2018 Lexus LX

2018 is a carry-over year of the J200 generation (2008 start, 2016 facelift); 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 (Escalade, GLS, Navigator) 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 with adaptive shift logic shifts smoothly and unobtrusively but is slow to kick down; fewer ratios than the 10-speed units in the Escalade/Navigator.

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 (40:60 split), 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 in the US keeps it short of the top.

One engine, one transmission, one drivetrain for 2018; the hybrid LX 700h did not arrive until the next (J310) generation.

15 MPG combined is below the bottom of the gas SUV band — among the thirstiest vehicles sold in 2018.

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 2018 LX 570, a carry-over year of the J200 generation that began in 2008, so the 4-star value is an estimate rather than a measurement. Tall, heavy body-on-frame SUVs of this era usually land at 4 stars overall because of their rollover result, so the LX gets the segment-neutral midpoint and is neither credited nor penalized.

The 2018 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.

Every 2018 LX 570 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. Blind Spot Monitor with Rear Cross-Traffic Alert is also standard. The suite is broad, but lane departure only warns and there is no active lane keeping or centering, 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 about 6,000 lb. That makes it adequate in daytime but weak at night and for vulnerable road users.

Blind Spot Monitor and Rear Cross-Traffic Alert are standard, and the standard 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 2018 LX is limited to Lane Departure Alert, which warns the driver with a sound, a display alert 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 2018 LX has no hands-free driving mode, and not even hands-on lane centering. GM's Super Cruise launched on the 2018 Cadillac CT6 the same year.

The standard triple-beam LED headlights with Intelligent High Beams are strong hardware for 2018. 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 standard panoramic camera covers close-in blind zones. Thick rear pillars, the third-row headrests and the vehicle's length still leave zones that 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, the lower anchors sit deep in the seat bight, and the third row is too cramped for car seats.

2018 is a change year inside the 2008-start J200 generation: Lexus added a five-seat Two-Row version below the eight-seat Three-Row. The Two-Row is scored as the base configuration, matching later years, so capacity sits near the bottom of the SUV band.

The body is unchanged across the 2016–2021 facelifted J200, and the standard moonroof leaves front headroom that is modest for such a large SUV.

Front legroom is generous, in the upper half of the SUV band. The dimension is unchanged across the facelifted J200.

The tall roof gives the second row more headroom than the front seats.

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

The scored Two-Row has no third row. On the Three-Row, the power third row folds up against the sides with about 28 in of legroom, which suits only children.

Deleting the third row gives 13–15% more space behind the second row than the Three-Row. That is mid-band for SUVs and short of rivals like the Escalade ESV.

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

It has a large lidded center console, overhead sunglass storage and a split power tailgate. There is no underfloor storage or clever cubbies, and the mono-spec Two-Row cannot be optioned with the extras offered on the Three-Row.

The front seats are exceptionally comfortable, with 14-way driver and 12-way passenger adjustment. The rear bench's high floor reduces thigh support on long trips.

Adaptive Variable Suspension and Active Height Control make the ride butter-smooth and isolated on pavement, with body roll kept in check. It still feels like a refined truck, and the rear live axle can be busy over sharp bumps.

Reviewers praise the cabin as exceptionally quiet for a truck-based SUV. KBB noted a little more noise than expected from a Lexus.

Heated and ventilated front seats, a heated wood-rim wheel, Climate Concierge and multi-zone climate are standard. The mono-spec Two-Row cannot get the Luxury package's heated/ventilated rear seats, and sources disagree on whether it gets four-zone climate.

The two-row LX 570 was new for 2018 and became the entry point at about $86,200 delivered. That is far above the $65,000 SUV band ceiling, so the item floors at 0.

The three-row LX 570 is the traditional, typical configuration. At about $91,800 delivered, it 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 still push routine costs above mainstream SUVs. The 2018 is mechanically identical to the 2019–2021 model years, so this is held at the same estimate.

Resale is the LX's strongest ownership argument. KBB's resale value three years ago, at about age 5, implies roughly 56% of the loaded $94K sticker, or about 57–60% of the base three-row price. That was in an inflated 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 2018 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 as the 2019 LX.

$91,825 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $55,095) leaves about $36,730 in depreciation. Add the projected $5,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $41,930 in total.

The 2018 LX 570 is a carry-over year late in the J200 generation (2008–2021, facelifted for 2016), so its hardware was fully mature. Lexus was the top brand in the J.D. Power 2021 VDS, which surveyed 2018 models, but the study's segment awards went to the ES and GX, not the LX. The score sits just below the 2019–2020 years, which inherit the J200 LX's later segment-winning result.

Around the 2018 model year, Lexus led J.D. Power's VDS brand rankings year after year and was a perennial top-three brand in Consumer Reports' reliability rankings.

Two NHTSA campaigns cover the 2018 LX 570, and both are safety-relevant. A seat-belt tension sensor harness can break and disable the passenger airbags, and a Denso low-pressure fuel pump can fail and stall the engine. Both are Toyota-wide component campaigns with dealer fixes rather than LX-specific design faults, so the record is typical, not systemic.

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. The only blemish is the fuel-pump campaign, which is a fuel-delivery fault rather than a base-engine one.

The cabin uses rich semi-aniline leather, real wood and substantial switchgear. The 2016-era layout and Remote Touch controller, however, drew criticism as dated against the Mercedes GLS and the redesigned 2018 Lincoln Navigator.

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 once out of warranty.

Every 2018 LX 570 has a 12.3-inch 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 confusing and distracting, and the navigation map hard to use while driving. Some physical audio and climate buttons remain.

The 2018 LX has neither Apple CarPlay nor Android Auto, wired or wireless. Only Siri Eyes Free is offered.

