Audi Q7 vs Lexus GX 550

What's the difference?

Overall, changes to the Q7 aren’t quite revolutionary, but that’s okay because it was already a fantastic large SUV.

The fact Audi has kept the price around the same mark and introduced a cheaper entry-grade should be welcome news for prospective buyers.

But even the existing variants are capable and impressive family haulers… and now they’re just that little bit better.

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

The retro-cool Lexus GX550 Overtrail is a solid mix of understated style, on-road performance and 4WD capability.

It’s suitably refined, luxurious and it’s a comfortable off-roader – and if you’re planning to cross-shop it against the likes of Land Rover Discovery, Toyota LandCruiser 300 or Land Rover Defender it actually compares quite favourably.

But there are some negatives: the Overtrail’s fuel consumption impacts its general appeal as a day-to-day driver, it lacks people-carrying flexibility without that third row of seats and the fact there’s no diesel Overtrail on offer is a real letdown.

Still, there’s no denying this is a worthy contender among the current line-up of large luxury SUVs and it makes a lot of sense.

The phrase ‘evolution not revolution’ is applicable here, cliche as it is, with the Q7 having been given a Botox-style lift at the front end.

The standard matrix LED headlights have a higher lighting signature than before, with the lighting elements leading into the lines down the shoulder of the SUV.

The grille now features a hexagonal honeycomb insert, the vertical line styling is now a thing of the past and the functional side vents are a little more aggro.

Overall, it’s a sharper look that brings the Q7 up to date with Audi’s current design language, down to the more angular wheel choices.

At the rear, the new tail-lights are ‘joined’ via a chrome strip spanning the rear, and the lower bumper (with real exhaust exits) has had a refresh.

Audi’s new CI badging (or ‘corporate identity’, pretty sexy stuff) is also present, which includes a new typeface for the ‘Q7’ badge at the rear, which is no longer italicised and is separate from the red ‘S line’ rhombus.

The four rings badge is also flatter and is white with black outlines, rather than a three-dimensional chrome badge.

Inside, the changes are more than skin-deep. In fact, the skin is the same, you’d be hard pressed to notice anything different about the Q7’s interior between pre- and post-facelift without diving into the electronics.

The Lexus GX550 Overtrail is 5015mm long (with a 2850mm wheelbase), 2000mm wide, 1935mm high, and it has a kerb weight of 2515kg.

It has a chunky, almost straight up and down, old-school look, and leans heavily into retro cool rather than sleek styling.

A big front grille, bulging wing mirrors (more about those soon), as well as Toyo Open Country all-terrain tyres, wheel arch mouldings, and side steps that are all on the correct side of large, add to this wagon’s overall presence.

The bulky wing mirrors offer only a narrow field of rear vision, which is peculiar given the mirrors’ size and that field of rear vision is also vertically oriented which is even more peculiar.

The Overtrail has black trim highlights, and bridge-type roof rails that top off its sporty look.

Inside, there’s a little more posh-ness going on: most striking of all is the olive green synthetic suede accents and stitching added to the front seats, while the rest of the interior mostly consists of soft-touch surfaces with a smattering of durable plastic.

The interior is low-key classy with great build quality.

Audi has changed the layout and added new apps in the main 10.1-inch multimedia touchscreen, though fortunately it still has shortcuts to all the Big Dogs in terms of functions: media, navigation, phone, etc.

On top of that, everything is still in big, easy-to-see (and press) blocky buttons on the main screen.

The 8.6-inch screen below also still has climate controls readily available, and there are still physical buttons for a bunch of functions including drive modes.

The wide 12.3-inch driver display also remains familiar, though now has a higher resolution and more functionality in terms of on-road help and safety - which we’ll come to later in this review.

Aside from the tech, ‘spacious’ is an understatement when it comes to the big Audi’s cabin. In the front seats especially, the Q7’s central tunnel and dashboard are easy to reach without feeling like an enclosure as they wrap around the front passengers.

