GX 550 vs GX 460: Which Generation Lexus GX is Right for You?
In this GX 550 vs GX 460 comparison, we cover all of the powertrain, driving experience, and technology differences between both generations.
Last week, Lexus USA flew ClubLexus to Tuscon Arizona to drive the 2024 GX 550. (Lodging and amenities were also provided.) During a one-day press event, we got to sit in, walk around, and drive all six 2024 GX grades — Premium, Premium+, Overtrail, Overtail+, Luxury, and Luxury+. Premium and Luxury models were reserved for on-road, while Overtrail and Overtrail+ models handled off-road duties. You can read our First Drive Review coverage right HERE. Or if you’d like to listen to the Chief Engineer talk about all of the new features, head over HERE. But, since Lexus was also kind enough to provide a Luxury grade 2023 GX 460, we also wanted to do a GX 550 vs GX 460 comparison.
Full disclosure, we didn’t do any off-roading in the 460, but I drove the same road course in the Luxury 460 followed by a Luxury+ 550 back-to-back to get a sense of the way each generation, looks, feels, maneuvers, and performs.
Here are all of my objective and subjective reactions.
Would you rather own the GX 460 or the GX 550?
Join the discussion HERE in our forums!
Engines
Powered by the 4.6L 1UR-FE V8, the GX 460 produces 301 hp @ 5,500 rpm and 329 lb.-ft. of torque @ 3,500 rpm. Capable of running to 60 mph in 7.8 seconds, the 2023 GX is effortless and easy to drive, but a little heavy for this amount of power (at least in modern terms). It sounds wonderful and it’s exceptionally smooth. Max towing tops out at 6,500 lbs.
The GX 550 drops the V8 in favor of a 3.4L twin-turbocharged V6 that’s similar to the setup in the LX 600, but with smaller turbos and a few other alterations. This engine pushes peak power up to 349 hp between 4,800 and 5,200 rpm, and peak torque to 479 lb.-ft. between 2,000 and 3,500 rpm. Not only will the 550 hit 60 mph 1.3 seconds quicker than the 460, but max towing tops out as follows –
- Premium: 9,063 lbs
- Premium+: 9,041 – 9,063 lbs
- Luxury: 7,844 – 8,020 lbs
- Luxury+: 7,601 – 7,800 lbs
- Overtrail: 9,096 lbs
- Overtrail+: 9,063 lbs
That’s right, the GX 550 can tow almost 3,600 lbs more than the 460, which is a lot for an SUV of this size. The GX 550 will never be considered a sports car, but this is a big upgrade in driveability. Power and torque arrive early, improving acceleration and passing and playing in the mud.
The one thing that will remain untested for many miles (and years) is how well the 3.4L V6 stands up over time. Versions of this motor live in a variety of Lexus and Toyota products (LS 500, Tundra, Sequoia, LX 600, etc.), but it remains unclear how reliable they are compared to the automaker’s naturally aspirated V8s.
Lastly, to help those forget the beloved V8, Lexus engineers use the GX’s speakers to pump in rumbling engine noise when the GX is in Sport+ mode (or in Custom Mode with the power level set to Sport). I’m not a fan of fake engine noises, but this one sounds pretty good; and very similar to the Tundra TRD Pro.
Transmissions
The GX 460 features a six-speed automatic transmission that includes a sport shifting mode as well as a manual shifting mode. The gear ratios are as follows:
- 1st 3.520
- 2nd 2.042
- 3rd 1.400
- 4th 1.000
- 5th 0.716
- 6h 0.586
The GX 550 replaces the six-peed with a 10-speed auto that’s a cousin to the transmission developed for the LC 500. Different tuning, mind you, but engineered with the same technologies. The 550’s transmission alters its shifting style depending on a variety of driving modes, along with manual shifting via steering wheel paddles. The gear ratios are as follows:
- 1st 4.923
- 2nd 3.257
- 3rd 2.349
- 4th 1.944
- 5th 1.532
- 6th 1.193
- 7th 1.000
- 8th 0.801
- 9th 0.661
- 10th 0.613
Another massive upgrade for the GX 550. Newer transmissions aren’t better simply because they’re quicker-shifting. But as you can see, the gear ratios are more aggressive in first gear and then much closer in their various ratios. This, again, improves responsiveness and smoothness while helping Lexus optimize torque and power levels. Newer 10-speeds also tend to be very reliable and not overly complex despite the extra gears.
