2017 Lexus LX

2017 is a carry-over year of the J200 generation (2008 start, 2016 facelift with the 8-speed); every LX 570 uses the 5.7L 3UR-FE V8, so volume trim and range max are identical. Mid-band for SUVs.

403 lb-ft from the naturally aspirated V8 sits in the upper part of the SUV band, though it peaks higher in the rev range than turbo rivals.

At roughly 6,000 lb the LX 570 is slow for a V8 luxury SUV; turbo rivals (GLS, X7-class, Escalade) are a second or more quicker.

The 5.7L V8 is silky and quiet with linear, lag-free delivery, but it feels strained moving the heavy LX and lacks the low-rpm punch of turbo rivals.

The 8-speed automatic (new with the 2016 facelift) shifts smoothly and unobtrusively but is slow to kick down under passing demands.

Body-on-frame construction and the V8 give a 7,000-lb rating, strong for a luxury SUV though below Escalade/Navigator-class 8,000+ lb ratings.

Full-time 4WD is standard on every LX 570, with a Torsen limited-slip locking center differential, low-range gearing, A-TRAC and Multi-Terrain Select.

Land Cruiser 200-based body-on-frame chassis with low range, locking center diff, Crawl Control with Turn Assist and height-adjustable suspension make it genuinely trail-capable; no rear locker or dedicated off-road trim keeps it short of the top.

One engine, one transmission, one drivetrain for 2017; the hybrid LX 700h did not arrive until the J310 generation.

15 MPG combined is below the bottom of the gas SUV band — among the thirstiest vehicles sold in 2017.

13 MPG city falls below the SUV band floor.

18 MPG highway is under the SUV band floor.

A large 24.6-gal tank partly offsets the poor economy, giving modest range for the class.

EPA's annual fuel cost estimate is far above the SUV band ceiling, driven by 15 MPG and premium fuel.

The 5.7L V8 is specified for premium unleaded, and at 15 MPG that requirement compounds running costs.

NHTSA never crash-tested the 2017 LX 570, a carry-over year of the J200 generation that began in 2008 (refreshed for 2016), so the 4-star value is an estimate rather than a measurement. Tall, heavy body-on-frame SUVs of this era typically land at 4 stars overall because of rollover, so the LX gets the segment-neutral midpoint.

The 2017 LX 570 has no IIHS Top Safety Pick or TSP+ award and no published crashworthiness results, because IIHS never tested this low-volume flagship. Its structure dates from 2008, before the small-overlap tests existed, so strong performance in them can't be assumed.

The single 2017 LX 570 trim comes with Lexus Safety System+ as standard: pre-collision AEB with pedestrian detection, all-speed Dynamic Radar Cruise Control, Lane Departure Alert and Intelligent High Beams, plus standard Blind Spot Monitor with Rear Cross-Traffic Alert. The suite is broad, but lane departure only warns and there is no active lane keeping, so the score sits just below the top band.

The first-generation LSS+ pre-collision system uses radar and a camera to detect vehicles and, in some conditions, daytime pedestrians. It has no low-light pedestrian or cyclist detection, IIHS never tested it on the LX, and it has to stop roughly 6,000 lb, so it is adequate in daytime but weak at night and for vulnerable road users.

Blind Spot Monitor and Rear Cross-Traffic Alert are standard, and the panoramic camera helps with low-speed maneuvering around a very long vehicle. Both systems only warn, with no automatic cross-traffic braking and no trailer-aware blind-spot coverage despite the 7,000 lb tow rating.

Lane assistance on the 2017 LX is limited to Lane Departure Alert, which warns with audio-visual alerts and a steering-wheel vibration but never steers the vehicle back. There is no lane keep assist and no lane centering.

All-speed Dynamic Radar Cruise Control is standard, which suits a long-distance cruiser. It has no steering assistance, so it is adaptive cruise only rather than a combined highway assist, and the Toyota system of this era follows conservatively and is slow to resume.

The 2017 LX has no hands-free driving mode and not even hands-on lane centering.

The standard triple-beam LED headlights with Intelligent High Beams (added with the 2016 refresh) are strong hardware for the era. IIHS never rated them, so the score stays mid-band rather than earning credit as Good-rated.

