Lexus LX500D vs Lexus LX570

What's the difference?

The Lexus LX500d is a luxury seven-seat 4WD wagon with a big price-tag to match its full-to-bursting standard features list.

The interior is now more cool than cheesy and as a daily driver and long-distance tourer the LX500d offers very impressive levels of comfort and refinement – and it’s no posh pretender off-road either.

Sure, it’s much more of a city conveyance than a country wagon, but the LX500d is spot-on for those who have a premium SUV on their mind.

The Lexus is awkwardly big and not very fleet of foot when you're negotiating the commute to work, school or the shops. It slurps fuel at a rate we're not used to seeing these days and it's not the easiest to park, even with all of its cameras and beepers.

The LX is far more at home out on the highway, where it is incredibly comfortable and quiet. One imagines the diesel entry-level model would do it all, but with less consumption. If you must have a V8, the LX 570 without the S might be even more comfortable without the sports dampers.

Either way, it's a lot of car for the suburbs.

The LX500d, in keeping with its positioning in the luxury slice of the market, is an imposing, premium-looking vehicle. 

Lexus puts the LX500d’s dimensions at 5100mm long (with a 2850mm wheelbase), 1990mm wide, and 1885mm high (1895mm in the Enhancement Pack-equipped LX500d). This is a big, classy SUV, inside and out, and it’s more than just a 300 Series LandCruiser in a shiny suit.

The optional 22-inch alloy wheels (part of the $5500 Enhancement Pack) add to the overall polished look. 

The interior is a classy mix of woodgrain trim, Hazel leather accents, soft-touch surfaces, Shimamoku ornamentation, plush but supportive seating, and even comfortable arm-rests.

The LX came in for a facelift in 2021, perhaps to differentiate it from its Toyota sibling and, according to the press release, “ its level of urban sophistication.” That kind of tells you where this car is going to spend all of its time, doesn’t it?

There’s the new spindle grille that dominates the nose, with some clever detailing to make it look a bit more sporty and dramatic. Around the car there are modified bumpers, skirts, new wheel designs, all that kind of thing. It does look sportier, but there’s no way to hide the visual bulk of such a big unit.

The interior is largely unchanged and the ruggedness is softened somewhat by semi-anline leather trim and alloy sports pedals. It’s terribly conventional and very usable, but there’s none of the excitement or innovation you'll find in other, more recent Lexus cabins.

The cabin is a cavernous, plush space and driver and passengers are all generally well served in terms of practicality and comfort.

The tech is simple enough to locate and operate – it was easy enough to get Apple CarPlay working – and the screens are big: the horizontal 12.3-inch multimedia unit upfront, an 8.0-inch screen (to monitor air-con, adaptive air-suspension height, the 4WD system, and other vehicle information), a head-up display, plus a 7.0-inch touchscreen for rear passengers.

Heating and cooling are managed via the climate concierge and everyone can keep themselves as comfortably hot or cold as they like with separate controls.

Storage is only reasonable for such a voluminous interior with a variety of door pockets, cupholders (eight in total), glove box, a deep centre console (with multiple ways to open the lids) as well as map pockets for the second row, cup-holders in the centre fold-down armrest and cupholders for the third row.

The Lexus has a Qi wireless charger and front and rear USB-C charging ports – one up front, two in the second row, and two in the third row. 

There’s a 12V DC socket (front and rear) and a 220V socket in the rear cargo area.

Power-adjustable seats up front mean the driver and front passenger can dial-in their favourite seating position and these seats are very comfortable. Even the second row is plush, but the third row is not quite at that comfort level.

Second-row passengers have air con and entertainment controls, and an HDMI port.

The sunroof – an Enhancement Pack inclusion – is power-adjustable and allows plenty of natural light in through the top.

The Lexus LX500d has a claimed 174L (VDA) of cargo space when seven seats are in use; 982L when five seats are being used (that’s with each half of the power-folding third row stowed flat at the push of a button); and 1871L when all seats are stowed away (the 60:40 folding second-row seats tumble-fold forward), except for the driver and front passenger, of course. 

The tailgate has a foot-swipe-to-open sensor (part of the $5500 Enhancement Pack).

Hellooo?! I think there’s an echo in here. This is one giant car, with eight seats available for the keen or foolhardy to squeeze themselves into. If you’ve got all eight deployed, the boot space starts at a reasonable 349 litres. Kick out the three in the back row and flip them up to the sides of the boot and you have 710 litres, although that figure is slightly down on what it could be as the seats don’t stow neatly away under the floor.

