Based on the hard-as-nails Prado, V6-powered, and off-road-ready, the GX Overtrail opens a new chapter for Lexus’s SUVs.
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Lexus GX 550 Overtrail Fast Facts
- Price: R1 766 00
- Powertrain: 3.5-litre, V6 twin-turbo petrol
- Transmission: 10-speed automatic
- Power: 260 kW @ 4 800-5 200 r/min
- Torque: 650 N.m @ 2 000-3 600 r/min
- 0-100 km/h: 7.0 seconds*
- Top speed: 175 km/h
- Fuel consumption: 12.3 L/100 km*
- CO2 emissions: 279 g/km*
- Rivals: Land Rover Defender 110 P400 X-Dynamic HSE, Ford Everest 3.0TD V6 4WD Platinum, Ineos Grenadier 3.0T Station Wagon
*Claimed figures
When Lexus announced its Overtrail project – an initiative through which the firm would introduce a series of adventure-oriented mechanical and cosmetic upgrades to existing model lines – at the 2023 Tokyo Outdoor Show, there was likely a ripple of both excitement and misgiving. Those longing to kit their cars out for overlanding were no doubt thrilled at such a prospect, but the introduction of the Overtrail project also ushered in the all-new GX: a model based on the J250 Prado and equipped with the V6 powerplant many felt was missing from the Toyota. Suitably intrigued by this development, we put the Overtrail GX through its paces – both on- and off-road – to see if Lexus has hit a previously long-missed sweet spot.
The GX shares its Toyota GA-F underpinnings (the body-on-frame variant of Toyota’s Global New Architecture platform) with the current Prado, meaning that its overall dimensions of 5 015 mm long, 2 000 mm wide, and 1 870 high roughly shadow those of the Toyota. Perhaps one of the biggest obstacles to Lexus’s SUVs making full use of their rugged DNA is the sense of mechanical sympathy their shimmering paint finishes (especially on the lower body sections and skirts) and handsome-but-scuff-prone alloys tend to engender, despite the fact these vehicles are based on especially rugged Toyotas. There is a degree of this evident in the SE model, with its more colour-coded exterior finishes and 22-inch rims, but the Overtrail’s execution goes some way to dismissing these notions. From that robust-looking angular frame to the plentiful plastic cladding on the lower body and purposeful-looking, dark-hued 18-inch rims, well protected by 265/70 off-road tyres. Factor in a sensible front spoiler affording a very respectable 27-degree approach angle – and maybe opt for the khaki-coloured Desert Moonlight paintwork – and it looks both upmarket and every bit as adventure-ready as its Toyota relatives. There’s a similar blend of premium and purposeful-looking to the Ovetrail’s cabin, too. Everything is as solidly constructed as you’d expect of Lexus, and the front ergonomics are improved by the inclusion of the crisp touchscreen/dial combo infotainment panel from the RX. The cabin is spacious all-round, and the inclusion of a separately opening glass hatch granting access to the (claimed) 1 063-litre boot is a nifty touch.
The biggest talking point, however, is the GX’s adoption of Toyota’s V35A-FST 3.5-litre V6 twin-turbo petrol engine. When the Prado was first launched, to much acclaim, there was a murmur of discontent from some folks regarding the exclusion of a petrol V6. But there is some method to this approach. This unit’s 260 kW and 650 N.m outputs sitting further up the rev range than the low-rev-favouring 2.8 diesel in the Toyota were seen as striking a good balance between open-road refinement and off-road muscle. And to a degree, the former is true. There is a little lag between the otherwise smooth 10-speed transmission and the engine’s power delivery off the mark, but once the revs climb, the GX hunkers down and picks up the pace effortlessly. The off-road bit, we’ll come to a little later…
On the road, we’re used to Lexus’s 4x4s riding with a comfort-oriented bent and a brief stint behind the wheel of the SE model, with its more road-biased footwear, confirmed that trait had found its way to the GX. It must be said, however, that the Overtrail’s transition into more rugged motoring comes at the expense of some of the sealed-surface composure for which the marque is renowned. The knobbly, off-road rubber with which its 18-inch rims are shod makes the ride feel a little lumpy and unsettled. That’s not to say that the Overtrail is uncivilised on sealed surfaces: while a little jiggly at times, the ride and handling are still composed and comfortable. NVH is also impressively suppressed, so that the snarl of the V6 under full throttle isn’t drowned out by wind and road noise, and its smooth workings and plentiful top-end grunt make the Overtrail feel effortless and long-legged on the open road.