The upright, boxy greenhouse, tall seating position and large glass give a commanding view, and the panoramic camera covers close-in blind zones. Thick rear pillars, third-row headrests and the vehicle's length still leave zones only the cameras cover.

Wide rear doors and a roomy second-row bench make car-seat installation workable. The high body-on-frame step-in makes lifting a child in harder, lower anchors sit deep in the seat bight, and the standard third row of the 2017 model is too cramped for car seats.

The 2017 LX 570 was sold only as a three-row, eight-seater. The five-seat Two-Row version did not arrive until the 2018 model year, so 2017 sits at the top of the SUV band.

The standard power moonroof leaves front headroom that is modest for such a tall SUV. The figure is unchanged across the facelifted J200.

Front legroom is generous, in the upper half of the SUV band.

The tall roof gives the second row more headroom than the front. The body is unchanged across the 2016–2021 J200 facelift.

Second-row legroom is tight for a 200-inch SUV, and the high rear floor lifts occupants' knees.

Every 2017 LX has a power-folding third row, but with about 28 in of legroom, a high floor and seats that fold up against the cargo walls, it is for children and short trips only.

The side-folding third row eats into the bay, so space behind the second row is below mid-band for SUVs and well short of the Escalade ESV or Navigator L.

Maximum cargo room is solid but trails long-wheelbase rivals that pass 100 cu ft.

It has a large center console with an available cool box, a 120V AC outlet in the cargo area and a split power tailgate. The side-stowing third row compromises the load floor, and there is no underfloor storage.

The heavily adjustable front seats are very comfortable. The second row is cushy but knees sit high, and the third row is cramped and upright.

Standard Adaptive Variable Suspension with Active Height Control makes the ride smooth and isolated on pavement. It still feels like a truck over sharp impacts, and body motions float on the soft settings.

Reviewers call the cabin exceptionally hushed for a body-on-frame SUV, with a muted V8 and well-controlled road noise.

Four-zone automatic climate and heated front seats are standard. Ventilated front seats, heated/ventilated second-row seats, Climate Concierge and a heated wheel are available through the Luxury package and options.

For 2017 the LX came only as the three-row LX 570; the cheaper two-row version did not arrive until 2018. At about $89,800 delivered it is far above the $65,000 SUV band ceiling.

With a single trim, the volume configuration is the LX 570 with common options such as the Luxury package or Mark Levinson audio. KBB's typically-equipped original MSRP of about $92,200 is well beyond the $68,000 band ceiling.

The 5.7L 3UR-FE V8 and 8-speed automatic, shared with the Land Cruiser 200, are very durable. Active Height Control suspension, large tires and Lexus dealer labor rates push routine costs above mainstream SUVs. The 2017 is mechanically the same as the 2016–2021 LX 570, so this is held at the same estimate as the adjacent years.

Resale is the LX's strongest ownership argument. KBB's current values put a nine-year-old 2017 at about 43–46% of its typically-equipped sticker, and it lost only 15% over the last three years. That implies about 55–60% at age 5, which fell in the inflated 2022 used market, so this is a blended estimate.

Standard Lexus basic coverage is mid-pack against luxury rivals.

Lexus powertrain coverage of 6 yr / 70,000 mi sits near the bottom of the 5–10 year band. The 2017 LX 570 is V8 gas only, so no hybrid extension applies.

A short included-maintenance window with decent roadside cover. It gets one year of complimentary maintenance, four years of unlimited-mileage roadside assistance and Lexus Enform connected-service trials, the same package as the 2018–2019 LX.

$92,225 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $55,335) leaves about $36,890 in depreciation. Add the projected $5,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $42,090 in total.

The 2017 LX 570 is a carry-over year in the J200 generation (2008–2021, facelifted for 2016), on hardware that was fully mature by then. J.D. Power's 2020 VDS, which surveyed 2017 models, put Lexus at the top of the brand rankings, but its Toyota-group segment awards went to the ES and GX, not the LX. The score sits just below the later J200 years, which inherit the LX's later segment-winning result.

Around the 2017 model year, Lexus led or nearly led J.D. Power's VDS brand rankings year after year and was a perennial top-three brand in Consumer Reports' reliability rankings.