Getting the third-row passengers out is a bit of a chore, because the middle row needs a hefty shove to move, while folding the third row jump seats is a power-assisted affair. The middle-seat passenger in the third row is hugely unlikely to be comfortable no matter their size, but the headroom is good anywhere you choose to sit, and the second row has heaps of legroom.

Scattered throughout are cupholders - I counted seven - and you get bottle holders in the doors. All three rows should be reasonably comfortable, with vents supplying climate-controlled air to each and everyone, and the middle row has its own set of controls.

When you’re knocking on the door of $170,000, “good value” is relative. You’ll be pleased to hear, however, that the LX 570 S is properly loaded. You get 21-inch wheels, air suspension, comprehensive multi-terrain modes should you feel the need to get out amongst it, terrain cameras (with under-car view), variable steering, auto LED headlights, auto wipers, powered tailgate, reversing sensors, reversing camera, clearance sensors, sat nav, head-up display, power front seats, four-zone climate control, heated front seats, wireless phone charging, around-view cameras, sunroof, heated steering wheel, and heated outboard seats in the middle row.

The 12.3-inch screen is big but it’s the old Lexus system, controlled by the weird mixture of touchpad and four-way rocker switch. It’s never been a satisfactory control method and the system itself is a little cumbersome, lacking Apple CarPlay and Android Auto.

The kids in the back should be sorted, though, with an 11.6-inch HDMI-input screen on the back of each front seat, and a set of supplied headphones so that, once the kids are plugged in, you can enjoy the 19-speaker Mark Levinson stereo in peace.

The Lexus LX500d has a 3.3-litre V6 twin turbo-diesel engine, producing 227kW at 4000rpm and 700Nm between 1600-2600rpm.

It has a 10-speed automatic transmission with manual shift mode, a permanent all-wheel-drive system, low-range transfer case and a lockable centre diff. 

It also has six on-road drive modes – including Eco, Comfort, Normal, Sport S, Sport S+ and Custom – and off-road drive modes.

The V6 is an impressive fit in this behemoth, but even though this is a smooth-shifting SUV, there’s a leisurely, rather than lively, overall feel to how the engine and auto work together.

Because it is so hefty – with a listed 2690kg kerb weight – the Lexus does need a bit of heavy right boot to get going off the mark and during overtaking moves.

The 5.7-litre petrol V8 is classic Toyota/Lexus, unstressed and unhurried, with 270Kw and 530Nm. All of this is harnessed to an eight-speed automatic and an extremely capable off-road setup that almost nobody who buys this car will ever use.

The LX 570 S will tow up to 3500kg braked and 750kg braked.

The Lexus LX500d seven-seater has a listed fuel consumption of 8.9L/100km on a combined cycle.

Our actual fuel consumption on this test, from pump to pump, was 12.2L/100km. Note: our test included a lot of low-range 4WDing. 

The LX500d has an 80-litre fuel tank – so, going by that on-test fuel consumption figure, you should be able to get a driving range of almost 656km from a full tank.

The official combined cycle figure of 14.4L/100km is fairly sobering but the real world is even more so - my time with the LX 570 S yielded an indicated 18.5L/100km, which was not unexpected given I spent a lot of time in urban and suburban driving. I don’t think that figure will come as a surprise to any owner of a 2600kg-plus petrol V8-powered four-wheel drive.

The LX 570 S has twin petrol tanks (93 and 45 litres) for a whopping 138-litre capacity to swallow 95 RON fuel, which, on my figures should deliver 745km between fills.

This Lexus feels tighter and better controlled than previous iterations on sealed surfaces, but it’s still a big rig so it’s no surprise when body roll continually creeps in, with this hefty SUV revealing wallowing tendencies even at optimal ride height. 

The suspension set-up – adjustable dampers, double wishbones at the front, a four-linkage rigid axle at the rear, stabiliser bars front and rear – irons out any major issues, but, even with consistent support from the adaptive variable suspension, it’s not perfect.

Steering is light and precise and adds to this posh 2690kg beast’s overall feeling of low-key composure.

This is a very nice cabin in which to spend time as NVH (noise, vibration and harshness) levels are kept to a minimum.

As mentioned earlier, the drive modes include normal, eco, sport and each adjusts throttle response, engine outputs, and gearshifts to suit the driver and the driving conditions.

Now for a few on-road niggles…

The brake pedals feel too spongy in their action – from stomp to stop – but the ventilated disc brakes front and rear do manage to wrench the Lexus to a controlled halt when needed.

The V6 and auto work well together, and though that transmission remains a smooth shifter, 10 gear ratios still seem like too many to me but, alas, that’s the way of the world.