In short, while you could make the case for keeping the old-school V8, but there’s no contest between the two transmissions. 10-speed for the win. The big, big win.
Chasis & Suspensions
Both the GX 460 and GX 550 feature double-wishbone front suspensions, and solid rear axles with four-link coilover suspensions. But Lexus has upgraded the GX 550 in several ways, both standard and optional. First, the new GA-F platform is 20% more rigid than the previous generation’s underpinnings despite being lighter. This directly translates into more body control and overall refinement on and off-road.
Next, standard on Overtrail and Overtrail+, Lexus has transitioned to a new Electronic Kinetic Dynamic Suspension System (E-KDSS). The original KDSS system first debuted back in 2003, but the front and rear disconnects were tied together. And, as a hydraulic system, it was limited to basically two settings (connected or disconnected). This could lead to scenarios where one corner of the vehicle negatively affects the opposite corner. The new system allows the front and rear sway bars to disconnect independently while taking into account vehicle geometry, throttle response, and steering angle. E-KDSS is also, according to Lexus, infinitely flexible. The result? More articulation (24.45 inches) than ever before.
Like the GX 460 Luxury, the new GX 550 also boasts Adaptive Variable Suspension (AVS) for the Luxury+, Overtrail, and Overtrail+ grades. AVS lets drivers tune the SUV to three different firmness levels (Comfort, Normal, and Sport). And while the 460’s system remains quite good, the new GX 550 is much more refined. The whole SUV feels less wobbly than the previous generation and more stable/sportier in its firmest settings.
Driving (On and Off-Road)
I drove the GX 460 Luxury first, accelerating, braking, and throwing it into corners testing out its three AVS modes (Sport, Normal, Comfort) as well as sport and manual shifting. I then tried to recreate the same sequence in the GX 550 Luxury +, testing out its AVS modes, driving modes, and paddle shifting.
The results were very clear. The GX 460 remains lovely and comfortable, but the GX 550 is better in every way save for engine noise. The GX is quicker off the line (but again, not truly sporty) and quicker to a stop. Slamming on the brakes results in much less nose-dive compared to the previous generation. And the new GX, overall, is smoother despite its truck-like driving experience.
In other words, the GX 550 isn’t quite as car-like as a unibody SUV (like Land Rover Defender), but the GX’s overall tuning is almost European in the way blends comfort, refinement, smoothness, and sporty(ish) handling. Especially when the AVS is set to Normal and Sport, the 550 takes everything the 460 did well, and then refines and improves the whole sensation.
Lexus loves to talk about its driving signature, and the GX is the best body-on-frame Lexus SUV I’ve ever driven (yes, it’s better than the LX — more stable and assured).
Off-Roading
As I said before, I did NOT get to do a GX 550 vs GX 460 off-roading comparison. But I think it’s worth comparing the two generations’ features. All GX 460 and GX 550 grades boast a locking center Torsen different with open front and rear differentials. You can take any of them off-roading. But the new-for-2024 Overtrail and Overtrail+ grades add a locking rear differential along with a Multi-Terrain Select (MTS), Downhill Assist Control, Crawl Control with Turn Assist, and a Multi-Terrain Monitor. All features designed to help you control the GX on the trail and see what you’re doing.
The new Overtrail grades offer the following specs —
- Approach: 26 degrees
- Departure: 22 degrees
- Breakover: 24 degrees
- Wading depth: 27.56 inches
- Wheel articulation: 24.45 inches
- Minimum ground clearance: 8.86 inches
Here’s how the GX 460 fares —
- Approach: 21 degrees
- Departure: 23 degrees
- Breakover: 21 degrees
- Wheel articulation: 21.06 inches
- Minimum ground clearance: 8.1 inches
In short, while I have not tested both personally, the new 550 has more OEM capability and technology geared for off-roading and overlanding than ever before.