Navigation is standard, which matters because there is no phone projection. Command-style voice control, Siri Eyes Free and the awkward map interface keep this item low.

The mono-spec Two-Row gets the nine-speaker Lexus Premium Audio system. The acclaimed 19-speaker Mark Levinson system is a Three-Row Luxury-package item, so the scored configuration misses it.

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. The legacy head unit takes map and software updates through the dealer or media.

Enform Remote provides app-based lock/unlock, remote start and vehicle finder, but only as a 1-year trial followed by a subscription. There is no digital key.

It has USB-A ports and front and rear 12V outlets, but no USB-C. Wireless charging and the 120V extras belong to packages the mono-spec Two-Row cannot get.

Smart-key entry, push-button start and a split power tailgate are standard. There is no hands-free kick opening or phone-as-key, and remote start depends on the Enform subscription.

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

A color head-up display exists on the LX 570 but only in Three-Row packages. The scored mono-spec Two-Row cannot be ordered with one.

Wide rear doors, running boards and a big load bay for strollers help. But it has a tall step-in, only 34.4 in of second-row legroom for rear-facing seats, a high rear floor and no third row on the scored Two-Row.

Lexus Safety System+ became standard for 2018: AEB with pedestrian detection, all-speed radar cruise, lane departure alert and auto high beams. Ten airbags, blind-spot monitoring and a panoramic camera are also standard. Neither NHTSA nor IIHS crash-tested it, and there is no lane-keeping steering.

A hushed, smooth ride, very comfortable front seats and 50.5 cu ft of luggage room make long trips easy. But the mono-spec Two-Row cannot get rear-seat entertainment or heated/ventilated rear seats, rear legroom is tight, and there is no CarPlay.

The smooth V8 and soft ride are relaxing, but roughly 6,000 lb of mass, a tall step-in and the distracting Remote Touch interface make daily errands feel like piloting a truck.

An EPA rating of about 15 mpg combined on premium fuel makes it one of the costliest 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 circle make it manageable.

A 7,000-lb tow rating with an integrated hitch receiver and a body-on-frame chassis make it a capable tow vehicle. Payload is only about 1,300 lb, and the luxury cabin is not a work space.

It shares the Land Cruiser 200 chassis and 3UR-FE V8, both renowned for longevity in harsh use. The leather-and-wood interior is less suited to abuse.

A standard hitch receiver, roof rails and a split tailgate are useful. It has no bed, carpeted surfaces and no work-upfit ecosystem, and the mono-spec Two-Row has no 120V option.

A very quiet cabin, comfortable front seats and all-speed radar cruise make it a relaxed highway cruiser. At 18 mpg highway, the 24.6-gal tank gives about 440 miles. There is no lane centering.

Full-time 4WD with low range, a Torsen limited-slip center differential, Crawl Control with Turn Assist, Multi-Terrain Select, A-TRAC and height-adjustable suspension make it a genuine expedition vehicle.

It has 50.5 cu ft behind the sliding 40/20/40 second row, roughly 81 cu ft folded, standard roof rails and a hitch receiver. There is no underfloor storage, and maximum volume trails larger rivals.

Adaptive Variable Suspension keeps body roll better controlled than expected, and it corners without feeling sloppy. Still, about 6,000 lb on a body-on-frame chassis with a live rear axle makes it secure rather than agile.

Variable Gear Ratio Steering eases low-speed maneuvering but gives little feedback or precision, as reviewers of the same J200 facelift note.

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

The naturally aspirated 383-hp 5.7L V8 and 8-speed automatic are silky and lag-free. Response is leisurely given the weight, and kickdowns are slow.

The V8 is nearly silent at cruise with a muted rumble under load, and the body-on-frame construction isolates engine and road vibration.

The 112.2-in wheelbase gives a turning circle that is fairly tight for a full-size SUV but middling within the SUV band. The chassis is unchanged across 2016–2021.

It has a commanding seat with 14-way power adjustment, lumbar and cushion extender, and a power tilt/telescopic wheel. The tall step-in and the distracting Remote Touch controller cost points.

The V8 and genuine off-road ability give it character, but on the road it is a heavy, slow luxury barge. Digital Trends called it a 'high-end automotive dinosaur'.

Standard content is strong on hardware and dated on tech. Every 2018 LX 570 has the 383-hp V8, full-time 4WD, Multi-Terrain Select, Crawl Control, standard Lexus Safety System+ (new for 2018), heated and ventilated front seats, four-zone climate and a 12.3-inch navigation screen. But the screen runs on Remote Touch, with no CarPlay or Android Auto, and luxury upgrades such as Mark Levinson audio cost extra.

About $86K–$94K buys a decade-old platform with 15 MPG combined, a cramped fold-up third row and dated infotainment. The all-new 2018 Lincoln Navigator offered far more modern tech and space for similar money. Genuine off-road capability and strong resale keep it from scoring lower.

Essentially a take-it-or-leave-it lineup: one V8 powertrain and one full-time 4WD drivetrain. The new-for-2018 two-row version adds a second price point below the three-row, and beyond that the only choices are a few option packages.

A niche, flat seller at about 4,750 units in 2018. That is a fraction of the Escalade's, GLS's or Navigator'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 2018 market, a slow-selling, aging flagship gave buyers room to negotiate below sticker, supported by typical Lexus lease and APR programs. There was no desperation pricing.

The 2018 is the 11th model year of a generation launched for 2008 and last facelifted for 2016. Its only notable changes were the new two-row variant and standard LSS+; the all-new J310 was still a few years off.

Reviewers credit build quality, V8 smoothness and off-road ability but mark it down for thirst, dated infotainment without CarPlay or Android Auto, a poor third row and price. It won no comparison tests or major awards.