I believe this is a 2016+ feature.
08-15 have a “ECT/Power” button for shift points and 3 settings for suspension dampening.
Time to sell my Montero and buy a LX!
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08-15 have a “ECT/Power” button for shift points and 3 settings for suspension dampening.
My first car was a Nissan Xterra, I've driven all sort of manner of sports cars since then, and owned mostly BMWs.
Had friends with everything you can imagine, GT3 RS, E 63 s, TTRS / R8s, you name it, every brand aside from Lambo and Ferrari which, my clients had and let me drive too. Other than this one time i drove an ML 350 around for a while through my work family has owned X5s, Cayennes, RRs i mean pretty much everything.
Through my work, i also had close connections with Audi, BMW, Aston Martin, and McLaren. I got to host a launch event for the MP4-12C.
Living in Texas ive been in all sorts of trucks as well, real real nice trucks.
I also had an LX 470 prior to this LX.
Point is, as far as an SUV nothing quite feels like the LX. Its like a truck but in every regard more refined. Its hard to explain.
You have the mass, but its not at all boat like. You have the size, but in this size range its probably got the shortest wheelbase and is still nimble.
Everything from power, to balance and comfort is in a sort of sweet spot where i cant hate any of it.
My only issue is the 8 speed really, but I have modes that can address that.
The important thing is what you are baselining this against. That is a hard enough task IMO as it is.
You cant really find much thats in direct competitor, once i "got" that about the LX, i became a customer for life.
Believe me i wouldnt ever buy one if it drove poorly. Im as picky as it gets.
You really do learn something new everyday.
I have ECT / 2nd start, 5 drive modes (eco, comf, norm, sport, sport +), and a custom mode (like M button).
Sport + adds 50HP / 75 TQ.
The custom mode is the only way i can get full power mapping, on soft shocks. Thats how i have it set anyway.
ACH controls body roll really well in sport mode, IMO. I can carve up a canyon road much faster than I have any business doing in a big fat bus like the LX.
Except, it's not fact - that's an opinion.
My personal opinion after owning several 200s including LCs and an LX is the LX indeed handles significantly better than the LC - once tires are addressed. When my LX arrived off the transporter and I took it for a spin, I was actually pretty disappointed in the way it handled - it had a lot of body roll and felt overly soft. Then I added E rated 275/65/20 KO2s, and it totally transformed the vehicle. I drive up and down I70 from Denver to the high country quite a lot, and I can say, in my first hand experienced opinion, the LX handled much better around high speed twisty mountain roads than any of the 4 LC 200s I've owned - stock, lifted via OME medium, OME heavy, and BP51. I still wouldn't call that a fact because it's my personal experience, but I have been driving the same stretches of curvy mountain roads in a myriad of vehicles for 20+ years. The LX not only handles great in these conditions, but the best part is with a flick of a switch you can change the damping and ride height. If I could get a 200 LC of any year with the same AHC the LX had, I absolutely would have gone for that.I also want to add that I have disagreed with @TeCKis300 on several issues over the years (and agreed on plenty too), but disagreeing with someone should never be a reason to call someone out and disparage them. Teck has made enormous contributions to Mud, and the forum works best when we appreciate the opinions and contributions of each other without resorting to name calling or disparaging others.
Except, it's not fact - that's an opinion.
I also want to add that I have disagreed with @TeCKis300 on several issues over the years (and agreed on plenty too), but disagreeing with someone should never be a reason to call someone out and disparage them. Teck has made enormous contributions to Mud, and the forum works best when we appreciate the opinions and contributions of each other without resorting to name calling or disparaging others.
It was worth it for MadKitty alone though.
I have no problem with @Madtiger . For the sake of the forum and participants, I've blocked him. His m.o. is to incite drama and so he goes looking for it. That's fun and fine. Until it's not, and I'll say I'm guilty for that at times too.
This should not and is not an LX vs LC forum. It should be said that many of the same qualities that make the LX great, also make the LC great. And vice versa. The LC ultimately has the same suspension geometry. KDSS is a form of the same cross linking technology but focused on providing roll resistance on-road and decoupling off-road. It's lighter weight, by 300+lbs. That in itself is going to give it advantages and feel more nimble.
Another note on AHC, is that straight ahead compliance shouldn't be interpreted as cornering compliance. It's deceiving because that's what we're use to with static suspensions. The system pretty much relaxes until it's called upon. Something that's maybe unfamiliar and can throw perceptions off. It is tied into the steering computer (and others), has 3 accelerometers, to know when to proactively tighten, or respond. That is increase compression resistance, roll resistance, and engage the second stiffer spring rate on the front axle. This all works under braking too to minimize brake dive.
