As-Tested: $71,400
8.1 /10
Rating
Pros
- Surprisingly refined suspension control
- Thoughtful driver-assist integration
- Honest body-on-frame design
Cons
- Storage layout feels disjointed
- Tech interface lacks polish
- Hefty load-in cargo height
2024 Lexus GX 550 review with Vyocar
The Retro-Rugged Lexus That Finally Walks the Walk
Overview
When it first landed, I was ready to write this model off as just another bloated Lexus SUV with pretend off-road chops and a trim level name that sounds like a failed crypto startup (Overtrail, really?). The exterior screamed boxy nostalgia, which I assumed was just a desperate nod to its forbear, the old Toyota Land Cruiser, now reincarnated as a neo-retro rig for the overlanding-curious with disposable income and no actual interest in getting dirty. But then, something shifted. After testing it across both local roads and uneven trails, its truck-based, body-on-frame construction, ladder-framed backbone, and low-range transfer case started to make a stubborn kind of sense. It’s as if the Toyota Prado-sized 4×4 you saw in Australia in 2002 bulked up on American carbs and decided to crash the North American market with actual capability.
The updated platform (shared with the Toyota Tundra and Toyota Sequoia) isn’t trying to avoid its age, it’s leaning into the legacy, and that honesty is surprisingly refreshing in a sea of unibody crossovers built to tow nothing more than parental guilt. The twin-turbo V-6 with hybrid assist replaces the V-8 from the outgoing GX470s, delivering enough gutsy power to feel like a change worth waiting for without losing the rugged character that gave the GX its cult following. There’s still a whiff of small wagons around its luxurious interior, with semi-aniline leather-trimmed seats, a 1,800-watt Mark Levinson sound system, and enough amenities to make your last overlanding trip feel like you packed a household.
But now it actually deserves to be the heir to something more than just its own brand’s LX flagship. If you’re thinking this is a midsize SUV made for family ventures or dirt-road detours with real 4WD capability, you’d be right but only if you’re okay with a vehicle that doesn’t try to be mainstream, or particularly easy to park. Because the 2024 iteration doesn’t exist to please everyone. It exists to be the cool, aggressive, mildly unreasonable answer to the RX L, Toyota Sienna, and every crossover that just isn’t willing to risk its paint.
What’s New for 2024
The big complaint about the oldest nameplates wasn’t that it lacked charm, it was that every unit felt like a time capsule from the last year of a Toyota Grand Highlander’s lease. So when the 550s were officially announced, I didn’t expect the smart choices. But now, after some test time, I’ll admit this terrain-tackling Overtrail+ trim did more than just address ride height with a 33-inch tire lift it also managed to offer legit hardware for overlanding enthusiasts without losing the cruising comfort that the Lexus showrooms quietly force onto their Lexus-branded nameplates.
The 2024 model doesn’t just try to look like it belongs on the land, it finally drives like one, even if the GX only just received the full attention of someone who realized early that off-roading credibility matters more than shiny trim levels and inch-by-inch bragging rights. Continuing into 2025, this feels like the definitive pivot Lexus needed but couldn’t quite admit to until now. However, as the chief offer among admirers of metal meant to move, not pose, it’s a weirdly satisfying experience watching this thing finally grow up.
Pricing, Trim Levels, and Best Pick
Powertrain, Transmission, and Driving Experience
The twin-turbocharged V-6 felt like one of those overpromised brands that drops 48-pony worth of hype and gives you 1500 rpm worth of real-world response a little hesitation, a lot of grumble, and just enough growls to make you question the logic of a premium luxury+ SUV trying to play off-road enthusiast. But then came the weeklong test drive, and the 409 horses, paired with a 10-speed transmission, started to shine, especially behind the wheel with paddle shifters engaged. The body-on-frame construction, solid rear axle, and independent front suspension didn’t exactly remove every flaw, but with coil springs, valved dampers, and double wishbone suspension, the modulation over terrains became predictable, if not fully pleasant.
Even compared to something like the Jeep Grand Cherokee, the electronic kinetic dynamic suspension system helped keep things controlled, while the crawl-control and locking center differential made slow going feel less like a trucklike chore. It exudes a kind of burly, guttural, almost old-school charisma that’s rare in today’s electrified crop. On the test track, it hit 0 to 60 mph in a respectable 6.3-second, braked from 125 feet, and circled the skidpad with 0.71 g of grip, not bad for something with 33-inch tires and the aerodynamic grace of a filing cabinet.
