2019 Lexus LX

2019 is a carry-over year of the J200 (2008-start) generation's 2016 facelift; every LX 570 uses the 5.7L 3UR-FE V8, so the volume trim and range max are the same. 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 shifts smoothly and unobtrusively but is slow to kick down; fewer ratios than the 10-speed units in 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 center differential that locks electronically, low-range gearing and Multi-Terrain Select.

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

One engine, one transmission, one drivetrain for 2019 — the two-row/three-row choice is a seating configuration only, and the hybrid LX 700h did not arrive until the next generation.

15 MPG combined is below the bottom of the gas SUV band — among the thirstiest vehicles on sale in 2019.

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 premium requirement compounds running costs.

NHTSA has no crash-test record for the 2019 LX 570, a carry-over year of the J200 generation that began in 2008. The 4-star value is an estimate, not a measurement. Tall, heavy body-on-frame SUVs of this era are typically held to 4 stars overall by their rollover result, so the LX sits at the segment-neutral midpoint with neither credit nor penalty.

The 2019 LX 570 has no IIHS Top Safety Pick or TSP+ award and no published crashworthiness results, because IIHS never tested this low-volume, roughly $86,000 full-size SUV. Its structure dates from 2008, before the small-overlap tests existed, so good performance there can't be assumed.

The LX 570 is sold as a single well-equipped grade. Standard equipment includes Lexus Safety System+ (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, and a panoramic view camera. The suite is broad, but lane departure only warns, with no active lane keeping or centering and no cyclist detection, so it lands 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 lacks the low-light pedestrian and cyclist capability that later LSS+ versions added. IIHS never tested the LX's AEB, and the system has to stop roughly 6,000 lb, so it scores as adequate in daytime with weak night and vulnerable-road-user coverage.

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

Lane assistance on the 2019 LX 570 is limited to Lane Departure Alert, which warns 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 highway cruiser. There is no steering assistance, so it is adaptive cruise only rather than a combined highway assist, and the Toyota-era system follows conservatively and is slow to resume.

The 2019 LX offers no hands-free driving mode, and not even hands-on lane centering. GM's Super Cruise was already on sale in the 2018–2019 Cadillac CT6.

Standard triple-beam LED headlights with Intelligent High Beams are strong hardware for 2019. IIHS never rated the LX's headlights, so the score stays mid-band rather than being credited as Good-rated.

The boxy, upright greenhouse, tall seating position and large side glass give a commanding view, and the standard panoramic camera covers close-in blind zones and the area ahead of the long hood. 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.

2019 is a carry-over year for the J200 LX (2008 generation, facelifted for 2016). It was sold as a five-seat Two-Row, added for 2018, or an eight-seat Three-Row. Consistent with the rest of this dataset, the Two-Row is the scored configuration.

Every LX has the standard moonroof, which leaves modest front headroom for a vehicle this tall.

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

The second row sits under a tall roofline and has more headroom than the front seats.

Second-row legroom is tight for a 200-inch full-size SUV. The Land Cruiser-derived packaging trails an Escalade or GLS by several inches.

The scored Two-Row has no third row. On the Three-Row, the power third row folds up against the cargo-area sides and gives 28.4 in of legroom, which suits only children.

Deleting the third row frees a usefully large load bay, 15% more than the Three-Row. That is still only mid-band for SUVs, behind modern full-size rivals.

Maximum cargo room is solid but not class-leading. Extended-length rivals such as the Escalade ESV exceed 100 cu ft.

It has a large lidded console, overhead sunglass storage, a rear console box, a 120V outlet and a second-row power outlet. The refrigerated Cool Box is offered only on the Three-Row, and there is no underfloor storage or clever cubby design.

The front seats are plush, with 14-way driver and 12-way passenger power adjustment, including a cushion extender and lumbar. The power-sliding, reclining 40/20/40 second row is comfortable, but its short legroom limits long hauls for tall adults.

Adaptive Variable Suspension and hydraulic height control give a cushy, isolating ride in Comfort mode that verges on floaty. The body leans, and the live rear axle can get busy over sharp bumps compared with independent-suspension rivals.

Reviewers consistently single out how isolated the cabin is, with little road or wind noise and a hushed V8 at cruise.

Heated and ventilated front seats, four-zone climate with Climate Concierge and a power tailgate are standard. Ventilated second-row seats come with the Luxury Package, and the heated wood-and-leather wheel is a cheap option. The rear cooling zone and some extras are limited to the Three-Row.

The 2019 LX 570 starts at about $86,900 delivered for the two-row model. That is far above the SUV band ceiling of $65,000, so the item floors at 0.

The three-row LX 570 is the typical configuration and carries most of the option packages. At about $92,500 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. Hydraulic Active Height Control suspension, large tires and Lexus dealer labor rates still push routine costs above mainstream SUVs. The 2019 is mechanically identical to the 2020–2021 model years, so this is held at the same estimate.

Resale is the LX's strongest ownership argument. About seven years on, the 2019 still holds roughly 56% of its sticker, and it lost only 18% over the last three years. That implies about 62% at the 5-year mark.

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 2019 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. That is in line with the 2020 LX.

$92,525 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $57,366) leaves about $35,160 in depreciation. Add the projected $5,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $40,360 in total.

The 2019 LX 570 is a carry-over year late in the J200 generation, which launched in 2008 and was last refreshed for 2016, so its systems were fully mature. The same J200 LX, carried over unchanged into 2020, won its segment in J.D. Power's 2023 VDS. A segment-level VDS result for the 2019 model year specifically was not retrieved, so this sits just below the 2020 figure.