This should not and is not an LX vs LC forum. It should be said that many of the same qualities that make the LX great, also make the LC great. And vice versa. The LC ultimately has the same suspension geometry. KDSS is a form of the same cross linking technology but focused on providing roll resistance on-road and decoupling off-road. It's lighter weight, by 300+lbs. That in itself is going to give it advantages and feel more nimble.
Another note on AHC, is that straight ahead compliance shouldn't be interpreted as cornering compliance. It's deceiving because that's what we're use to with static suspensions. The system pretty much relaxes until it's called upon. Something that's maybe unfamiliar and can throw perceptions off. It is tied into the steering computer (and others), has 3 accelerometers, to know when to proactively tighten, or respond. That is increase compression resistance, roll resistance, and engage the second stiffer spring rate on the front axle. This all works under braking too to minimize brake dive.
I've had them both and AHC never really impressed me but I do miss being able to put it in high mode to clean the undercarriage more easily and the low entry/exit mode was a perk for the MIL. At the end of the day they are both bloated SUV's, I don't want or expect them to be a sports car so arguing their ability to somewhat carve up the twisties is pretty hilarious. AHC is reliable, it has it's advantages just like it has it's disadvantages, but it's not quite the holy grail that is claimed to be on this forum, YMMV.
Built out as I am, I pretty much cannot use Comfort mode unless I am offroad. Over 25MPH and it is just too much - too squishy and completely disconnected. It feels like an 80s era Lincoln Towncar going over bumps and dips. But Comfort is awesome when offroad. Especially on washboard.
Sport is great on pavement though. It really does tighten things up considerably.
Honestly though, tire choice has such a huge impact on both handling and comfort, I think it is very wise to test drive a few LXs to get more of a general sense (unless they all have stock tires).
Sport is great on pavement though. It really does tighten things up considerably.
Honestly though, tire choice has such a huge impact on both handling and comfort, I think it is very wise to test drive a few LXs to get more of a general sense (unless they all have stock tires).
Except, it's not fact - that's an opinion.
I also want to add that I have disagreed with @TeCKis300 on several issues over the years (and agreed on plenty too), but disagreeing with someone should never be a reason to call someone out and disparage them. Teck has made enormous contributions to Mud, and the forum works best when we appreciate the opinions and contributions of each other without resorting to name calling or disparaging others.
The problem is that Teckis300 is quite vocal about AHC superiority over KDSS thru the years until i pointed out his errors…he USED to be blatantly lying about LX handling prowess…as noted before, comparing LX to Porsches and how it handles like it’s on rails. His words, not mine. Ridiculous. False. Fake news. He has stopped a lot of this bantering after he was proven wrong repeatedly by me. And he “claims” that he has racing experience…kinda like he claims he has off-roading experience.
Here are facts. You can look it up yourself if you want. MotorTrend over the years have done about 2 road testings each of LX570 and LC200.
LX570 with its bigger rims and sportier tires matches or ever so slightly beats out LC200 in braking and roadholding. Impressive, no? LX is generally heavier than LC yet at least matches LC200 in braking and roadholding! So far so good, right?
BUT, when it comes to MT’s FIGURE 8 road test, the LX falls significantly behind LC200!! It falls behind other SUVs too, including Navigator (the previous gen), Escalade (previous gen), etc..
Why? Because AHC is slower-witted than a static system. Yes, if you take a gentle curve around a mountain pass, AHC does fine. But you do any fast transition b/w right and left passes or do any emergency handling maneuver, AHC‘s knees buckle.
AHC is a REACTIONARY system. It cannot see the road ahead. It does not know what road or curve that it is about to enter. It has to rely on steering wheel input, acelerometer, and compression of suspension to START thinking about what to do. Basically, you are already in a turn before AHC has to think and react. This is fine in a slow sweeping curve. But, AHC will always be a step behind in rapid transitions (e.g. rapid mountain left & right passes and EMERGENCY HANDLING).
KDSS is PROACTIVE because itS BIG anti-roll bar is always active and resists roll even BEFORE approaching a turn or in an emergency maneuver. So, when you hit the curve, the suspension is already stiff even before entering the curve.
Think of AHC is like ATRAC. ATRAC has to wait until there is wheelspin (thus reactive) before computer brain knows which tire(s) to brake.
Think of KDSS as a locker that is locked before you go up a rock ledge. Proactive.
