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Under the hood of the 2024 GX is an engine that’s two cylinders down. The 4.6-liter V8 with 309 horsepower and 329 lb-ft of torque has been replaced by a 3.4-liter twin-turbocharged V6 that churns out 349 horsepower and 379 lb-ft of torque. That torque number is 150 more than the old one, and it’s on tap at 2,000 rpm instead of the old GX’s 3,500. That increase is palpable from the word go.
The new GX may be heavier than the old one, but it doesn’t feel like it when you push the engine. Getting up to speed feels far less laborious, and the GX even feels fleet of foot when compared to the 2023 GX 460. Power comes from a twin-turbo 3.4-liter V6 mated to a 10-speed automatic. Peak torque is 479 pound-feet reached at a mere 2,000 rpm. The 2024 GX 550 goes from 0 to 60 mph in a little more than 6 seconds, a whole second quicker than the 2023 GX 460. Off the line, it almost feels spritely rather than communicating its 5,517 pounds of curb weight. Steering is shockingly good for something this big and heavy. Whereas the old GX felt vague, the new one is a more precise instrument, relatively speaking.
Our Premium+ trim leans more toward the urban jungle with its 20-inch wheels, passive dampers, and excellent steering. The bigger wheels (not quite the massive 22-inch versions on the Luxury+) contribute to a firmer on-road ride, but it nails the upscale SUV look nicely.
The redesigned GX stays true to its roots with full-time four-wheel drive, a lockable Torsen center differential housed within the low-range transfer case. If it’s true off-roading capability you want, you’d be better off choosing one of the Overtrail models. Most GX Premium and Luxury trim buyers will likely never take it over more than aggressive suburban speed humps, but it’s nice to know they still have the most capable off-roader in the Lexus lineup.
Those who buy the Overtrail either want to look tough or test out the transfer case that permits use of the low-range gearset without locking the center differential for off-road switchbacks. The GX Overtrail and Overtrail+ also benefit from an Electronic Kinetic Dynamic Suspension System (E-KDSS) that can disconnect the front or rear anti-roll bars independently for greater off-road stability.
To cap off an already impressive list of superlatives, the GX boasts a maximum tow rating of 9,096 pounds, way up from the old GX’s fair-to-middling 6,500 pounds. That will surely draw buyers who want to pull camping trailers, boats, and ATVs. The GX 550 also gets a smidge better in the efficiency department. It gets 15 city/21 highway/17 combined, up from the old GX’s 15/19/16. Despite the bump in power, the improved torque at low RPMs and the additional transmission gears both aid in the efficiency effort.
Lexus has pulled off a masterstroke with the new GX, appealing to almost every kind of SUV customer. It’s a head-turner in a form-meets-function kind of way. The GX one-ups itself in the off-road department and finally delivers distinct flavors. An Overtrail+ owner will undoubtedly pull alongside a Luxury+ owner and give the nod of approval, and vice versa. The GX 550 might just be the best SUV redesign we’ve seen in a very long time—and it’s very much worth the wait.
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