Deusex

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OK... So my dealer called me today, my GX is on the way to the dealership and should be there end of April beginning May. Even game me the vehicle VIN # with all the addons.
 

Kelvin2020

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OK... So my dealer called me today, my GX is on the way to the dealership and should be there end of April beginning May. Even game me the vehicle VIN # with all the addons.
I am probably need to wait till 2025…. (living in Vancouver, BC)
 

Ali Manai

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For sure, that was definitely a stretch. Toyota paid BMW to test the GR Supra on the roads with other BMW models (as well as Minis and Rolls Royces) and for BMW to send data back to Japan. Toyota would then ask BMW to make changes to the car while they were cold and stress testing the cars. So there was definitely some communication happening.
In an older video one of the bmw engineers joked that b58 was more toyota than bmw cause it was inspired by the 2jz and did away with many design elements of it's predecessors
 

qtb007

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But that engine still sucks just look at all the cars that have replaced the v6 with this engine not counting hybrid versions, it's slower, less engaging, not any more fuel efficient and lacks smoothness
We've only seen the T24 in crossovers; we haven't seen a performance tune mated to a transmission with a performance tune. The FF versions of the 2GR ride the coattails of the FR versions in the Lexus sedans, IMO.

My employer's work fleet has Highlanders with both the 2GR and the T24. One is like a '20 model and the other is a '23 so they are the same generation. They drive almost exactly the same. The T24 gets better gas mileage on the highway (especially road trips where it is out of boost) but they are more or less a wash around town. The T24 meets stricter emissions requirements. It has been tuned to drive as little like a turbo as possible. IMO, that was intentional. The buyer of a Highlander wants the vehicle to move smoothly (so no turbo push), be powerful enough when it needs to be, and be efficient. If you had someone do their commute in both vehicles, half of the people would guess incorrectly which engine they have. IMO, too many people are used hot takes from Youtube "reviewers" -- that don't know the difference between turbo lag and transmission shift lag -- as gospel rather than driving the actual vehicles. I've driven both.

IMO, the T24's problem is that it is all around fine... while the A24 hybrid is exceptional in some ways. It is loud and harsh when accelerating hard, but it's equally serene when driving through the school dropoff line. Guess which I do more of? The fuel efficiency of the A25 hybrid is extraordinary compared to the 2GR and T24 in day to day use. The T24 and 2GR are a little more pleasing from a "driver" perspective on aggregate, IMO, but it's a mommy mobile. I just want to get from A to B for as little hassle and cost as possible. Even when the options were 2GR versus A25 hybrid, I would choose the hybrid every day of the week. It is just so much better suited for the job.

Ironically enough, the 2GR-FE with the 6AT in the previous gen Highlander drove better, to me, than the 2GR-FKS than the 8AT in the same body ('14 versus '17). I attribute this completely to the transmission, though. The 8AT was much more aggressive in locking up and the chassis felt less smooth due to it. BUT, the FKS+8AT returned around 10% better gas mileage on road trips. I could only squeeze out 24mpg on the FE+6AT while I could do 26mpg on the FKS+8AT. Just back to back on the road, though, the 6AT was more pleasant to drive.

I also have seat time in the G3 Tacoma and the G4 Tacoma. The T24+8AT is a far far far superior drivetrain. The 8AT and the high torque T24 are really complimentary. Honestly, though, the 8AT in the Tacoma and 4Runner would probably do a world of good with the 1GR and the 2GR. The steps from gear to gear in the 5AT and 6AT are so big that I really notice the shifts and the revs increasing. Combine that with the 1GR and 2GR really being at the limit that I'd want torque and power wise in vehicles of that weight. The 8AT with the smaller steps between gears would nicely cover up those conditions.
 
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Ali Manai

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We've only seen the T24 in crossovers; we haven't seen a performance tune mated to a transmission with a performance tune. The FF versions of the 2GR ride the coattails of the FR versions in the Lexus sedans, IMO.

My employer's work fleet has Highlanders with both the 2GR and the T24. One is like a '20 model and the other is a '23 so they are the same generation. They drive almost exactly the same. The T24 gets better gas mileage on the highway (especially road trips where it is out of boost) but they are more or less a wash around town. The T24 meets stricter emissions requirements. It has been tuned to drive as little like a turbo as possible. IMO, that was intentional. The buyer of a Highlander wants the vehicle to move smoothly (so no turbo push), be powerful enough when it needs to be, and be efficient. If you had someone do their commute in both vehicles, half of the people would guess incorrectly which engine they have. IMO, too many people are used hot takes from Youtube "reviewers" -- that don't know the difference between turbo lag and transmission shift lag -- as gospel rather than driving the actual vehicles. I've driven both.

IMO, the T24's problem is that it is all around fine... while the A24 hybrid is exceptional in some ways. It is loud and harsh when accelerating hard, but it's equally serene when driving through the school dropoff line. Guess which I do more of? The fuel efficiency of the A25 hybrid is extraordinary compared to the 2GR and T24 in day to day use. The T24 and 2GR are a little more pleasing from a "driver" perspective on aggregate, IMO, but it's a mommy mobile. I just want to get from A to B for as little hassle and cost as possible. Even when the options were 2GR versus A25 hybrid, I would choose the hybrid every day of the week. It is just so much better suited for the job.