However, if I had to level one criticism at the usefulness of the Q7’s front row, it would be that despite there being physically plenty of room, storage is at a premium. 

For something this big, there aren’t many places to put items that aren’t your phone or a drink. 

There are door card holders for bigger bottles, some space for small items, and the cupholders of course, but the space under the central armrest including the phone charger is stingy.

Fortunately, the second row is not lacking space and is modular in its adjustability. Occupants can move seats, adjust their angle, and even sort out the middle seat separately. 

Depending on how high up the variant chain you go, separate climate controls for the middle row and the panoramic sunroof help create a comfortable and roomy feeling.

The second row can also be tucked up behind the front row for easier access to the third row, which (if the second row is slid forward a tad) is just spacious enough for an average adult to be relatively comfortable for a short trip. 

The third row seats are able to be folded or raised with switches that are accessible from the side doors or the (electric) tailgate, where there’s also a switch to lower or raise the rear suspension by 55mm to aid loading.

On that, the Q7 has a claimed luggage capacity of roughly 295L with all seats up, 780L with the third row folded down and 1908L with the second row lowered.

This is a Lexus so, of course, the Overtrail’s practicality comes with lashings of prestige.

As mentioned, build quality is impressive, as is overall fit and finish. The olive green synthetic suede front seat accents and stitching are nice subtle touches – it adds nothing in terms of practicality but geez it looks good.

The 14.0-inch multimedia touchscreen system dominates upfront. While setting up wireless Apple CarPlay was easy enough, I had consistent issues with it and needed to repeatedly stab my finger onto the screen in order to work my way through countless menus and sub-menus to actually eventually reach the function I wanted to reach – and that’s far from ideal.

I’ve experienced this in several new-gen vehicles and my tip to you is: while the vehicle is stationary, work out how to use the functions you need/want to use most often, because the operation of some of those functions is counter-intuitive.

The driver also gets a 12.3-inch digital cluster with a variety of vehicular information to keep track of and a head-up display, which is a handy addition but polarised sunnies rob you of that.

There’s also a powered sunroof.

Otherwise, there are plenty of charge points, including a wireless phone charging pad in front of the cooled centre console, six USB-C ports, and 12-volt outlets front and rear, and a 220V outlet in the rear cargo area.

There are also cupholders galore – upfront and in the second-row armrest – and too-small bottle holders in the doors.

And – whoo-whee! – are the seats in here so bloody comfortable! Obviously upfront, ventilated, heated and power-adjustable etc are the pick of the pews, but the second row is no Gulag jail cell either. There’s room enough there for three burly blokes - just.

The Overtrail does not have the third row of seats as the Luxury and Sports Luxury do, but that frees up more space in the rear cargo area. Cargo space is listed as 1063L with all seats in use, and 2000 litres if the back row is folded down.

The rear cargo area has a 220V/100W socket (to run camp lights, fridge etc), a cargo blind, tie-down points and leftovers from the seven-seat layout: cupholders on both sides.

The rear tailgate is powered and lifts to open rather than swings to the side like the previous barndoor-style tailgate. Bonus: you don’t have to open the whole door to gain access to whatever gear you’ve stowed away in the rear cargo area; you can open the glass section only and reach in through there and that’s a very handy feature.

The Overtrail’s full-size spare is mounted to its underbody.

The 2024 Lexus GX550 is available in three grades: the seven-seat Luxury ($116,000, all excluding on-road costs), the five-seat Overtrail from $122,250 and the seven-seat Sports Luxury at $128,200. 

Our test vehicle is the Overtrail and its price as tested is $126,450 (excluding on-road costs) because its additional features are 'Moon Desert' two-tone paint and grey windshield sub-moulding ($4200).

Standard features on the Overtrail include an 14-inch multimedia touchscreen system (with wireless Apple CarPlay and Android Auto), a 12.3-inch digital cluster, heated and ventilated leather-accented, eight-way power-adjustable front seats, a 360-degree camera system, three-zone climate control, a refrigerated cool box/centre console, a power tailgate with fold-out glass hatch and more.

