2020 Lexus LX

2020 is a carry-over year of the J200 (2008-start) generation's 2016 facelift, adding only a Sport Package; every LX 570 uses the 5.7L 3UR-FE V8, so 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, X7) 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 9/10-speed units in rivals.

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 2020 — the new Sport Package is cosmetic, and the hybrid LX 700h did not arrive until the next generation.

14 MPG combined is below the bottom of the gas SUV band — one of the thirstiest vehicles on sale in 2020.

12 MPG city falls below the SUV band floor.

16 MPG highway is well 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 14 MPG and premium fuel.

The 5.7L V8 is specified for premium unleaded, and at 14 MPG that premium requirement compounds running costs.

NHTSA has no crash-test record for the 2020 LX 570, part 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 is placed at the segment-neutral midpoint and gets neither credit nor a penalty.

The 2020 LX 570 has no IIHS Top Safety Pick or TSP+ award and no published crashworthiness results, because IIHS does not test this low-volume, roughly $87,000 full-size SUV. The structure is a 2008 design that predates the small-overlap tests, and its Land Cruiser sibling was never evaluated against them either, so good performance there can't be assumed.

The LX 570 is sold as one 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, a panoramic view camera and Lexus Park Assist. The suite is broad, but it is first-generation LSS+ with warning-only lane departure, no active lane keeping or centering, and no cyclist detection. That keeps it just below the top band.

The first-generation LSS+ pre-collision system uses radar and a camera to detect vehicles and daytime pedestrians. It lacks the low-light pedestrian, cyclist and intersection capability that LSS+ 2.0 and 2.5 later added. IIHS never tested the LX's AEB, and the system has roughly 6,000 lb to stop, so it is scored as adequate daytime performance with weak night and vulnerable-road-user coverage.

Blind Spot Monitor and Rear Cross-Traffic Alert are standard, and Lexus Park Assist plus the panoramic camera cover low-speed maneuvering around a very long vehicle. Both BSM and RCTA only warn: there is no automatic braking for cross traffic and no trailer-aware coverage, despite the 7,000 lb tow rating.

Lane assistance on the 2020 LX 570 is limited to Lane Departure Alert, which warns with Sway Warning when the vehicle drifts but does not steer it back. There is no lane keep assist and no lane centering, which were becoming routine at this price by 2020.

All-speed Dynamic Radar Cruise Control with full stop 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 is conservative in following and slow to resume.

The 2020 LX offers no hands-free driving mode, nor even a hands-on lane-centering mode. Hands-free driving was already reaching the segment: GM's Super Cruise was on sale in the 2020 Cadillac CT6.

Standard triple-beam LED headlights with the Adaptive Front-lighting System (curve-following) and Intelligent High Beams are strong hardware for 2020. 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 sheer 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.

2020 is a carry-over year for the 2008-start J200 LX, which was facelifted for 2016. For 2020 it was sold as a five-seat Two-Row or an eight-seat Three-Row. The registry scores the two-row configuration, so capacity sits near the bottom of the SUV band.

The standard moonroof leaves front headroom that is modest for a vehicle of this size, below most full-size rivals.

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

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

Second-row legroom is surprisingly 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 50/50 third row folds up against the sides, gives 28.4 in of legroom and suits only children, so even the available option would score low.

Removing the third row frees a sizeable load bay behind the second row. That is mid-band for SUVs but still less than modern full-size rivals.

Maximum cargo room is solid but not class-leading. Escalade ESV/Navigator L-type rivals exceed 100 cu ft.

The large lidded center console includes a refrigerated Cool Box, and there are overhead sunglass storage and a rear console box. A 120V outlet is available. Beyond that there is no underfloor storage or clever cubby design, and the side-folding third row on the three-row eats cargo width.

Reviewers call the front seats plush and highly adjustable, with 14-way driver and 12-way passenger power adjustment. The 40/20/40 second row reclines, but its short legroom limits long-haul comfort for tall adults.

Adaptive Variable Suspension and height control make the ride cushy and isolating in Comfort mode. It verges on floaty, and body roll is noticeable, while the rear live axle can feel busy over sharp bumps compared with independent-suspension rivals.

Several reviewers single out the cabin's isolation, with little road or wind noise and a hushed V8 at cruise, helped by acoustic windshield glass.