Around the 2019 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 2019 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 2020 model year has neither.

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 2019 model year's inclusion in the fuel-pump campaign, a fuel-delivery fault rather than a base-engine one. Secondary air-injection pump failures are the other known issue.

The cabin uses rich semi-aniline leather, real wood and substantial switchgear. The 2016-era design and Remote Touch controller, however, drew criticism as dated against the newer Mercedes GLS and the just-launched BMW X7.

This mature-generation build comes from Toyota's Japanese plant, 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 2019 LX 570 has a 12.3-inch split-screen navigation display, which scores well on size alone. That overstates the experience, because the screen can't be touched and its graphics are dated.

The mouse-style Remote Touch controller is widely criticized as distracting, and some frequently used audio and climate functions are buried in menus. The software looked dated for a vehicle costing nearly $90,000.

The 2019 LX offers neither Apple CarPlay nor Android Auto, wired or wireless, in any configuration.

Built-in navigation, voice command and Enform Destination Assist (a live agent, one-year trial) are standard. That matters more than usual with no phone projection, but the command-style voice system and map UI are dated and awkward through Remote Touch.

The scored Two-Row carries the standard 9-speaker system with CD, SiriusXM and HD Radio. The well-regarded 19-speaker, 450-watt Mark Levinson Reference Surround system is offered only on the Three-Row.

It uses analog gauges with a small 4.2-inch color TFT multi-information display between them, and no full-digital cluster is offered. The only 2019 change was adding a digital clock to the MID.

It has no meaningful over-the-air updates. Map and software updates on the legacy head unit are dealer- or media-based.

Lexus Enform Remote lets owners lock and unlock, remote-start with climate and check fuel from a phone, smartwatch or Alexa, but only on a one-year trial before a subscription. Safety Connect and Service Connect are complimentary for 10 years. There is no digital key.

USB-A ports, 12V outlets, a second-row power outlet and a 120V outlet are provided, with no USB-C. The Qi wireless charger is a Three-Row-only option, so the scored Two-Row does without it.

Smart-key proximity entry, push-button start and a power rear door with easy-close are standard. There is no hands-free kick liftgate and no phone-as-key, and app remote start becomes a subscription after the first year.

A Panoramic View Monitor with Multi-Terrain Monitor off-road views, a backup camera with dynamic grid lines and Intuitive Park Assist sensors are standard. The camera resolution is low by later standards, and there is no automated parking.

A color head-up display exists, but only as a Three-Row option. It is not available on the scored Two-Row configuration.

Wide rear doors, grab handles, running boards and a power-sliding second row help, and the Two-Row's 50.5 cu ft load bay swallows strollers. The tall step-in, 34.4 in of second-row legroom for rear-facing seats and no third row on the volume Two-Row limit it as a family vehicle.

Lexus Safety System+ (AEB with pedestrian detection, all-speed radar cruise, lane departure alert, auto high beams), blind-spot monitoring with RCTA and a panoramic camera are standard. But neither NHTSA nor IIHS crash-tested the 2019 LX, and it has no lane keeping and no rear-seat reminder.

It has a hushed, cushy ride, reclining power-sliding second-row seats, four-zone climate and a big luggage bay on the Two-Row. Tight second-row legroom, no CarPlay and no rear entertainment on the Two-Row (dual screens are Three-Row only) 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 reasonable 38.7-ft turning diameter make it manageable with care.

A 7,000-lb tow rating, body-on-frame chassis, standard hitch receiver and transmission cooler 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, a standard hitch receiver and standard roof rails on the Two-Row are useful. But there is no bed, carpeted surfaces, and essentially no work-upfit ecosystem in the US.

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 Torsen center differential, Crawl Control with Turn Assist, Multi-Terrain Select, height-adjustable suspension, a Multi-Terrain Monitor and a 7,000-lb tow rating, making it a genuine expedition vehicle.

The Two-Row's 50.5 cu ft, rising to about 83 cu ft, 40/20/40 split-folding seats, standard roof rails and a hitch handle bulky gear well. There is no underfloor storage, and maximum volume trails larger rivals.

About 6,000 lb on a body-on-frame chassis with a live rear axle means noticeable body roll and ponderous cornering even in the Sport S+ modes. AVS and height control keep it 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 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 the Easy Access system. The tall step-in, the distracting Remote Touch controller and climate and audio 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 2019 LX 570 has the 383-hp V8, full-time 4WD, Multi-Terrain Select, Crawl Control, LSS+, 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 heated rear seats, semi-aniline leather, Mark Levinson audio and even a heated wheel cost extra.

About $87K–$93K+ buys an 11-year-old platform with 13/18 MPG, a cramped fold-up third row, modest cargo space and dated infotainment. The new-for-2019 BMW X7 and the Navigator already offered far more modern tech and space for similar money. Genuine off-road capability and excellent resale keep it from scoring lower.

Essentially a take-it-or-leave-it lineup: one V8 powertrain and one full-time 4WD drivetrain. The only choices are two-row or three-row seating, plus a handful of packages such as Luxury, Mark Levinson audio, wheels and the Cool Box.

A niche, flat seller at about 4,700 units in 2019. 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 a normal, pre-pandemic 2019 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 2019 is the 12th model year of a generation launched for 2008 and last facelifted for 2016. The only 2019 changes were an optional Luxury Package and a digital clock, with the all-new J310 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 ranks in the lower half of luxury full-size SUV lists with no comparison wins or awards.