It also gets 'Adaptive Variable Suspension', electronic 'Kinetic Dynamic Suspension System' (eKDSS, essentially an electronic active swaybar), 'Multi-Terrain Select' (a Toyota off-road traction control system), 'Multi-Terrain Monitor', crawl control and a locking rear differential.

Exterior paint choices include 'Sonic Quartz' or 'Graphite Black' – or you can opt for a two-tone colour – such as 'Titanium', 'Titanium Carbide', 'Moon Desert', or 'Khaki Metal' – but those colours will each set you back $4200.

The four drivetrain options for the Q7 line-up are split between the two ‘grades’, with the 45 TFSI and TDI powering the 'entry-level' cars and the 50 TDI and 55 TFSI as the feature-packed variants.

The most affordable option is the 45 TFSI, which runs a 2.0-litre, four-cylinder, turbo-petrol engine making 185kW and 370Nm.

Like all variants in the Q7 range, the 45 TFSI engine powers all four wheels via an eight-speed automatic transmission. Audi claims the 45 TFSI will hit 100km/h in 7.3 seconds, if that’s your thing when it comes to three-row SUVs.

The rest of the line-up is powered by different versions of the brand’s 3.0-litre V6, all turbocharged, and all with 48-volt ‘mild hybrid’ (MHEV) tech aiming to increase efficiency.

The 45 TDI is, of course, a turbo-diesel 3.0-litre V6 that makes 170kW and 500Nm, also sending power and torque to all four wheels via the same style transmission. Audi says this one knocks over 100km/h in 7.1 seconds.

Similarly, but with more power and torque, the 50 TDI is also powered by a turbo-diesel unit as the name suggests. This one puts out 210kW and 600Nm, making it likely the best choice for towing and such even though all V6 variants boast a 3500kg braked towing capacity. The 50 TDI’s figure to hit 100km/h is a claimed 5.9 seconds.

Finally, the 55 TFSI makes 250kW and 500Nm, and boasts a 5.9-second claimed 0-100km/h time.

The GX550 Overtrail has a 3.5-litre twin-turbo V6 petrol engine – producing 260kW at 4800-5200rpm and 650Nm at 2000-3600 rpm – and that’s matched to a 10-speed automatic transmission.

This is an impressive combination: smooth, plenty of torque across a wide rev range – punchy off the mark, and refined at highway speeds, always controlled, always comfortable.

The Lexus GX550 Overtrail has full-time 4WD and an electronic rear diff lock.

Its selectable driving modes include Normal, Eco, Comfort, Sport, Sport S and the Overtrail also has 'Adaptive Variable Suspension' and 'Multi-Terrain Select' with drive modes, such as Dirt, Sand, Mud and Snow, designed for off-roading.

As you might expect, diesel versions of the Audi Q7 are claimed to use less fuel than their petrol counterparts, so let’s start with those. 

The 45 TDI boasts a claimed 7.0L/100km consumption figure, while the 50 TDI is a little higher at 7.1 litres. Both have 75-litre fuel tanks, and should therefore theoretically get more than 1000km out of a fill.

On to the petrol models, the four-cylinder TFSI 45 has a claimed 9.3L/100km efficiency figure and the V6 TFSI 55's number is 9.0L/100km.

Given the nature of the driving and groups sharing cars during the launch event, we’ll wait until we’re next in a Q7 for a longer time before doing our own efficiency test.

Fuel consumption is listed as 12.3L/100km and that's on a combined cycle.

On this test I recorded 13.9L/100km but, as I have a penchant for dirty stuff, I was doing a lot of low- and high-range 4WDing so I think that figure is actually pretty decent for a 2.5 tonne vehicle with a V6 petrol engine. That’s okay, but I can see those fuel figures climbing considerably once you load the Overtrail up or you tow something with it: a boat, a camper trailer, or a caravan.

The Overtrail has an 80-litre fuel tank so, going by our on-test fuel figure, you could reasonably expect a driving range of about 575km from a full tank.