Still, it’s not all torque and poise, there’s noise, drama, and some stiff moments that feel like a detuned memory of a Toyota Tacoma, but the grit is real. Even with a piped-in induction note and the occasional cheap-sounding roar, it all feels oddly cohesive, heavy, yes, but never dull. This isn’t just a figure-eight canyon chaser, it’s a rough-and-tumble, terrain-tested, thoroughly tested machine that still respects your back, your passengers, and your desire to occasionally relax.
MPG & Real-World Fuel Economy
The EPA estimates had me expecting the usual 15 mpg disappointment, especially with a twin-turbo V-6 trying to act like it’s not missing the V-8. But after a full weeklong run and a proper 75-mph highway route, the GX550 Premium surprisingly delivered a real 20 MPG average, occasionally creeping to 21 mpg something the EPA’s website conveniently buries under layers of estimates. Compared to my old Land Cruiser and even the 2023 model, this felt like a rare improvement. It’s not better than a Lexus NX 350h or a Toyota RAV4, but for a GX that’s more mass than motion, it achieved more than expected on fuel economy, even if the city numbers still flirt with 19 mpg on paper and feel like less in traffic. Yes, downsizing helped. Just don’t expect miracles. Or EPA honesty. Or the highway to be flat. Or life, really.
Interior and Comfort
Initially, stepping into the GX felt like being pitched a lux SUV experience through a classic SUV lens heavy, truckish, and wrapped in synthetic leather that tried its best to impersonate semi-aniline leather without actually fooling anyone. The dashboard has real buttons, physical switches, and climate controls within easy reach, a relief in this era of buried menus and vague digital taps that don’t always activate what they should. The front seats are heated, cooled, and equipped with massagers, while the steering wheel offers solid control and a surprisingly commanding position with a posture that feels natural. The seats in the first two rows are supportive, comfortable, and dare I say cushy, with softer touch points and two-tone textiles on the door inserts that feel more expensive than the GX’s badge might admit. The second-row bench seat does have its compromises: low floor, knees-in-the-air, and shorter drivers needing grab handles and running boards for ingress and egress, but the usable area isn’t diminished unless you try to use the third row, which still feels like jumper seats for emergencies only.
Visibility is decent thanks to large mirrors, a low windowsill, a mostly flat hood styling, and clear sightlines defined by fender creases, broad troughs, and a glass roof that comes standard. At highway speeds, the cabin is quiet, with minimal wind noise even over 70 MPH, and the aerodynamic profile does its best to streamline this blocky rig through the air. Still, expect a little noise on rough roads, which the firm suspension handles with enough precision to keep things serene especially over broken pavement, where it stays unfazed and free of bumps you’d otherwise feel in a lesser vehicle. The Overtrail+ model adds off-road-focused features and Overtrail trim flourishes, and while this isn’t quite the Land Cruiser of your childhood, it’s got the Toyota Sequoia’s heart and a little of the Toyota Venza’s streamlining baked into its DNA. There’s a digital interface, but with enough fixed elements like a volume knob and centralized layout to avoid touchscreen rage. Windows are tall, the roof doesn’t coif too low, and outward view from the mirror, side view, and roof pillar areas make parking, driving, and even off-road work less stressful.
I ran errands, hit a trail, and even hauled a set of Doc Martens boots without thinking too hard about space a luxury in itself. The GX isn’t trying to be the next Mercedes-Benz G-Wagen, but its doors, when closed, offer that familiar Lexus-appropriate latching thud that somehow whispers quality, expensiveness, and “your neighbor definitely noticed.” It’s not light, and not perfect, but inside, it’s a solid cruiser with luxury SUV aspirations and a Toyota-rooted honesty that gives it more substantive charm than I expected. And honestly, after a week in this dusty, dark-themed, slightly overbuilt off-roader, I started to appreciate the refreshingly modern mix of equipment, comfort, and control more than I ever did in the sleeker models I used to chase.