Fuel Economy
The world has mostly transitioned from larger naturally aspirated engines to smaller turbocharged engines because automakers have been able to meet rising emissions standards while maintaining fuel economy and improving power levels. The catch? Yes, turbo-V6 engines are more economical than V8s. But once those turbochargers spool up, turbo engines are pretty good at guzzling fuel. Case in point, the GX 460 currently estimates its fuel economy as 15 mpg city, 20 mpg highway, and 17 mpg combined.
The GX 550 arrives with an estimated 15 mpg city, 21 mpg highway, and 17 mpg combined.
So, don’t buy a new GX expecting to save at the pump. On the other hand, with almost 50 extra horsepower and 150 extra ft.-lbs. of peak torque, the fact that you’re not spending more on gas is impressive.
Interior Amenities
From a materials interior dimensions standpoint, the GX 460 and GX 550 are very similar. Premium (and now the new Overtrail) offer faux leather seating while the Luxury models offer real leather. In both generations, the leather quality is nice but not in the same league as a Lexus flagship vehicle (LS, LC, SC, etc.). And the seat locations are all pretty similar. Outside of the materials, the generational shifts are pretty massive.
The older GX 460 is very busy on the inside, especially in the front row and the dash that was revised to incorporate its small touchscreen on top of the center stack. Honestly, it looks a little cluttered. Inside the GX 550, by contrast, the engineers and designers have opened up the space, flattening the dash lines and window sills, and even pulling the A-pillar back and including vertically-oriented side view mirrors all for the sake of added visibility.
Along with the added feeling of openness, the newer GX offers more standard technology — the 14-inch Lexus Interface infotainment system with wireless Apple CarPlay and Android Auto, digital dash, improved safety features, added charging ports, and more. To be fair, we prefer the tactile physical buttons on the 460’s infotainment and climate controls, but the newer model’s modernity is otherwise cleaner and easier to use. And there’s just so much more fun stuff available for the upper grades, like massaging front seats and a giant moon roof that pops between clear and opaque with the press of a button.
Visual Aesthetics
A purely subjective comparison. The GX 460 is certainly an eye-catching model with what, at least proportionally, feels like the largest spindle grille ever. But as Lexus (and Toyota) evolve into this next decade, they appear to be pivoting to a more sculpted and minimalist version of the front end. The new GX 550, to my eyes, is a home run. Something that feels inspired by the box SUVs of the 1980s rebooted for the 2020s. Now it’s not just a big grille with an SUV attached, it’s a vehicle that’s most subtle and muscular, one that screams, “I’m badass, take me off-roading.” And for me, that’s a big win.
Pricing
Looking around online, you can still find the 2023 GX 460 new on dealership lots. Premium models seem to be priced in the low-$60k range while Luxury models are in the high-$60K to mid-$70K. Used models, naturally, go down from there with newer Luxury models being priced in the low-$60K range.
For 2024 pricing, feel free to check out the Lexus GX 550 Build & Price Configurator. At the press drive event we attended, we saw spec sheets for a variety of models. Premiums started around $66K with a few options. Overtrails started in the low $70K range. The Overtrail+ was just under $80K. And the maxed-out-every-option Luxury + we drove was right around $85K.
In this sense, the GX 460 — especially lightly used models — are going to remain noticeably more affordable. Generally speaking, the new GX 550 appears to cost about $5,000 to $10,000 more than a GX 460 with a similar feature set.
Final Thoughts
If you want the ultra-reliable and great-sounding naturally aspirated V8, the GX 460 is still charming, offering a plush, comfortable ride. Plus you can save some money in the process.
But from every other perspective… towing, acceleration, braking, ride quality, suspension, interior amenities, standard features, and off-roading capability… the new GX 550 is objectively superior. And, personally speaking, I’d argue the new design is also subjectively superior — cleaner and more muscular — but that’s just an opinion.
Thanks so much for reading.