Aside from the mild-hybrid now standard on the Q7’s V6 models, there’s not a whole lot to report on in terms of new tricks or surprises from behind the wheel.

But that’s okay, because it means the Q7 remains a supremely comfortable and capable large SUV.

Our test route consisted of plenty of rural driving, with a combination of surfaces that would in some family haulers see the suspension and maybe even steering show cracks in their ability - but the Q7 remains composed.

Given its weight and size, it can feel a little hefty around sharper corners, but the Q7 in these variants (i.e, not its performance-focused SQ7 sibling) isn’t built to be hustled like that.

It feels like the kind of air-suspended loungeroom-on-wheels that would be at home barreling down the autobahn at 180km/h and being completely undramatic about it.

Still, this model shares some moving parts underneath with the likes of the extremely capable Porsche Cayenne, and while the Q7 isn’t quite a giant hot hatch, the sound foundations shine through dynamically.

Of course, when it comes to powertrains, there isn’t really a wrong answer, each engine fits a purpose.

If you’ll ever need to tow (and you can at up to 3500kg braked), the low-down steady urge of the 50 TDI is probably your best bet, but even the 45 TDI is a solid choice for long-range motoring.

The petrol models will better suit those in city situations, and while they never feel truly urgent, the 55 TFSI isn’t without some impressive push for something of this size.

The smooth Overtrail driving experience begins before you even push the start button: the Overtrail has big grab handles for each door – and I bloody love a good solid grab handle.

Also, the combination of power-adjustable steering wheel and driver’s seat means you’re able to precisely dial-in your preferred driving position.

On road and at speed on dirt tracks, the Overtrail sits nicely. It has a wide wheel track and long wheelbase, so it retains a controlled and composed posture on sealed and unsealed surfaces. 

Some body-roll does creep in when you throw the Overtrail into a corner hard, but that won’t surprise you if you’ve spent any time at all in a large or upper large 4WD wagon recently and that characteristic is no deal-breaker.

Ride quality is very impressive and the suspension set-up – double wishbone IFS with eKDSS at the front, and four-link live axle with eKDSS at the rear – mostly soaks up any bumps, however, it does skip over some more substantial irregularities in the road/track surface here and there, but that’s mostly ironed out by the Overtrail’s adaptive suspension and you can also simply adjust tyre pressures up or down to suit the terrain.

With its 3.5-litre twin-turbo V6 petrol engine at full go – and harnessed so smoothly through the 10-speed automatic transmission – this Lexus offers plenty of acceleration, plenty of power, and plenty of torque.

It's quiet in the cabin although there’s some wind noise from the massive wing mirrors but that's not a huge deal when the overall vehicle itself is so impressive on-road. 

Once underway, this is an easy-driving 4WD wagon. And off-road, there’s a lot of good news about the Overtrail.

It shares the same platform as the 300 Series LandCruiser and the all-new Prado and it has a lengthy wheelbase (2850mm) and a wide wheel track (1685mm front and 1690mm rear) and that means it drives with impressive composure through most off-road situations, whether it's rumbling along a corrugated dirt track or climbing a rocky hill.

Steering is well weighted and precise and there's plenty of feedback for the driver from the dirt to the steering wheel so you know exactly what's going on. And further to that you have a 360-degree camera system, so you can be exacting about your wheel placement and that maximises your chances of always being in control of the vehicle and minimises the risk of any damage.

This Overtrail has so much mechanical goodness engineered into it and so much driver-assist tech that I didn’t even need to engage the rear diff lock because through its off-road driving modes, – sand, mud, rock, snow – it just delivers the right amount of throttle response, the right amount of traction, and with the 'Electronic Kinetic Dynamic Suspension System' (e-KDSS) ticking away, working almost like a sway bar disconnect, the Overtrail is surefooted more often than not.

e-KDSS (essentially an electronically-controlled active swaybar) adjusts tension on the front and rear sway bars to suit the terrain and driving conditions. It tightens them for better body control at higher speeds on sealed surfaces, and allows for a lot more play in them when you’re off-road for improved wheel articulation through undulating terrain. It helps to get the tyres to the dirt and maintain optimum traction, maintain forward momentum – that's what it does and it does it with little to no stress whatsoever. It doesn’t even have to work hard. 

