Honest LC250 review that goes into more technical details & why Toyota missed the mark on LC250

[Truckee]

The GX550 clearly has the edge in towing capacity on paper, but personally, I wouldn’t use it to tow 9,000 pounds. If you need to move heavy loads regularly, a three-quarter-ton or one-ton truck is the right tool for the job. Just because a manufacturer rates a vehicle for high towing capacity doesn’t mean it’s smart—or safe—to operate it at those limits.



This is a well-known issue in the world of half-ton pickups. Over the past decade, manufacturers have aggressively increased the published towing specs on half-ton trucks, with some now rated to tow 12,000 pounds or more. However, these ratings often don’t reflect real-world limitations like rear suspension squat, braking capacity, transmission durability, or stability under load. The trucks may technically be capable of pulling that weight, but they’re often pushed over their limits—especially in crosswinds, downhill braking, or emergency maneuvers.



Increased specs have become more of a marketing war than a true measure of safe capability, and it’s led to many owners unknowingly putting themselves and others at risk by treating a half-ton like a heavy-duty truck. It’s the same concern with vehicles like the GX550: just because it’s rated to tow over 9,000 pounds doesn’t mean that’s how it should be used, especially when long-term durability and safety are considered.

Anyhow, back to offloading.

Where LC250 shines is in low-speed drivability and off-road control, especially below 1,500rpm.

At 1,500rpm, the hybrid system in the FE delivers substantially stronger torque than the GX550, thanks to the electric motor assist. You’re getting close to 450 lb-ft at just 1,500 rpm, whereas the GX doesn’t hit peak torque (479 lb-ft) until 2,300 rpm. That makes a huge difference at slow speed , feathering throttle on technical trails, or easing into throttle from a stop especially with taller tires or added weight.

Agree on the towing. Disagree on the 2nd part. I don’t think there would be an appreciable difference in control. At 1500rpm, the torque converter is still slipping. This is not a manual transmission. You're feathering the brake pedal more than feathering the throttle.

 

[Truckee]

I think the sibling that is called “Land Cruiser” is closer to another Land Cruiser, compared the sibling that is called GX.

The LC250 is closer to the 4R than it is to the LC300.

 

[Aryes]

The LC250 is closer to the 4R than it is to the LC300.

Thats true. I really don't know what they wanted to achieve with 250 in US.

However, in Europe and rest of the world the story is different as there is not 4R available.
In Europe you can't get 300, GX, LX, so there is really no serious competition for LC apart from maybe Granadier, Wrangler.

 

[TakaraLC]

The LC250 is closer to the 4R than it is to the LC300.

So is GX.

 

[BlueCruiser]

Well, it's only inferior if your usage includes heavy towing or heavy off-roading. Obviously, the engine is more powerful which is the main factor for its 9k+ towing capacity vs 6k for the FE. Along with the engine, they gave the GX a 9.5" rear differential (vs 8.2" in the FE) and they gave the GX the same CV axles as the 300 series. The FE received the weaker CV's with the inner tripod joint.. Even some of the higher trim Tacomas were given Rzeppa style CV's on both ends.

When discussing inferiority for heavy duty offloading, why do you emphasize the supposedly more robust differentials and CVT axles of the GX but not mention its poorer approach/departure angles, wheel articulation, and e-kdss?

Seems like those are more important for most situations?

 

[RideWithYanu]

When discussing inferiority for heavy duty offloading, why do you emphasize the supposedly more robust differentials and CVT axles of the GX but not mention its poorer approach/departure angles, wheel articulation, and e-kdss?

Seems like those are more important for most situations?

Very smart point.

 

[TakaraLC]

When discussing inferiority for heavy duty offloading, why do you emphasize the supposedly more robust differentials and CVT axles of the GX but not mention its poorer approach/departure angles, wheel articulation, and e-kdss?

Seems like those are more important for most situations?

Because people think bigger is stronger and therefore more reliable. In reality though, if they were a weak point, we would have reports of blown CVTs and diffs with all the off-roading people are doing.

Putting a larger than necessary part reduces performance due to increased weight and drivetrain losses without any practical benefit.

On GX550, larger diff is likely used to help with heat dissipation with higher tow rating, as bigger diff takes more fluid and has more surface area to cool down. On Tacoma and 4Runner, it is the same thing as they are rear wheel drive.

A role for increased robustness for offroad use make no sense since LC and GX have the same front diff and they are full time 4WD with the same central diff. So any condition that is forceful enough to blow the rear diff will also be enough to blow the front diff or central diff. So there won’t be increased robustness, as another diff would still be the weak point. But towing specifically puts more stress (and heat) and rear diff, so it makes sense for towing purposes.

