The 32-valve 4.7-liter V8 is smooth, quiet, and powerful. It produces strong low-rpm torque, giving it responsive low-speed performance and plenty of power, for towing up to 5,000 lbs or scaling steep terrain. The engine features double overhead camshafts (times two cylinder heads equals four camshafts total) and four valves per cylinder (times eight cylinders equals 32 valves). Lexus has boosted this engine's power and torque for '06 by adding VVT-i (Variable Valve Timing with intelligence), the same electronic technology used in the SC 430 sports car and Toyota Tundra pickup. Optimized valve opening and closing over a broader range of rpm has lifted the 4.7-liter's horsepower to 275 (from 235) and torque to 332 pound-feet (from 320). It's this last number that deserves your attention, because torque, not horsepower, is the force that propels you up steep hills and launches you away from intersections. In a heavy vehicle, especially, it's more important than horsepower. The five-speed automatic transmission makes good use of the V8's torque.

Last year's LX 470 could accelerate from 0 to 60 mph in 9.7 seconds and cover the standing quarter-mile in 17.5 seconds, according to Lexus. That wasn't quick by anyone's standards, but we expect the 2006 model would score significantly better. Perhaps more important, VVT-i helps this V8 meet ULEV II emissions certification. EPA fuel-economy ratings haven't changed, however, at just 13/17 mpg City/Highway. The LX 470 runs fine on Regular (87 octane) gas, but Lexus recommends Premium (91 octane) for optimum performance.

The suspension provides a comfortable ride on winding back roads and bumpy highways, yet is capable of climbing any mountain, fording any stream. The rack-and-pinion steering provides sharp response. The steering system was upgraded for 2003 for improved maneuverability at low speeds and better steering feel at high speeds. It's easy to turn the steering wheel in crowded parking lots, but it doesn't isolate the driver at speed on the open road.

The LX 470 comes with an Adaptive Variable Suspension (AVS), which allows the driver to adjust the damping between soft or firm settings. It's controlled electronically using feedback from various road sensors; the system constantly adjusts the semi-active shock absorbers through 16 valve settings according to conditions. It's a sophisticated system and it works extremely well. The LX 470 rides smoothly over unpaved trails, but inspires driver confidence with taut response on winding country roads.

Like the Range Rover, the LX 470 features adjustable ride height. Press a button and the hydropneumatic system raises and lowers the vehicle nearly four inches. This allows the driver to increase ground clearance for climbing over obstacles, or lower the ride height for highway cruising. Lowering it makes climbing in and out of the vehicle easier when all dressed up for a night on the town.

Off-road capability is among the best available. The LX 470 uses a true full-time four-wheel-drive system with a center differential that splits the power 50/50 front/rear. The system is always engaged and requires no intervention from the driver. Throw in a locking center differential, a rear limited-slip differential and lots of suspension articulation and only the driver, or worn out tires, can be blamed for sticking one of these in the mud. The system is adept at handling the rigors of slippery winter weather or deep mud or snow. The driver can shift into low range for driving on steep off-road inclines. Big 18 x 8.0-inch wheels come standard and are fitted with 275/60R18 mud-and-snow tires.

The anti-lock brake system operates even in low range and is designed to offer better performance off-road than traditional ABS by avoiding early activation on slippery slopes. ABS intervention decreases as road surface roughness increases or the grade steepens. That's an important feature because traditional ABS can lengthen braking distances considerably on unpaved roads. Big disc brakes offer good response and seem to stop this 5,400-pound vehicle in a surprisingly short distance. Electronic Brake-force Distribution (EBD) helps distribute brake forces between the front and rear wheels under hard braking; this helps improves control under hard braking and can help reduce braking distances.

Three active safety technologies are tied in with the ABS to enhance driver control: Vehicle Stability Control (VSC) helps maintain traction under demanding conditions by detecting and correcting wheel slip. When it detects a loss of traction, the system applies the brakes to individual wheels to help the driver maintain control. The system also integrates a Brake Assist function that interprets a quick, hard push of the brake pedal as emergency braking and supplements the applied braking pressure to ensure maximum stopping power.

The traction control system (TRAC) further helps to reduce the chance of losing grip by using brake and throttle intervention to control wheelspin. The system provides some of the traction benefits of locked center and rear differentials while maintaining the easy steering response associated with open differentials.