Heated/ventilated front seats, heated second-row seats and multi-zone climate with rear controls are standard. Ventilated rear seats, four-zone Climate Concierge and a heated wood wheel come in the Luxury package, which the US offers only on the Three-Row, so the two-row misses some of it.

The 2020 LX 570 starts at about $87,500 delivered for the mono-spec 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 the only one eligible for option packages, including the new-for-2020 Sport Package. At about $92,800 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. Hydraulic Active Height Control suspension, 21-inch tires and Lexus dealer labor rates still push routine costs above mainstream SUVs. The 2020 is mechanically identical to the 2021, so this is held at the same estimate.

Resale is the LX's strongest ownership argument. Six years on, the 2020 still holds about 60% of its sticker, far better than German or American full-size luxury rivals, which implies roughly 61% 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 2020 LX 570 is V8 gas only, so no hybrid extension applies.

Short included-maintenance window plus decent roadside cover: one year of complimentary maintenance, four years of unlimited-mileage roadside assistance and Lexus Enform connected-service trials. That puts it mid-band, a notch below the 2021, which added Amazon Alexa integration.

$92,775 volume-trim price minus its estimated resale value after 5 years (61% retained, or about $56,593) leaves about $36,182 in depreciation. Add the projected $5,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $41,382 in total.

The 2020 LX 570 is a carry-over year late in the J200 generation, which has been in production since 2008 and was last refreshed for 2016. Its systems are fully mature, and the 2020 model-year LX took J.D. Power's 2023 Vehicle Dependability Study award for its segment. That places it in the top band for predicted reliability.

Around the 2020 model year, Lexus led J.D. Power's VDS rankings and was a perennial top-three brand in Consumer Reports' reliability rankings, which puts it squarely in the top band.

No NHTSA recall campaign covers the 2020 LX 570. The J200's recalls were the passenger airbag inflator campaign (2017–2019) and the Denso low-pressure fuel pump campaign (2018–2019), and both end with MY2019. The generation's TSB record is minor and has no systemic pattern.

The 3UR-FE 5.7L naturally aspirated V8 and the Aisin 8-speed automatic are among the most proven high-mileage powertrains on sale. They are shared with the Land Cruiser, Tundra and Sequoia, and owners routinely take them past 250,000 miles. The main known faults are secondary air-injection pump failures and heavy fuel consumption.

The cabin uses rich semi-aniline leather, real wood and substantial switchgear. By 2020, though, the 2016-era design looked dated beside the new BMW X7 and Mercedes GLS, and reviewers criticized the Remote Touch controller and the old-fashioned layout.

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 feedback shows no recurring assembly complaints.

Lexus sets the benchmark for luxury service satisfaction, with loaners and a strong dealer experience. The 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 variable suspension and Lexus-specific trim are expensive dealer items once the car is out of warranty.

Every 2020 LX 570 gets a 12.3-inch center display with standard navigation, which scores well on size alone. The item overstates the experience, though: the screen cannot be touched, and its graphics date from the early 2010s.

The mouse-style Remote Touch controller is widely panned as distracting and fiddly, and the software looks dated for a nearly $90,000 SUV. Some physical climate and audio buttons remain, which helps a little.

The 2020 LX offers neither Apple CarPlay nor Android Auto, wired or wireless, on any configuration. That was a glaring omission in 2020.

Lexus Navigation is standard, which matters more than usual because there is no phone projection to fall back on. But the command-style voice recognition and map interface are dated and awkward to use through Remote Touch.

The available 19-speaker Mark Levinson Reference Surround system is praised for its sound quality. It is bundled in the Luxury package, which the US offers on the Three-Row, while the Two-Row carries a lesser standard system.

The 2020 LX uses 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 2020 LX's legacy head unit are dealer- or media-based.

Lexus Enform connected services offer app-based remote lock/unlock, remote start and vehicle locate on this era of Lexus, but they are subscription-gated after a trial. There is no digital key, and the app was clunky.

Two USB-A ports, front and rear 12V outlets and a 120V outlet are provided, with no USB-C. Wireless charging is part of the Luxury package, so it is not on the scored Two-Row.

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

A panoramic view monitor, a Multi-Terrain Monitor for off-road viewing and front/rear parking sensors are standard. The cameras are low resolution by later standards, and there is no automated parking.

A color head-up display is available, but only in the Luxury package or Sport Package on the Three-Row. It is not on the volume Two-Row configuration.