 

[Truckee]

When discussing inferiority for heavy duty offloading, why do you emphasize the supposedly more robust differentials and CVT axles of the GX but not mention its poorer approach/departure angles, wheel articulation, and e-kdss?

Seems like those are more important for most situations?

Because practically everyone that heavily off-roads uses aftermarket bumpers with higher approach/departure angles. More serious off-roaders might also remove KDSS/E-KDSS because the system is not compatible or in the way, preventing the fit of larger tires.

 

[Truckee]

Because people think bigger is stronger and therefore more reliable. In reality though, if they were a weak point, we would have reports of blown CVTs and diffs with all the off-roading people are doing.

Putting a larger than necessary part reduces performance due to increased weight and drivetrain losses without any practical benefit.

On GX550, larger diff is likely used to help with heat dissipation with higher tow rating, as bigger diff takes more fluid and has more surface area to cool down. On Tacoma and 4Runner, it is the same thing as they are rear wheel drive.

A role for increased robustness for offroad use make no sense since LC and GX have the same front diff and they are full time 4WD with the same central diff. So any condition that is forceful enough to blow the rear diff will also be enough to blow the front diff or central diff. So there won’t be increased robustness, as another diff would still be the weak point. But towing specifically puts more stress (and heat) and rear diff, so it makes sense for towing purposes.

You know, every Land Cruiser series since the 1960's has 9.5" rear differentials? Some Tundras have 10.5" rear differentials. The LC's have gotten heavier over time too. You think it took them 60 years to figure out they've been doing it wrong all these years?

Towing certainly does put a strain on the diff but so does off-roading. And it's more so on the rear axle because you are climbing and the majority of the weight is transferred to the rear wheels. 1st gear, 4 LOW has approximately a 43:1 crawl ratio. 450 lb-ft torque is multiplied by 43x.... which is almost 20,000 lb-ft of torque to the rear axle shafts.

This entire thread is about how Tinkerer states the LC250 missed the mark. He is giving his opinion based on an off-roaders point of view. I can understand why you might disagree with him.

 

[robsurfskate]

I love my 1958. I'm not an off road guy. Beach and camp ground is about all it's going to see.

 

[Nor Cal Cruiser]

So do you have the gx or the fe?

I have an Fe and strongly considered the Gx for many of the reasons you said. At the end of the day I just don’t have a strong desire to drive a Lexus. The styling and brand name just don’t do it for me.

I wish the v6 was available in the lc250 but I don’t necessarily feel like there is anything wrong with my fe. Tbh it’s the best car I’ve ever driven

Completely agree with this and am in the same boat with a FE id way rather have than any Lexus.

 

[Nor Cal Cruiser]

Btw, Toyota calls it a Landcruiser. It is a Landcruiser. End of story, like it (I do despite its flaws [e.g., stupidly small fuel tank]) or not. Can we get back to things like useful mods, how to do them, etc.? These tit for tat threads don't change minds or provide useful value.

 

[SadWheatFox]

I think that in the end if people are satisfied with their LCs, the reviews really don't matter. If the truck does what we ask of it, that's what matters, not some YouTube reviewers opinion which may or may not be applicable to people's use cases.

 

[TakaraLC]

You know, every Land Cruiser series since the 1960's has 9.5" rear differentials? Some Tundras have 10.5" rear differentials. The LC's have gotten heavier over time too. You think it took them 60 years to figure out they've been doing it wrong all these years?

Towing certainly does put a strain on the diff but so does off-roading. And it's more so on the rear axle because you are climbing and the majority of the weight is transferred to the rear wheels. 1st gear, 4 LOW has approximately a 43:1 crawl ratio. 450 lb-ft torque is multiplied by 43x.... which is almost 20,000 lb-ft of torque to the rear axle shafts.

This entire thread is about how Tinkerer states the LC250 missed the mark. He is giving his opinion based on an off-roaders point of view. I can understand why you might disagree with him.

But for serious off-roading, you will need to be prepared for the worst case scenario. That same torque amount is also being sent to the central and front diffs. So this would be beefing up the rear diff and betting that front diff would never have more traction than the rear, or that central diff will be able to handle the load regardless, which is not realistic

Not to mention all 5th gen 4Runner trims had 8.2” rear diff despite being rear wheel drive, and yet rear diff issues are rare even for people who offroad.

 

[TakaraLC]

Because practically everyone that heavily off-roads uses aftermarket bumpers with higher approach/departure angles. More serious off-roaders might also remove KDSS/E-KDSS because the system is not compatible or in the way, preventing the fit of larger tires.

