoothly, so airily, and most importantly - silently, that you feel as if you are not in a car at all. At least not on a car with an almost six-liter V8 under the hood, but rather on a “green” electric car. Interestingly, there is no such effect on the diesel version. That car starts off much harder.
Interior
Inside, the Superior is virtually identical to the standard LX, except for the aluminum pedals. There are also two new types of veneer: from authentic Japanese Shimamoku wood and from matte walnut.
Continuing the theme of interior wood trim: I will not stop scolding the LX for its unheated wooden inserts on the steering wheel. Considering that the steering wheel rim consists of more than 50% wood, it turns out that the steering wheel is heated, but it’s not there. Of course, you can find a positive side in everything: getting behind the wheel and driving a huge SUV with two fingers, you fully correspond to the image of the owner of life. True, no one knows that you are doing this because you are cold.
The back row is comfortable and spacious. The seats are separated by a functional armrest, on which there are buttons for controlling climate control (it is 4-zone in the car), heated and ventilated seats. There are adjustments to the backrest and legroom.
The downside is that there is not a single USB port on the back. Considering that the car underwent its last restyling relatively recently, in 2014, it is very strange that slots for gadgets were not added.
Of course, the 220-volt socket in the trunk is a weak excuse, but it is intended rather to connect, for example, a grill when going on a picnic. And it’s inconvenient to use it to charge gadgets for second-row passengers. In the case of a laptop, the wire stretches overhead, over the heads of other passengers, and a standard-length cable for charging a phone simply won’t reach the socket in the trunk.
Returning to the seats and “stuffing”: the second row of the Lexus LX, despite the heated, ventilated seats and the presence of screens in the top versions, is, alas, not luxurious enough. Don't get me wrong: I'm not at all saying that driving a flagship SUV for 7 million rubles is uncomfortable. Quite the opposite: this SUV is phenomenally comfortable. And in terms of smoothness and quality of noise insulation, especially on Russian roads, it can easily give a fight to the classic cars of the big boss - executive sedans.
That is why a lounge area suggests itself here. Of course, not as a standard feature, but as an option, split second-row seats with a fixed center console between them and separate power adjustments for each of them would be in demand in the LX.
However, I would venture to suggest that Lexus is aware of the essence of the problem. And although no changes are expected in the current generation LX (the Superior version is obviously the last chord in updating the elderly SUV), let's look at the interesting concept car that was presented at the end of 2017.
It's called the LF-1 Limitless. And it can be regarded as Lexus designers and engineers' vision of what the flagship SUV of the future should be. True, the concept, according to the release, is not a real SUV, but a crossover, and its roof height is only 160 cm, and in general, it is coupe-like and similar to the X6, but this does not matter. Don't pay attention to marketers' tricks and flirting with new audiences. We all understand perfectly well that the flagship of the SUV segment at Lexus is a frame SUV, and it cannot be otherwise. The main thing is different. The main thing is what is inside this car.
And inside we see split second-row seats with a console and multiple screens. It is unlikely, of course, that sports buckets will go into production, but a hint has been given as to what the development vector of the LX will be in the next generation.