Ironically enough, the 2GR-FE with the 6AT in the previous gen Highlander drove better, to me, than the 2GR-FKS than the 8AT in the same body ('14 versus '17). I attribute this completely to the transmission, though. The 8AT was much more aggressive in locking up and the chassis felt less smooth due to it. BUT, the FKS+8AT returned around 10% better gas mileage on road trips. I could only squeeze out 24mpg on the FE+6AT while I could do 26mpg on the FKS+8AT. Just back to back on the road, though, the 6AT was more pleasant to drive.

I also have seat time in the G3 Tacoma and the G4 Tacoma. The T24+8AT is a far far far superior drivetrain. The 8AT and the high torque T24 are really complimentary. Honestly, though, the 8AT in the Tacoma and 4Runner would probably do a world of good with the 1GR and the 2GR. The steps from gear to gear in the 5AT and 6AT are so big that I really notice the shifts and the revs increasing. Combine that with the 1GR and 2GR really being at the limit that I'd want torque and power wise in vehicles of that weight. The 8AT with the smaller steps between gears would nicely cover up those conditions.
Yeah, i have experienced 2gr in a crown athlete 14 th gen and that had an 8 speed automatic that thing was smooth throughout the rev range, have yet to experience t24 but the biggest complaint is the t24 isn't as smooth at higher rev range but is great at low and mid rev.
 

Flagship1

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Interesting these are running 0w20 and not 0w8/16 like most modern Toyotas.

First mod would be to run Euro 5w30 all the time, since 0w40 would probably pose a LSPI risk.
 
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Gecko

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I read another round of new reviews over the weekend and they are unanimously positive - everyone seems to absolutely love this new GX.

I said this a while back, but I think this is Lexus' best overall product since the LC 500. I'm excited for the hybrid to land, and also to see how Lexus manages the GX over it's lifecycle with new colors, trim changes, refresh, etc.
 

qtb007

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I read another round of new reviews over the weekend and they are unanimously positive - everyone seems to absolutely love this new GX.

I said this a while back, but I think this is Lexus' best overall product since the LC 500. I'm excited for the hybrid to land, and also to see how Lexus manages the GX over it's lifecycle with new colors, trim changes, refresh, etc.
It feels purposeful… like high end outdoors/mountaineering clothing. If you need to get off the beaten path, awesome. Built for it. But you can also do all of your daily needs with it.
 

Flagship1

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Its a walk down memory lane with the competition between the two brands.

Back when the 2nd gen launched, Lexus set its sights on the LR3/4/discovery and now fast forward we see Lexus set is sights on the Defender.

The discovery i guess now somewhat/huge stretch competes with the TX?
 

Gecko

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Interesting review. Looking at it slightly differently from an owner/real world buyer perspective...

With these two vehicles it's silly to not mention reliability and durability. Maybe some folks don't care, but GX buyers generally do and the Defender's reliability record has been positively abysmal so far. Motor Trend seems to have a brief memory. I belong to a few different GX groups and there are many Land Rover folks who are ready to make the jump to the GX after significant failures/repairs with Defenders.

It seems like a key deciding factor in Motor Trend's final scoring was on-road manners. I understand that and it's a fine point, but in this class there are many folks who prefer driving BOF SUVs to unibody CUVs. I'm one of them. If you're going to build and offroad one of these for years to come, rough impacts on an aluminum unibody with air suspension vs. a body-on-frame steel chassis with conventional steel springs is going to be a difference you feel (your bank account agrees).

Land Rover's inclusion of an air suspension on the Defender to help with ground clearance and approach/departure angles was a good one, especially since it's unibody. No denying bags give it an advantage over the conventional GX suspension, but unfortunately air suspension failures and problems are one of the most common Defender issues. Also it seems like any of the Defender's offroad shortcomings were chalked up to the tires, but the Goodyear Wrangler All-Terrain Adventure is a tire Land Rover specifically spec'ed for the Defender so..... not sure what to say there.

Another matter of personal preference, but I think the Defender interior is pretty awful -- especially for the price. It looks like an update of the 2011 Honda Element interior to me, and certain elements like exposed screw heads and rubber flooring seem really out of place at $90k. While I don't love the 3GX interior, I prefer it 11 days out of 10 to the Defender's.

The GX has simplicity in the steel-spring suspension, leaving room for DIY upgrades, lift kits, and cheaper repairs. But the Defender already has better ground clearance, and suspension work isn’t cheap.

What suspension work isn't cheap - a lift kit on a GX or air suspension repairs on a Defender? ;)

But even though the toughest obstacles took a bit more effort, the Defender tackles the same terrain in a better overall package.

Edited for clarity: The GX 550 was easier to drive off road and was more capable despite having less ground clearance, but the Defender was almost as good offroad and drove better on pavement due to being a unibody CUV with air suspension.

At the end of the day, it's cool to have these two great options but there are plenty of people who wouldn't touch a Defender with a 10 foot pole due solely to reliability. Oh well. Choose wisely!