Well, I think the first thing when comparing anything, is that brand loyalty and a commitment to a purchase needs to be taken out of the equation. Some people don't want to hear that the item they bought was not the right item, and some people then try and defend a vehicle/product more because of it. Not saying that anyone here is doing that, it's more for understanding how I think., and that I don't favor anything, if it isn't doing everything I want, I will say it.
So I used to be a paratrooper, and when you are inside military aircraft like a C-130 or C-17, all the wiring is ran into conduits that follow every line of the fuselage and when a wire need to go a different route, a 3 way junction conduit is placed there. So in a LC200, that is how the wiring is built, the wiring itself never supports itself, it is alway protected and supported in a purpose built conduit, where all other Toyota 4x4s are the normal wiring harnesses with some electrical tape wrapped around it. It's the purpose built, spare no expense engineering that the LC200 gets that shows the attention to detail that personal I have never seen in the almost two decades I've spend in custom fabrication/car shops.
Now when comparing drivetrains, the LC200 doesn't get a 5.7 in the US because it's a bigger vehicle, it's because its the US, and we want power. In the rest of the world, the LC200 comes with either a 4.0, 4.7, 4.6, or 4.5 diesel. Regardless of power plant, the transfer case, axles, frame, steering components are the much stronger and more expensive. Let's also acknowledge that even Toyota doesn't trust the 8"/8.2" rear diffs anymore, as the 3rd generation Tacoma is now a 8.75" rear diff, and the next generation 4R will follow suit.
KDSS was first tested on the GX470, but was purpose built for the LC200, and then adapted to make work for the 4R. KDSS on a LC200 offers more flex and articulation stock than my FJC with a Total Chaos long travel upfront and a Metal Tech long travel in the rear. The first time I saw that with my own eyes, I wasn't expecting it, and I was just plain in awe. I couldn't believe one Toyota with a 10K suspension was not as good as a stock different Toyota. But on the 4R it limits down travel, and the sway bars hang down low, where the LC200 keep everything up high. The exhaust cross over on a 4R is the lowest point in the center of a 4R (that is why I had a Tummy Tuck on mine) where the LC200 is already tucked behind the t-case to protect it. The transmission crossmember 4.5" down and hitch hands low on the 4R, where the LC200 transmission crossmember is only an inch below the frame rail with the hitch inside the last crossmember to keep thing high, and smooth. It's just everywhere, the LC200 was purpose built, the 4R was making a good vehicle off components that need to work across a variety of different vehicle.
As the OP showed, the two vehicle are pretty much the same size, but the LC200 is about 1,000 lbs heavier. That 1,000 isn't in luxury items, the DVD player in my '11 is only 22 lbs. That weigh is put into metal, and a lot of it. When you feel the frame of a 4R/FJC/Tacoma, then you feel the frame thickness of a LC200, the LC200 is strait up double the thickness, then there is a boxed frame inside of the boxed frame! (found that out when putting sliders on it)
The 4R is an American vehicle, Toyota understands that there is a Toyota dealership everywhere and a pretty good road system that generally makes driving around not very hard on the vehicle. The LC200 is made to be bought, and not be close to anything, you're not going to get a new tie rod in Uzbekistan. I could really go on and on, but it doesn't matter, because the 4R is a great vehicle at an affordable price, that is why they sell. Nothing wrong with them, and that is why is recommend them all the time over a LC200, because at the end of the day, very very few people are going to even keep a vehicle long enough to see the benefit of the LC, and very very few will actually push even a 4R to any limit. So there is really no reason to spend the extra cash on a LC200. But I will say, when you have a loaded down truck, with all the aerodynamics taken out because of bumpers and RTTs and 35" tires when driving up a steep mountain road with a 40 mph headwind (this is with both of my trucks with 4.88 gears). The strength of the LC200 itself, the weight, and the power available from the 5.7, makes it feel the same as when stock, but in a 4runner/FJC, it was all over the place, unstable, and down right struggling. A lot of people don't like to hear that, but it's just how it is. Again my work truck is a '16 4R that cost $39k (I didn't buy it), and I bought '11 LC200 with 80k on the odometer for $38k. Given the option, I would of made my work truck another used LC200 in a heart beat.
Both are great, no issues with either, but always make sure that you have plenty of money left over to go on an adventure, because that's the point right?