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With Lexus’s claim of the Overtrail serving up genuine off-road ability in mind, we decided to test its mettle in the most challenging environment we could throw its way: the Witsands Aquifer Nature Reserve, just outside Atlantis. This 32 km2 expanse of undulating white sands is an off-roader’s playground – its soft surfaces criss-crossed with quad-bike tracks, and the amphitheatre-like parabolas of its larger dunes are often traversed by more daring SUV owners looking to kick up some sand while really pushing the limits of both their machines and their driving abilities. But for less capable – and less capably piloted – vehicles, it can also be a veritable trap. Here, a badly judged plunge over difficult-to-judge drops can end in disaster at worst, but even minor infractions such as overly abrupt braking, too much throttle while turning on appropriately deflated tyres, or even just a loss of crucial momentum are potentially punished with rubber parting from rims, or your SUV beached up to its axles in powdery sand. The latter perils sit especially close to the forefront of one’s adventures when their car tips the scales at any weight approaching the Lexus’s 3 110 kg.
With its six-preset MST (Multi-Terrain Select) drivetrain management system toggled to its Sand setting and tyres let down to 1.8 bar, the GX rumbled into the deep sand with little drama. Encountering some sections of compacted sand humps, we put one of the features of the updated E-KDDS (Electronic-Kinetic Dynamic Suspension System) to the test. At low speeds, this setup disconnects the front and rear sway bars, freeing up an additional 110 mm of axle articulation to smoothly negotiate obstacles that would normally halt progress over rough terrain. The system’s coupling and de-coupling is almost imperceptible, and in cahoots with the supple suspension setup it allows the GX to leopard-crawl over bits of land that would normally set most SUVs uncomfortably pitching and yawing. It’s impressive stuff, especially when you consider that it’s just part of a host of off-road technologies sewn into the GX. In addition, the Overtrail ushers in model-specific features such as a lockable rear diff, off-road surround camera system, Crawl Control with Turn Assist (overseeing the modulation of throttle and brake inputs, and steering responsiveness at low speeds) and a hill-descent control system.
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Wandering into deeper sands, there were times when the Overtrail’s petrol V6 powertrain didn’t feel like the ideal companion to technical off-roading. Unlike the diesel in the related Prado, this unit gives its best in the upper reaches of the rev range. While MTS’s Sand setting is calibrated to give some throttle feed-in leeway that keeps one from digging themselves into the sand with overly abrupt pull-aways, at times the transmission wasn’t alert to the sorts of measured throttle inputs required of low-speed manoeuvring, resulting in a lull in momentum followed by an admittedly smile-inducing growl from the V6 and a scrabble of tyres before the powertrain hooked up properly and traction was regained. This is as much a product of getting used to this unit’s unique power delivery profile than anything negative, but it does require a recalibration of one’s driving style to a more ‘bury-the-throttle-and-trust-it’ approach to off-road driving compared with the diesel’s more progressive manner. That adjustment made, the Overtrail felt almost unstoppable. There are certain SUVs that, owing to their poise and mechanicals, have an ability to rove effortlessly over rough terrain, and the Lexus sits very much in that bracket. While you’re always aware of its heft, the combination of plump tyres and a traction control system that keeps in top of prevailing conditions means the Overtrail feels composed and confident, even in deep sand.
The combination of a big V6 and three-ton frame obviously has consequences for the fuel consumption. Despite our best efforts on-road, we struggled to best 16.5 L/100 km – a full tank registering an operating range of around 450 km. Factor in the cavalry-charge approach required of certain off-road driving scenarios, and that figure will easily stray into the high teens. Even so, making mention of these findings to interested bystanders wasn’t met with unanimous shock but rather a measured nod and words to the extent of “yeah, but it’s still nice to have a big, petrol V6”… priorities clearly differ in this segment of the market where, for some, just the on-paper numerical trump-card credentials of engine outputs are reason enough to opt for a petrol V6.
In adopting a two-pronged product strategy with a model-unique powertrain offering, Lexus has done something quite clever with the GX. As expected, in SE guise it’s a civilised and upmarket conveyance that continues to hide its off-road-capable light under a premium-looking bushel – Lexus SUV business as usual. But with the Overtrail, the firm is tapping into a buyer demographic that was either loath to take their Lexus’ off-road, or those who’d never considered one for much the same reason. Is it thirsty and does it require a different approach to off-roading? Absolutely. But it’s heartening to see a Lexus SUV that proudly wears its long-hidden all-terrain credentials on its sleeve.
Find the full feature in the May 2025 issue of CAR Magazine.