To the off-road portion of this test…

The LX500d is a great open-road tourer but it does reveal some flaws when it comes to 4WDing – but more about those later.

As well as its robust mechanicals, the Lexus has off-road-capable Cruiser underpinnings with dirt-biased tech thrown into the mix as well. 

There’s plenty of glass around so driver-to-track visibility is fine, steering feels light but takes on a clinical precision during low-speed, low-range 4WDing.

And ‘clinical’ is exactly how the Lexus continues to feel off-road – with multi-terrain select driving modes offering auto, dirt, sand, mud, deep snow, and rock options; with a multi-terrain monitor and panoramic view helping you ‘see’ everywhere on the track; with active height control helping you to lift the vehicle’s body in order to improve off-road angles at the push of a button; and don’t forget about downhill assist control, hill-start assist, crawl control, and off-road traction control.

The danger is that – with so much tech working away at making everything so easy and safe – the driver feels completely removed from the off-road experience. The LX500d isn’t the only culprit, not by a long shot; most of the current crop of off-road vehicles are increasingly offering a sanitised, hyper-controlled version of 4WDing rather than the visceral experience many of us know and love. I’m old and grumpy, sue me.

Our test vehicle has all-season Dunlop Grandtrek 265/50R22 112V tyres, which are fine for sealed surfaces, but they’re not at all suited to the demands of low-range 4WDing in tough conditions, even more so on these 22-inch rims.

Unbraked towing capacity is 750kg, braked towing capacity is 3500kg. The LX500d has a gross vehicle mass (GVM) of 3280kg and a gross combination mass (GCM) of 6780kg.

It has a full-size spare tyre and that’s mounted under the rear cargo area.

First, some key figures - the LX 570 S is 5.08 metres long, 1.98 metres wide and 1.87 metres tall, depending on the height you’ve set the air suspension. It is Quite Large. Yes, cars like the Mazda CX-9 are as long and the Hyundai Palisade is nearly as tall, but given the LX’s humble origins, it just feels really, really big, and it looks it, too.

That feeling is not helped by oddly heavy and slow steering. The latter quality is a result of its off-roading abilities, but you can’t help but wonder if the variable-ratio steering couldn’t be made a bit quicker for town use. The S in the 570 S also adds sportier dampers front and rear, which do the ride quality few favours. Smooth roads are fine, of course, but concrete roads induce a weird porpoising movement that some air-suspended Land Rovers get, and it’s not particularly pleasant, although if you don’t use one of those roads, you won’t notice.

It's obviously a tricky machine to park and get around tight inner-city back streets. Our narrow suburban street posed a challenge when turning in and out of our narrow driveway with cars parked either side. And I did wonder about the strength of our driveway, given the heft of the LX.

I'm not going to pretend I enjoyed driving the LX, but it’s not bad to drive. You’re always aware of the sheer size and weight of the thing, though, as well as the conspicuous consumption of the very smooth and very agreeable V8. The engine does its best to shift the huge weight and the transmission is beautifully calibrated.

Once you’re on a motorway, progress is quite regal, too, so trips away in the LX will be supremely comfortable, even if you hit the busted-up dirt roads I accidentally ended up on. 

The LX has 10 airbags, ABS, stability and traction control, forward AEB (with pedestrian detection), auto high-beam, lane-departure warning, blind-spot monitoring, rear cross traffic alert and trailer-sway control.

The LX does not have an ANCAP safety rating. Its LandCruiser twin was last tested in 2011, so that’s not exactly relevant, given the huge rule changes and improvements in safety equipment since then.

The Lexus LX500d has a five-year/unlimited-kilometre warranty.

Capped-price servicing applies for three years or 60,000km, whichever occurs the soonest. 

Service intervals are scheduled for every six months or 10,000km intervals with each appointment costing $495 a pop over that period.

Lexus Encore benefits – including a loan vehicle during services, service pick-up and return, as well as valet parking offers and fuel discounts – are standard for new Lexus owners.

Lexus offers what I think is a unique four-year/100,000km warranty along with four years' roadside assist.

Capped-price servicing weighs in at $495 per service, almost $3000 over six services, and you'll be back at the dealer every six months or 10,000km before leaving with a loan car. Or the dealer will come and fetch the car from you and then return it freshly cleaned. Nice.

LX owners also get access to Lexus Encore Platinum . This generous program includes Lexus on Demand (you can book another Lexus - such as an LS or an RC F if you’re feeling racy - four times per year at some airports or dealers) and eight valet parking vouchers for some Westfields and Chadstone in Melbourne, all booked through the Encore app. There’s also a bunch of benefits inherited from the standard Encore program.