The Overtrail has decent all-terrain tyres – Toyo Open Country (265/70R18) – and even though they’re not as tough all-round as Light Truck (LT) construction all-terrains, they still provide plenty of grip and that's in a variety of off-road situations, on a variety of surfaces: sand, loose gravel, shale, even rain-soaked mud which can be very slippery and can quickly fill your tyre tread. These tyres are a handy addition to the Overtrail package and on a standard vehicle straight out of the showroom, they’re fine. 

But the news is not all good. 

The Overtrail’s 225mm ground clearance is industry standard for a larger or upper large SUV, but it isn't great for a vehicle that’s intended as an off-road beast.

And the off-road angles, approach (27 degrees) and departure (22) aren't fantastic, and rampover is not listed. Again, those measurements are industry standard for a larger and upper large SUV, but for the Overtrail, a vehicle that is supposedly an adventure machine, ground clearance and off-road angles could be a lot better. Having said that though, the underbody is well protected by some substantial bash-plates. Note: The Overtrail’s full-size spare is mounted to the underbody.

Wading depth is listed as 700mm, which is on par with its rivals.

The big side steps stick out and if you don't drive with real consideration then they'll probably cop a scrape here and there and maybe even a bit of a dent. 

One of the quirks about modern-day, large luxury 4WD wagons, such as the 300 Series, the Land Rover Defender and the Land Rover Discovery, is that the driver-assist tech onboard is so laser-precise that it almost removes the driver from the equation of actually driving. Manoeuvring one of these vehicles off-road can sometimes feel so clinical that you almost feel like you’re a spectator, that the vehicle is in control, not you. 

But what the Overtrail has in its favour is that driving it doesn't have that clinical feel about it. As the driver, you do feel dialled in to the entire experience, even though the mechanicals and tech are so very effective, you do still feel like you’re in control … and that’s how it should be.

Towing capacities are 750kg (unbraked) and 3500kg (braked). Payload is listed as 595kg, which is not a lot once you throw in your kids, dogs, and camping equipment – not to mention anything you might be towing at the time – but that payload figure is about standard for this part of the 4WD wagon market. For reference, a 300 Series LandCruiser's payload, depending on the variant, is between 650kg (VX/Sahara/GR Sport) and 785kg (GX).

The Overtrail’s listed kerb weight is 2515kg, gross vehicle mass (GVM) is 3110kg, and gross combined mass (GCM) is 6610kg.

The Lexus GX550 Overtrail does not have an ANCAP safety rating because at time of writing it has not been tested.

As standard it has nine airbags (front, side, knee and full-length driver and passenger curtain and far side driver front airbag) and driver-assist tech includes auto emergency braking (AEB) (front and rear, with day, night and intersection turning detection of vehicles, pedestrians and bicycles, plus daytime motorcycle detection), adaptive cruise control, blind-spot monitoring, lane-keep assist with lane-departure warning, front and rear parking sensors, and a 360-degree camera.

It also has road-sign assist with real-time speed limit updates, rear cross-traffic alert, adaptive high beam system and a tyre-pressure monitoring system.

Audi’s five-year/unlimited kilometre warranty is pretty standard for a premium brand, but five years of free roadside assist and the ability to add a package to extend the warranty both add a little extra to the deal.

For the Q7, a five-year servicing plan is $3820, while the $4370 'Audi Advantage' plan adds two years to the warranty, two more services, and two more years' roadside assist.

The Lexus GX550 Overtrail has a five-year/unlimited-km warranty.

Servicing is scheduled for every six months or 10,000km, whichever occurs soonest, and costs $595 each time for a total of $5950. That schedule is a little too soon for our liking.