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Teckis300 is probably the only one that ever advertises AHC’s sports car characteristics. Insanely Ridiculous. No one in their right mind would think LC or LX as anything other than big heavy SUV with solid axle and off-road cred.
As stated before by me, AHC is amazing if you tow. Amazing if you need for older people or young kids to enter/exit. AHC is OK to fit larger tires…but you do pay a price…you have to deal with crappy ride and poor handling if you do sensor lift.
@TeCKis300
”The system pretty much relaxes until it's called upon.”
THIS is the very issue with AHC. Reactionary. Thanks Teckis300 for finally admitting AHC’s weakness.
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I don’t mind Teckis300’s multiple nicknames for me. It’s actually funny. But does show his desperation to discredit me.It was worth it for MadKitty alone though.
Again, you always do have a point. I enjoy seeing the exchange anyway, ill laugh in every direction. No offense intended from one animal to the other.
What i would say though is it does sample very frequently and i don’t think you will outmaneuver the 500HZ feedback analysis in real likely maneuvers. Probably a moose test would be the best to compare, and on like for like fitment. Have those guys done both trucks?
Where i think it shines though is the dynamic adaptation. Say you loaded up 6 passengers, AHC can give you back comparable characteristics where an LC may be outside of its design thresholds and show its shortcomings.
Im still offering anyone who is interested a test drive for my sensor lifted on C loads. Its pretty damn good i promise!
For someone who throws the word “facts” about AHC a lot, I’d love to see some proof of this?
I cant imagine many modern (ie >1990) computer controlled systems that can’t make sub second simple calculations.
AHC also includes a “static” system for stiffening the suspension in turns.
Almost every system in your truck (along with almost any computer controlled system) is a “reactive” system, the rest of them seem to do okay.
And here are 15 cars MotorTrend tested as being slower than a Prius around the figure 8 - including AMGs and a Fiat based on the Miata: The Toyota Prius Beats These 15 New Cars in the Figure Eight Test - https://www.motortrend.com/features/15-new-cars-toyota-prius-beats-around-figure-eight/
No one is going to claim a Prius is a better handling car overall than a Fiat 124 or AMG GL43, but it eeked out a quicker time in a single test. That's the issue here - handling is subjective. There is one thing in common here - @Madtiger , @TeCKis300 , @mcgaskins - are all sharing our opinions, and all of us have different viewpoints and experiences. What has always made this forum great was the ability to banter back and forth about opinions without personal attacks, but in the last couple years that has changed dramatically and it's a shame. I suppose it's a microcosm of what's going on in the world, but the idealist in me wishes people would treat people better here than the general direction the world is going outside this forum.
Figure 8 testing by MT is actually quite telling of a suspension quick response.
Per MT:
The Motor Trend Figure Eight -- our signature testing procedure -- provides for a unique handling analysis. Run on the outside of two 200-ft diameter circles, the test essentially makes for a portable road course. It throws test subjects into handling extremes; in a given run, a car travels from full-throttle acceleration to full braking and then must transition into a constant-radius turn.
Proof? See Figure 8 numbers. In all Tests (4; 2 each vehicle) done by MT, LC always beats LX. ALWAYS.
Why a figure eight? Sometimes called a "race rack in a bottle," it's the best way to objectively measure how different cars accelerate, brake, and corner on their limits in a tidy, repeatable way.
Thanks for the link. MT explained why each did worst.
Prius is slow. Undertired. But Figure 8 does not test that. You are confusing between everything else vs just handling capability of a suspension.
Im guilty myself. Ive made my apologies and will do better. That being said, I will also always choose open dialogue. I believe the moment real dissemination is prohibited, meaningful progress goes with it.
Regarding the prius, i dont think that test is fair since its the only EV with a low slung battery in that whole fleet. Surprising as it is at first glance, it has that glaring advantage.
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I think the issue is that due to the fact that a large portion of 200 Series owners here have LX's instead of LC's these AHC discussions tend to favor the system and it can at times come off in a defensive tone almost out of self preservation to justify owning an LX instead of the LC. Having owned them both, like a few others here as well, I can honestly say that I like both of them for very different reasons but it does at times come off a bit like those who own a LX feel as if they have a superior vehicle (I don't think that's case personally). Some (a few) attack the LC as inferior (AHC vs. KDSS, interior, textiles, etc.) to the LX simply because they want to justify their LX purchase and then other LX owners jump on the band wagon and chime in with their yea's and jeers to further boost their base. All I know is that they are 98% the exact same vehicle and AHC is very polarizing, so choose whatever fits your budget, your ability to locate or whichever you truly like better, but it's never wise to speak in absolutes and some of you need to hear that.