Only one NHTSA campaign covers the 2017 LX 570. A seat-belt tension sensor harness can break and disable the passenger airbags; the fix is a dealer-installed belt assembly, part of a Land Cruiser/LX-wide campaign. The 2020 low-pressure fuel-pump recall that hit the 2018–2019 LX does not include MY2017, so this year's record is cleaner than its successors'.

The 3UR-FE 5.7L naturally aspirated V8 and Aisin 8-speed automatic are shared with the Land Cruiser, Tundra and Sequoia, and they are among the most proven high-mileage powertrains in the industry. Unlike 2018–2019, the 2017 model is not covered by the fuel-pump campaign.

The cabin uses rich semi-aniline leather, real wood and substantial switchgear. The 2016-era layout and Remote Touch controller drew criticism for usability, though in 2017 the layout was still less dated relative to rivals than it would be after the redesigned 2018 Navigator arrived.

This mature-generation build comes from Toyota's Japanese plant alongside the Land Cruiser 200, with tight panel gaps, a solid body-on-frame structure and a quiet, rattle-free cabin. Owner reports show no recurring assembly complaints.

Lexus sets the benchmark for luxury service satisfaction, with loaners and a strong dealer experience. Its network is smaller than Toyota's and thin in rural areas.

Engine, transmission and much of the chassis are shared with the US-market Land Cruiser 200, Tundra and Sequoia, so parts are widely available and the off-road aftermarket is large. The hydraulic AHC height control, adaptive suspension and Lexus-specific trim are expensive dealer items on an aging example.

Every 2017 LX has a 12.3-inch split-screen navigation display, which scores well on size alone. It cannot be touched and is driven by a mouse-like controller.

Reviewers call the Remote Touch interface difficult and distracting to use while driving. Some physical audio and climate buttons remain.

The 2017 LX has neither Apple CarPlay nor Android Auto, wired or wireless. Phone integration is limited to Bluetooth, USB and Siri Eyes Free.

Navigation and HD Radio traffic/weather are standard, which matters because there is no phone projection. Command-style voice control and the awkward map interface keep this item low.

A nine-speaker Lexus Premium Sound system is standard. The acclaimed 19-speaker, 450-watt Mark Levinson Reference Surround system is an available option on the only trim.

It has analog gauges with a color TFT multi-information display between them. No full-digital cluster is offered.

There are no meaningful over-the-air updates. Map and software updates for the legacy head unit go through the dealer or media.

The Enform Remote app offers lock/unlock, remote start with climate, and vehicle finder, but only complimentary for the first year before a subscription. There is no digital key.

It has USB-A ports, 12V outlets and a standard 120V AC outlet in the cargo area, with an optional Qi wireless charger. There is no USB-C.

SmartAccess with push-button start and a power rear door are standard, and the app adds remote start during the Enform term. There is no hands-free liftgate or phone-as-key.

Panoramic View and Multi-Terrain Monitors, Intuitive Parking Assist and blind-spot monitoring with rear cross-traffic alert are all standard. The cameras are low resolution, and there is no automated parking.

A color head-up display is available as an individual option on the single LX 570 trim. It is not standard.

Eight seats, a power-sliding second row, running boards and a power-folding third row help with a big family. The tall step-in, 34.4 in of second-row legroom and a kids-only third row with little cargo space behind it (15.5 cu ft) limit it.

Lexus Safety System+ (AEB with pedestrian detection, all-speed radar cruise, lane departure alert, auto high beams), blind-spot monitoring with RCTA, a panoramic camera and 10 airbags are standard. Neither NHTSA nor IIHS crash-tested the 2017 LX, and it has no lane keeping and no rear-seat reminder.

It has a hushed, cushy ride, four-zone climate and an optional dual-screen rear entertainment system. Tight second-row legroom, a cramped third row, little luggage room with all rows up and no CarPlay hold it back.

The smooth V8 and soft ride make low-speed driving relaxed. But about 6,000 lb of mass, vague steering, a grabby brake pedal and the distracting Remote Touch interface make errands feel like piloting a truck.

An EPA rating of 15 mpg combined on premium fuel makes the LX one of the most expensive vehicles to commute in per mile.

At 200 in long and 78 in wide, it is bulky in town. The standard panoramic camera, parking sensors and a 38.7-ft turning diameter make it manageable with care.

A 7,000-lb tow rating, body-on-frame chassis and standard integrated hitch receiver make it a capable tow vehicle. Payload is only about 1,280 lb, and the luxury cabin is not a work space.