Wide rear doors, grab handles and running boards help, and the two-row has a big load bay for strollers. But the tall step-in height, only 34.4 in of second-row legroom for rear-facing seats, and the missing 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), blind-spot monitoring and a panoramic camera are standard. But neither NHTSA nor IIHS crash-tested the 2020 LX, and it has no lane keeping and no rear-seat reminder.

It has a hushed, cushy ride, heated/reclining second-row seats, multi-zone climate, an available dual-screen rear entertainment system and 53.7 cu ft of luggage room with the second row in use. Tight second-row legroom and no CarPlay for passengers' phones hold it back.

The smooth V8 and soft ride make it relaxed at low speed. But roughly 6,000 lb of mass, slow-witted steering, grabby brakes and the distracting Remote Touch interface make daily errands feel like piloting a truck.

An EPA 14 mpg combined rating on premium fuel makes the LX one of the most expensive vehicles in the catalog to commute in per mile.

At 200 in long and 78 in wide on a 112.2-in wheelbase, it is bulky in town. The standard panoramic camera, parking sensors and a reasonable 38.7-ft turning circle make it manageable with care.

A 7,000-lb tow rating, body-on-frame chassis, standard Class IV hitch 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 its Land Cruiser 200 chassis and 3UR-FE V8, which have a global reputation for longevity in harsh use. The luxury-trimmed leather-and-wood interior is less suited to abuse.

A 120V outlet, a standard hitch receiver and roof rails are useful. But it has no bed, few tie-downs, carpeted surfaces and essentially no work-upfit ecosystem in the US.

Superb quiet and plush seats make it a relaxed highway cruiser, and all-speed radar cruise helps. But 16 mpg highway from a 24.6-gal tank limits range to about 390 miles, and there is no lane-centering assist.

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

The Two-Row's 53.7 cu ft rising to 81.3 cu ft, split-folding seats, standard roof rails and hitch handle bulky gear well. There is no underfloor storage and max volume trails larger rivals.

About 6,000 lb on a body-on-frame chassis with a live rear axle means noticeable body roll and numb, ponderous cornering even in the Sport S+ modes. The AVS dampers and hydraulic height control keep it secure rather than agile.

The variable-gear-ratio steering is described as light and unresponsive by one tester and overly heavy by another. Both agree it offers little feedback or precision.

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

The naturally aspirated 5.7L V8 and 8-speed automatic are silky and lag-free, with no stop/start to intrude. Response is leisurely, and kickdowns are slow given the weight.

The V8 is nearly inaudible at cruise and has a muted, pleasant rumble under load, with an Acoustic Control Induction System and heavy insulation keeping vibration out of the controls.

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

It has a commanding high seat, 14-way power adjustment and a power tilt/telescopic wheel with memory and easy-access. The tall step-in, the reach and distraction of the Remote Touch controller and a wide center stack cost points.

The V8 sound and off-road prowess give it character, but on the road it is a heavy, floaty, slow luxury barge. Enthusiasts do not seek it out for driving pleasure.

Standard content is strong on hardware and dated on tech. Every 2020 LX 570 has the 383-hp V8, full-time 4WD with a locking center differential, Multi-Terrain Select, Crawl Control, LSS+, a panoramic view camera and leather seats. But the 12.3-inch screen is run by Remote Touch, with no touchscreen and no CarPlay or Android Auto, and Mark Levinson audio, ventilated rear seats and a head-up display cost extra.

About $87.5K–$93K+ buys a 12-year-old platform with 12/16 MPG, a cramped fold-up third row, modest cargo space and dated infotainment. Contemporaries such as the GLS, X7 and Navigator 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 powertrain and one drivetrain. The only choices are a mono-spec two-row or a three-row, plus Luxury and new Sport packages on the three-row and a now-standalone Cool Box.

A niche, slowly declining seller at about 4,500 units in 2020. That is a fraction of the Escalade's, GLS's or X7's volume.

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

In calendar 2020, COVID-era Lexus financing and lease support plus dealer discounting on a slow-selling, aging flagship gave buyers some leverage. That largely vanished once the 2021 inventory shortage took hold.

The 2020 is the 13th model year of a generation launched for 2008 and last facelifted for 2016, one year before its final model year. Only the new Sport Package freshened it for 2020.

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.