Cargo & Practicality
The cargo area felt like a struggle to seat up, you’re looking at a modest 10.3 cubic feet, which pretty much disappears once you toss in three gym bags and a box of regrets. But drop the third-row seat and it expands to 40.2 cubic feet, and if you fold both rows, it opens to 76.9 cubic feet, which is large enough for most real-life use unless you’re packing a Venza Nightshade‘s worth of bad decisions. The load-in height is high, so heavier items take some effort, and while the Overtrail trims add rugged flair, they don’t magically solve interior storage quirks, door pockets are tight, and the cooled center console fits about four cans and a phone, if you’re lucky. Small items get lost in random spots, the storage bin is decently sized, but the car still has that classic caveat: three-row versions offer additional jumper seats more useful in emergencies than actual rides. Compared to the Lexus LX 570, or even a well-packaged two-row, it lacks a bit of polish. Still, for a GX, with an upright profile and front-heavy design, it’s a functional addition, just don’t expect a storage miracle.
Infotainment & Connectivity Features
The infotainment system felt like a laggy throwback, especially after jumping out of a BMW or Mercedes, where navigation maps don’t freeze mid-turn. But once I adjusted to the user-friendly layout, the voice commands became oddly easy to use, and Android Auto, Apple CarPlay, and wireless phone integration all worked without needing a manual or a prayer. The driver assist technology kicks in around 25 mph, and in congested traffic, the driver attention monitor and notifications are less annoying than expected. Connect a camera, activate the hands-free driving system, and this tech suite, borrowed from pricier vehicles like the Lexus IS 500, actually activates and deactivates without drama which is more than I can say for some Toyota and IS 350 products I’ve tested. The functionality is there, hidden behind a steering column and steering wheel interface that finally puts a face to the term “just works.”
Safety and Driver Assistance Tech
I assumed the safety gear was just the usual standard checkbox filler, but after a proper test through city traffic and loose soils, the GX 550 showed off actual mastery with its adaptive cruise control, lane-keeping assist, and surprisingly accurate pedestrian detection. The lane-departure warning didn’t nag like some over-caffeinated assistant, and the lane-centering feature worked even without drama. Automated emergency braking, electronic controls, and a locking center differential worked in tandem with terrain controls, especially when the full-time 4WD kicked in mid-off-road climb. No clue what the National Highway Traffic Safety Administration (NHTSA) or Insurance Institute for Highway Safety (IIHS) will say yet on crash-test results, but so far, the GX has handled more accidents than I have therapy appointments. Bonus: granny-gear low-mode still exists for those who treat safety as an opportunity, not just a liability clause.
Warranty and Maintenance Plan
The limited warranty is decent at 4 years or 50,000 miles, and powertrain warranty stretches to 6 years or 70,000 miles, which sounds better until you remember BMW offers less and Mercedes-Benz charges more to smile at you. Complimentary maintenance is just 1 year or 10,000 miles, which feels more like a placeholder than peace of mind, but it’s still more generous than some rivals who pretend warranty coverage is a luxury add-on. Lexus plays it safe, predictable, dependable, and just enough to not feel shortchanged.
Final Verdict
I went into the GX Overtrail expecting a minor headache, another high-riding, overly luxurious SUV trying to cosplay as an off-road vehicle with more style than substance. But somewhere between the dirt trail, the dynamic sky panoramic sunroof, and the satisfying V6 hum from the GX550 petrol model, things started to click. The rig may not win any efficiency awards with its fuel tank size and 600km-ish range, but it’s fit for purpose: a rugged, cool-looking, off-road ready car with just enough premium touches to remind you it costs $70,000 (or $84,590 in GX550 Luxury+ trim, if you like to stare at your soft-touch seat backs).
It’s not the most polished in the market, and some problem areas like aerodynamic drag and tech hiccups remain, but the balance between raw wheeling ability, luxury, and daily driving dynamics feels more honest than most Lexus models. It’s a new era for the brand, and this generation earns its place among dedicated 4x4s, even if you’re just a weekend runabout kind of fam. If you’re cross-shopping a Mazda CX-70, Toyota Land Cruiser, or Honda Passport, the GX 550 is more than a character play it’s a legend in progress with actual merit, roominess, nice interior, tech, and the kind of looks that make you forgive the grades it doesn’t ace.
More images of the 2024 Lexus GX 550 Premium+
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