Bench Test: 2024 Lexus GX v 2024 Toyota Prado

The long-awaited replacement for Australia’s evergreen Toyota Prado will finally be accompanied by a flashier counterpart in the form of the all-new 2024 Lexus GX (which will actually arrive Down Under before the new 250 Series Prado on which it’s based, later this month), just as Toyota LandCruiser 300 Series and Lexus LX are sister models.

Essentially twins separated at birth, the new Toyota Prado and Lexus GX are essentially the same vehicle catering to two different parts of the market, offering different powertrains, exterior designs, equipment levels and price points.

Both big new off-road SUVs are expected to be extremely popular Down Under – especially the Prado – so do they compare head-to-head?

Neither of them has been available to drive on local soil just yet, so for the time being we’ll have to do with comparing them like-for-like on paper to see how they stack up.

One of the key differences between the 2024 Lexus GX and 2024 Toyota Prado is what lurks under their bonnets.

The GX takes inspiration from the bigger Lexus LX 600 with its 3.4-litre twin-turbo petrol V6, although outputs have been watered down to 260kW/650Nm – hence the GX’s ‘550’ model designation.

It’s matched with a full-time 4x4 system and eight-speed automatic transmission with two-speed transfer case as standard, with combined fuel consumption rated at a thirsty 13.5L/100km in the US.

Meantime, the 2024 Toyota Prado will be initially available exclusively with the 48-volt mild-hybrid version of the familiar 2.8-litre four-cylinder turbo-diesel as seen in premium versions of the updated 2024 Toyota HiLux, delivering an unchanged 150kW/500Nm.

Like the GX, the Prado will come standard with a full-time 4x4 system, eight-speed auto and dual-range transfer case, and while Toyota is yet to publish an official fuel consumption figure the odds are it’ll be somewhere around the current model’s 7.9L/100km claim.

In terms of fuel range, the GX 550’s 80-litre petrol tank should provide almost 600km, while the Prado’s 110L diesel tank should deliver almost 1400km, which is nevertheless well down on its predecessor with 150L of fuel capacity.

And while the GX will consume almost twice as much fuel as the Prado, it will also be almost twice as quick, with an official claimed 0-60mph (97km/h) time of 6.5 seconds versus 10sec-plus for the Prado, based on independent testing of the current model.

Of course, the playing field will level out in terms of both performance and efficiency when both models become available with the Japanese car-maker’s 243kW/630Nm 2.4-litre four-cylinder turbo-petrol/ electric system, which is standard in the US-market LandCruiser 250 Series.

Lexus Australia has committed to offering an all-electrified vehicle range by 2030 – the same year by which Toyota Australia has promised to offer a hybrid version of every non-performance model in its line-up.

As with all of Toyota’s new-generation ladder-frame vehicles, both the GX and the Prado are underpinned by the Japanese giant’s latest TNGA-F ladder-frame platform and are very similar in size to the LandCruiser 300 Series.

Other big-name users of this platform include the aforementioned LandCruiser, the Lexus LX and North America’s Toyota Tundra and Tacoma pick-ups, and 4Runner and Sequoia SUVs.

As mentioned above, both the GX and Prado feature full-time 4x4 systems and low-range ratios, with all variants also fitted with a locking centre differential.

Only the off-road-focused GX Overtrail and Prado Altitude variants will come with a locking rear diff as standard – the rest relying on Toyota’s well-proven off-road traction control system and the centre diff to get them over and across challenging terrain.

The off-road heroes also feature electronic swaybar disconnect systems, however, only the GX gets the 300 Series LandCruiser’s electronic Kinetic Dynamic Suspension System (eKNSS), while the Prado makes do with the more basic Stabiliser with Disconnection Mechanism (SDM) set-up, which only disconnects the front anti-roll bar rather than both.

A maximum wading depth of 800mm is expected for both models.

Given Australians aren’t being made privy to hybrid versions of either model from launch, both the locally-offered GX and Prado line-ups will provide customers with a 3500kg maximum braked towing capacity.

The electrified versions offered in North America suffer heavily in the towing stakes with a maximum rating of just 6000lbs (2722kg) – likely one of the main reasons why Toyota Australia isn’t actively campaigning for the Prado hybrid to come Down Under, at least in the short-term.

This is another key difference between the new Lexus GX and Toyota Prado: the former is pitched as a fully-fledged luxury off-roader, while the latter has long been marketed as one of the ultimate all-terrain touring rigs.

A quick look at the equipment highlights for the cheapest variant in each model range largely paints the picture. And bear in mind that all models will come with seven seats except the base Prado GX and hard-core Altitude grades, and the GX 550 Overtrail off-road variant.

Standard inclusions for the entry-level Toyota Prado GX comprise dual-zone climate control, cloth upholstery, LED headlights, grey 18-inch alloy wheels, keyless entry/start, rubber floor mats, 12.3-inch infotainment screen, 7.0-inch driver’s display, panoramic view monitor, 10-speaker sound system, cloud-based navigation, wireless smartphone mirroring, adaptive cruise control and Toyota Connected Services.

The base Lexus GX 550 Luxury, meantime, offers 20-inch alloys, a powered tailgate with flip-up rear glass window, auto-levelling LED headlights, rear privacy glass, rear spoiler, flush roof rails, third-row seating, leather-accented upholstery, tri-zone climate control, a 14-inch infotainment system, heated/ventilated eight-way power-adjustable front seats, a 12.3-inch digital instrument cluster and a colour head-up display.

It’s a similar story as you work your way up the respective ranges. Speaking of which…

Lexus Australia has locked in pricing and specs for three versions of the new-generation GX 550: Luxury ($116,000), Overtrail ($122,250) and Sports Luxury ($128,200).

The Prado line-up, meantime, will offer five variants: GX ($72,500), GXL ($79,990), VX ($87,400), Altitude ($92,700) and Kakadu ($99,990).

All prices exclude on-road costs and the pricing structures mean the Lexus commands a $43,500 price premium over the Toyota at base level, but that pricing gulf shrinks to $28,210 at the top of the range.

And just as the Lexus GX is significantly cheaper than its larger LX sibling ($157,061-$219,061), the Prado is much more affordable than the Toyota LandCruiser 300 Series ($98,076-$146,876).

Service pricing is yet to be revealed for either model and, although both will be backed by a five-year/unlimited-km warranty, it’s worth noting the Lexus will come with some attractive Encore aftersales benefits.

Picking a winner between the 2024 Lexus GX and 2024 Toyota Prado is ultimately going to come down to your budget, taste and intended usage.

Anyone in the market for a full-size premium SUV that’s capable of heading off the beaten track but lacks the brashness, luxury toys or superior suspension of the LX will probably be swayed by the Lexus GX and its vasty superior petrol performance, equipment levels and perceived quality.

On the other hand, those wanting a long-distance towing and adventure machine will likely be attracted to the Prado on account of its diesel economy and range, significantly lower asking price, more appropriate spec sheet (it has everything you need and more, versus everything you might possibly want) and proven reputation for reliability.

The Prado will also be available in massively bigger quantities than the GX, just 1250 examples of which will be imported to Australia in the first 12 months.

Join the conversation at our Facebook page
Or email us at editor@carsales.com.au