It is not only a bumper clearance issue, it is wheel articulation. Car and driver tested both vehicles and neither had issues with approach or departure angles, but LC performed better because more articulation. If we go into “it can be modified” discussion, so can the LC.

https://www.caranddriver.com/news/a63009696/suspension-test-best-worst-2024/

“Now, the GX550 Overtrail that we tested has an “improved” E-KDSS system, while the Land Cruiser has a front anti-roll bar disconnect. Thing is, E-KDSS is mounted ahead of the front axle and has a new unmovable center bushing, which is directly behind the skid plate, while the Land Cruiser’s front disconnect is mounted behind the front axle. Advantage Land Cruiser, because the GX’s worse approach angle is set in stone. Meanwhile, the Land Cruiser has a much better approach angle, and nothing near as important is up there. Oh right, this is an RTI story. The Land Cruiser beats the GX550 Overtrail 631 to 616 too. It even squeaks by the LX600, which scored 630 in a virtual tie.”

 

[Bad1975]

I wouldn't worry about the diffs, drive line U-Joints and CV axles almost always break before a diff does.

I would venture to guess the only reason the GX got a large diff in the rear was to up the towing capacity and give it the Lexus edge in towing over the Land Cruiser. Anyone who specifically buys either for the sole purpose of towing has made a poor purchase decision IMO.

This has descended into lunacy, it began as stock comparison/discussion and now we are speaking about modifications to make them equal in certain areas because we know offroad centric people with modify it!?

Well, if that's where we are with this now anyone who tows with LC250 will just drop the Lexus rear axle in there and even the series offroad people will as well, your all just posers otherwise.

 

[Bad1975]

You know, every Land Cruiser series since the 1960's has 9.5" rear differentials? Some Tundras have 10.5" rear differentials. The LC's have gotten heavier over time too. You think it took them 60 years to figure out they've been doing it wrong all these years?

These are by no means apples to apples. Allot of the early Land Cruisers had full float axles which are typically rated at double the capacity of a semi-float axle like the Tundra 10.5". That's the reason allot of 9.5" axles of those days were rated to 8K lbs. as the axle isn't supporting the vehicle weight the hubs and axle housing are.

Full float axles are also desired for offroad because you can just remove the axle (while leaving the tire installed if it breaks on the trail and still drive back home where as with a semi-float you can't do that if it's a c-clip style and can sometimes get away with driving if it is a pressed bearing type by leaving it in place. In both Toyota types the axle has to remain installed as the hub is part of the axle. On Toyota Semi-floats if it has a removable diff cover it's a c-clip axle and you can identify FF vs SF by whether it has bolts on the end of the axle shaft at the hub.

The LC250 has SF pressed bearing, don't know what the GX has but would venture to say the same as Tundra and any modern Toyota SF pressed bearing otherwise there would be a big protruding axle shaft hub through the wheel.

 

[BlueCruiser]

Wait a minute.

For heavy off roading, wouldn't going from a 8.5" to 10.5" differential just negate the ground clearance improvement I got from spending $8K on a lift kit and new tires? Maybe dragging those big, beefy, diffs on rocks and stumps might reduce the reliability faster than the heat build up.

Just wondering?

 

[Bad1975]

No, the GX can have no compromise! Everything on it is better in every way, the price says so.

 

[Blue Bear]

I guess the only way to settle the debate is to decide on which on of the prodo siblings are closer to the 300 series Landcruiser and lx

The gx shares the every mechanical bit from engine , transmissions , rear end differential, ekdss , adaptive variable shocks with the lc 300.
If 4cyl hybrid 8speed passive suspension was the superior option I’m sure Toyota would have put it on the flagship model.

Again in terms of pricing if lclc trim at 65k can be had at 60ish plus tax and the offered goodies like lockers, cameras mts are a must the the 66k gx550 premium will not work due to lack of those features the I could see the price gap to overtrail model at 75ish msrp could be justified for choosing lc over gx . But the lc lc premium with swaybar disconnect is 72k. While gx ot with traffic jam, heads up display is 75.5k. Sure it is lacking the real leather and rear climate the latter of which is completely unacceptable in ot trim , but kdss, active shocks , heavy duty differential , bigger engine and transmission, better cv axles , compressor, lift, headlamp washers, much better offroad wheels and tires are worth Atleast 15k over the lc setup before we get to subjective exterior and interior improvements and premium difference in Toyota and lexus. The fact that we have much higher demand for the ot trail over the lc lc might suggest that the market shares the same sentiment . Let’s not forget that gx hit the market close to a year sooner than the lc and it is still considered an unobtainum

Ummm, no. Just no.