Hey michelle, well yes there is always the risk of suffering some damage. The nice thing about Florida trails though is they are pretty flat, hardly any rocks. Usually though they are quite narrow, there are places I can take my CR-V that I would not dare drive my LX because it would get all scratched up on the sides from jungle branches. That is one of the great benefits of the 4Runner (especially the last generation), it is VERY skinny and much less susceptable to damage. As you can see in my pics above, the trail I was on at Withlacoochee was nice and wide - no scratches

Last one - happy trails.

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Just a note....

The one thing that is nice about the LX/Land Cruiser is the off-center rear axle housing. If you notice on the last photo above, the rear differential housing is off to the right side (not midline like in 4runner). This is very important in off-roading because this allows you to go over big rocks without damaging your rear diff. The reason it is off to the right (and not the left) is that the area just beneath the driver is where it is the easiest to place a vehicle over a rock. The highest point (ground clearance) is under you...so it's easy to drive over a big rock.

If you look at the older 4wd vehicles, especially Land Rovers and Land Cruisers, then you will see the same thing. LRs and older Land Cruisers have solid axles in front AND rear. Both axles on these vehicles are off to the right...great design!

Now, if you look at a Jeep (Wrangler and Grand Cherokee), then you will see that these Jeeps are designed INCORRECTLY. The axle housing on the front axle is under the DRIVER'S side (to the left of midline) while the rear axle is midline. It is much harder to place a vehicle over a rock when your highest point is under the passenger seat, and not under you!

Nice pics GG.

The reason for the ofset rear differential is the design of the specific transfercase used, generally fulltime units. If the transfercase has two passengers side outputs, then it's going to have two passenders side differentials. A centered transfercase output is stronger than an ofset one (now way around an offset front), but streength in that regards is seldom an issue. A centered differential is also stronger than an offset differential. The differential housing is stronger and more ridgid than the axle tubes. Shorter length tubes willl flex less under stress, which keeps the axle bearigs and seals from being torn up by the axle shafs. Think about a beam stlye torque wrench, the housing will flex but the axleshafts will want to remain true. It causes leaking of the gear oil out the sides, and eventually wears otu the bearings and shafts. Less axle tube=straighter axle housings. And then you also have to look at interchangeability of axle shafts. With a centered rear you can carry a single axleshaft as a spare and it will fit either side. Suspension design (both leaf and coil sprung) is easier when the differential is stuck in the middle instead of hanging onto one side or the other.

The reason for offest rears is all about transfercase design. If the drivetrain didn't have to sit right in the center like it does, the there would be centered fronts too. In fact you see this in proffessional rockcrawling with guys running Rockwell axles, centered front and rear.

And Jeep CJ's with fulltime 4WD did have offset rearends.

And isn't this a Lexus badged Land Cruiser, designed and built in Japan, where they have right hand drive. ;)