It shares the Land Cruiser 200 chassis and 3UR-FE V8, which have a global reputation for longevity under hard use. The leather-and-wood cabin is less suited to abuse.

A 120V outlet in the cargo area, a standard hitch receiver and a roof rack with rails are useful. But there is no bed, the surfaces are carpeted, and there is essentially no work-upfit ecosystem.

A very quiet cabin, plush seats and all-speed radar cruise make it a relaxed highway cruiser, and 18 mpg highway from a 24.6-gal tank gives about 440 miles. There is no lane centering, and fuel stops come often in mixed driving.

It has full-time 4WD with low range and a locking center differential, Crawl Control with Turn Assist, Multi-Terrain Select, height-adjustable suspension, a Multi-Terrain Monitor, 8.9 in of ground clearance and a 7,000-lb tow rating, making it a genuine expedition vehicle.

Split-folding seats (40/20/40 second row), a roof rack with rails and a hitch give it gear flexibility, reaching 83.1 cu ft. The third row folds to the sides rather than into the floor, cutting cargo width and volume behind the second row (about 41–45 cu ft).

About 6,000 lb on a body-on-frame chassis with a live rear axle means noticeable body roll and ponderous cornering, even with Adaptive Variable Suspension in its Sport modes. It feels secure rather than agile.

The Variable Gear Ratio Steering offers little feedback or precision. Testers describe it as light and unresponsive on center.

Large ventilated discs stop the heavy LX strongly, but the pedal is grabby, and there is a lot of mass to haul down in repeated stops.

The naturally aspirated 383-hp 5.7L V8 and 8-speed automatic are silky and lag-free, with no stop/start to intrude. Acceleration is leisurely (7.2 s to 60 mph), and kickdowns are slow given the weight.

The V8 is nearly inaudible at cruise, with a muted, pleasant rumble under load, and heavy insulation keeps vibration out of the controls.

The 112.2-in wheelbase, unchanged for 2017, gives a turning circle that is fairly tight for a full-size SUV but middling within the SUV band.

It has a commanding high seat, a 14-way power driver seat with cushion extender, a power tilt/telescopic wheel and memory. The tall step-in, the distracting Remote Touch controller and controls buried in menus cost points.

The V8 sound and off-road ability give it character, but on the road it is a heavy, floaty, slow luxury barge that nobody buys for driving pleasure.

Standard content is strong on hardware and dated on tech. Every 2017 LX 570 has the 383-hp V8, full-time 4WD, Multi-Terrain Select, Crawl Control, quad-zone climate, leather, a moonroof, and a 12.3-inch navigation screen. Pre-collision braking with pedestrian detection, lane-departure alert, radar cruise and blind-spot monitoring are also standard. But the screen runs on Remote Touch, with no Apple CarPlay or Android Auto, and luxury upgrades such as Mark Levinson audio cost extra.

About $90K–$97K buys a platform in its tenth year with 15 MPG combined, a cramped fold-up third row, limited cargo space and a clumsy infotainment controller. Genuine off-road capability, build quality and strong resale keep it from scoring lower.

A take-it-or-leave-it lineup: one trim, one V8 powertrain, one full-time 4WD drivetrain and one three-row body. The two-row version that added a second price point did not arrive until 2018, so the only choices are a few option packages.

A niche seller, but 2017 was the LX's strongest recent year, at about 6,000 units and up on the 2016 refresh. That is still a fraction of the Escalade's or GLS's volume.

Lexus sits at or near the top of dependability and loyalty studies. The LX also carries the Land Cruiser's global durability halo, which underpins its resale strength.

In the normal, pre-pandemic 2017 market, an aging flagship gave buyers some room to negotiate below sticker, supported by typical Lexus lease and APR programs. There was no desperation pricing, and demand was at a local high after the 2016 refresh.

The 2017 is the 10th model year of a generation launched for 2008. It was a carry-over year following the major 2016 facelift, which brought the spindle grille, the 8-speed automatic and a new interior; the J310 replacement was still five years off.

Reviewers credit ride comfort, V8 refinement, leather quality and off-road ability but mark it down for thirst, polarizing styling, a clumsy infotainment controller, limited cargo space and price. It won no comparison tests or major awards.