2023 Land Rover Defender vs 2023 Lexus GX

The Defender significantly outsold the Land Rover Discovery, primarily due to its classic boxy design that reminded consumers of the older LR4. While the Discovery resembled a Ford, the Defender maintained the iconic Land Rover aesthetic. Its square-jawed face, rectangular hood, and doors, and sharply chopped tail were key design features. Most body fittings were either at 90-degree angles or steep angles, contributing to its rugged look. Accents like the dome and faux-metal step plates on the hood, skylights along the roof, and side glass separated by body-color squares were respectful nods to the 1980s Defender.

Various accessory packages elevated the Defender's look, adding ladders, roof racks, a rear-window-mounted storage box, snorkels, mud flaps, and skid plates. Higher trims like the X featured a two-tone hood and larger wheels, while the V8 trim rode on 22-inch blacked-out wheels. The Defender was available in three body styles (90, 110, and 130), with the latter two sharing the same wheelbase but differing in rear length. Inside, the Defender stuck to a theme of function and durability, displaying mostly rubbers and plastics despite its lofty price tag. Features like exposed screws, plain air vents, and a six-inch metal dashboard beam reinforced its utilitarian vibe. Build quality was impeccable, but it felt less opulent than a Range Rover, making its high price feel questionable for some.

The Lexus GX commanded a strong visual presence with its large spindle grille, 8.1 inches of ground clearance, and an overall height of 74.2 inches. Its front end was designed to command the road, framed by massive headlights. The GX Black Line Special Edition, limited to 3,000 units, returned for 2023 with exclusive paint options.

From the side, the GX's compact dimensions were apparent, with a 109.8-inch wheelbase. Limited front and rear overhangs emphasized its off-road readiness. Its design leaned sleek compared to Toyota's blockier SUVs, facilitating better technical driving and visibility from the driver's seat. However, the interior fell short with a surprising amount of plastic material inconsistent with its luxury badge. Although retaining useful touches like heated and cooled front seats and premium leather, the interior hardly justified a luxury SUV's price, as the model's design dated back to an old R&D investment.

The Defender's off-road prowess was undeniable, showcasing exceptional grip and wheel articulation, especially with its air suspension raised. The Terrain Response 2 system adapted seamlessly to various surfaces, although most owners wouldn't use these features. On paved roads, the Defender's characteristically old-world charms were less appealing. The drivetrain friction and body drag were substantial, resulting in speed loss on downhill stretches. Excessive body roll, slow steering, wind noise, and front-leaning dives under braking affected its road manners. Both inline-six and V8 engines saved the Defender from mediocrity. The V8’s 518 horsepower and 461 pound-feet of torque propelled it with vigor, reminiscent of a speedboat engine in a trawler hull. The mild-hybrid six-cylinder delivered 395 hp and 406 lb-ft, offering a balance between performance and fuel efficiency, an area where the four-cylinder fell short. The V8's fuel economy was a concern at 14/19/16 mpg, though enthusiasts overlooked this for the sheer performance.

The GX 460's naturally aspirated 4.6-liter V8 engine was its standout feature, delivering smooth, linear power with 301 horsepower and 329 pound-feet of torque through a six-speed automatic transmission. This V8, while lacking modern power figures, offered an auditory and driving satisfaction absent in many competitors. The GX’s towing capacity of 6,500 pounds was decent but fell behind others in its class. Its fuel economy, rated at 15 mpg city and 19 highway, mirrored typical V8 guzzlers. Weight was a significant factor for the GX, leading to noticeable body roll, although it remained predictable and manageable. Steering was communicative but vague off-center, and braking required substantial force but was ultimately reliable. The 4WD system included a Torsen torque-sensing limited-slip differential, which adapted based on wheel slip to enhance user-friendliness in difficult conditions.

Versatility was a hallmark of the Defender, with adaptable seating configurations. The Defender 90 could seat six with an optional jump seat in the front, while the 110 offered an optional third row. The 130 came standard with a wider third row, seating up to eight. Rear passengers enjoyed features like separate moonroofs, air vents, USB ports, and more. Cargo space varied, with the Defender 130 offering 77 cubic feet with seats down. The Defender 110 provided 69 cubic feet, and the 90 offered 58 cubic feet with seats folded. Customizable features included off-road tires, metal roof racks, and innovations like a console refrigerator and pressurized water rinse system, enhancing its practical utility.

The GX featured ample cubby space for smaller items, with a deep center console bin and convenient phone space ahead of the shifter. It retained physical controls, avoiding complex touchscreen interfaces. The sliding center console lid was a thoughtful addition, accommodating different-sized occupants. Second-row captain's chairs or a three-across bench provided decent legroom and excellent headroom. The third row, however, was cramped and best suited for emergencies. Cargo space was limited, with only 11.6 cubic feet behind the third row, expanding to 64.7 with all seats folded—less than a Toyota RAV4.

The Defender offered dual touchscreen infotainment systems running Pivi Pro software, famed for its reliability. The standard 10-inch screen integrated well into the dashboard, while the optional 11.4-inch screen offered better legibility. Features included wireless Apple CarPlay, Android Auto, voice assistant, and navigation. Higher trims boasted heated power seats, Meridian stereo, surround sound, adaptive cruise control, and air suspension. Configurable ambient lighting and a cabin air purifier added to the luxury feel, along with advanced parking and driving assists.

The GX’s 10.3-inch touchscreen was a significant improvement, accommodating Apple CarPlay, Android Auto, and Amazon Alexa. The classic Lexus Remote Touch Interface remained but was rendered less essential. Included tech like Lexus Enform Remote and a 17-speaker Mark Levinson stereo indicated luxury aspirations, but technology fell behind newer Lexus models. Notably, the GX excelled with off-road tech, including a two-speed transfer case, hill-start and downhill assist, traction and stability control, and KDSS for dynamic suspension adjustments.

The Defender showcased solid performance in Euro NCAP testing with a five-star rating but lacked extensive U.S. safety reviews. Equipment included six airbags, digital instrument display, head-up display, and a 360-degree camera system that highlighted obstacles under the wheels. Lane-keeping assist, blind-spot monitoring, and automatic emergency braking were standard, while trailer assistance and rearview camera displayed enhanced driving and parking capabilities.

Although not crash-tested by NHTSA or IIHS, the GX benefitted from Toyota and Lexus's comprehensive approach to safety. Standard safety features were robust, including automatic emergency braking, lane-departure alert, adaptive cruise control, parking assist, and automatic high beams. Despite its older body structure, the integration of advanced driver aids was commendable.