2021 Lexus LX

2021 is the final carry-over year of the J200 (2008-start) generation; every LX 570 uses the 5.7L 3UR-FE V8, so the volume trim and model-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 peak arrives 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 2021 — 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 2021.

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 with 14 MPG that premium requirement compounds running costs.

NHTSA never crash-tested the 2021 LX 570, the final year of the J200 generation that dates to 2008. Every frontal, side and rollover field reads 'Not Rated'. The 4-star figure 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 scored at the segment-neutral midpoint and gets neither credit nor a penalty.

The 2021 LX 570 has no IIHS Top Safety Pick or TSP+ award and no published crashworthiness results. IIHS does not test this low-volume, $90,000 full-size SUV. It scores below the later J310 LX because the structure is a 2008 design that predates the small-overlap tests, and its Land Cruiser sibling was never certified 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, the Panoramic and Multi-Terrain View Monitors, and Intuitive Parking 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 a millimeter-wave radar and a camera and can detect vehicles and daytime pedestrians. It has none of the low-light pedestrian, cyclist or intersection capability that LSS+ 2.0 and 2.5 later added. IIHS never tested the LX's AEB, and the system has about 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 Intuitive Parking Assist plus the Panoramic View Monitor 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. That places it in the mid band, below the later LX.

The 2021 LX 570's lane assistance 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 routine at this price by 2021. It scores low because the system only alerts.

All-speed Dynamic Radar Cruise Control with full stop is standard, which suits a long-distance highway cruiser. Without any steering assistance it is adaptive cruise only, not a combined highway assist, and reviewers found the Toyota-era system conservative in following and slow to resume. That puts it in the mid band.

The 2021 LX offers no hands-free or even hands-on lane-centering driving mode. Rivals were already offering hands-free driving: the 2021 Escalade offered Super Cruise.

Standard triple-beam LED headlights with an Adaptive Front-lighting System (curve-following) and Intelligent High Beams are strong hardware for 2021. IIHS never rated the LX's headlights, and the smoked-lens Inspiration Series trim may cut output slightly, 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. The standard Panoramic View Monitor and Multi-Terrain Monitor cover close-in blind zones and the area in front 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 installing car seats 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. That places it in the workable-with-compromises band.

The Three-Row LX 570, the configuration this scorecard describes, seats eight with a second-row bench and a two-piece third row. The Two-Row model seats five.

Standard moonroof eats into the headroom. The figure is modest for a vehicle this tall.

Front legroom is generous and competitive in the class.

Second-row headroom is good, helped by the upright body-on-frame roofline.

Second-row legroom is short for a 200-inch flagship SUV. The old J200 packaging trails the Escalade, GLS and X7 by several inches.

The third row has 28.3 in of legroom and sits on a high floor with knees up, so it is only fit for children. Power folding helps access, but it is among the tightest third rows in the full-size luxury class.

Cargo space behind the second row is middling for a full-size SUV. The folded third row takes up floor space, so the Three-Row model trails body-on-frame rivals such as the Escalade and Navigator.

Maximum cargo space is respectable, but it is well short of the Escalade and Suburban-based rivals.

It has a refrigerated cool box in the center console, a split-opening tailgate with a lower flap and a power-folding third row. The side-folding third-row design and the high load floor limit the cargo area's flexibility.

The front seats are plush and adjust 14 ways for the driver and 12 for the passenger, and heating and ventilation are available. The second-row bench is comfortable but short on legroom, and the third row is poor.

Adaptive Variable Suspension and height control give a cushy, isolated highway ride. Body-on-frame float and head toss over broken pavement hold it back from the air-sprung unibody leaders.

The cabin is very well isolated from road and wind noise at highway speed, and the smooth V8 stays in the background. This is typical Lexus hushed refinement.

It has standard four-zone Climate Concierge, and heated/ventilated front and second-row seats plus a heated wheel come in the Luxury Package. Few features are standard at this price, but everything is available.

The 2021 LX 570 opens at about $87,600 delivered for the two-row model, 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 offered with the updated Sport Package and the Inspiration Series. At about $92,900 it is well beyond the band ceiling of $68,000.

The Land Cruiser 200-series 5.7L V8 and 8-speed automatic have a reputation for durability, which keeps repairs low. But hydraulic Active Height Control suspension, large tires and Lexus dealer labor rates put routine costs above mainstream SUVs.

Resale is the LX's strongest ownership argument. The 2021 was the final model year of the V8 J200 generation and has held value far better than German or American full-size luxury rivals.

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 2021 LX 570 is V8 gas only, so no hybrid-component extension applies.

Short included-maintenance window with decent ancillary coverage: one year of complimentary maintenance, four years of unlimited-mileage roadside assistance and Lexus Enform connected-service trials. That puts it mid-band, just behind the later LX 600, which has a newer connected-services suite.

$92,875 volume-trim price minus its estimated resale value after 5 years (64% retained, or about $59,440) leaves about $33,435 in depreciation. Add the projected $5,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $38,635 in total.

2021 was the last model year of the J200 LX 570, a generation in production since 2008 with its last major refresh in 2016. Every system had years to mature, and J.D. Power rates its quality and reliability as Great. That is top-band predicted reliability, well above the redesigned 2022+ LX 600.

In the 2021 model-year window Lexus was a perennial VDS leader and a top-three Consumer Reports brand, which puts it squarely in the top band.

No NHTSA recall campaign covers the 2021 LX 570. Across the J200's long run, the recalls were a Takata-era airbag inflator (2008–2019) and a Denso fuel pump (2018–2019), and both stop before 2021. The late-build facelift is an exceptionally clean example.

The 3UR-FE 5.7L naturally aspirated V8 and Aisin 8-speed automatic are among the most proven high-mileage powertrains sold. They are shared with the Land Cruiser, Tundra and Sequoia, and owners routinely take them past 250,000–300,000 miles. The only significant knocks are high fuel consumption and occasional secondary air-injection pump faults.

The cabin uses rich semi-aniline leather, real wood and substantial switchgear. By 2021, though, the 2016-era design looked dated beside the BMW X7 and Mercedes GLS, and reviewers criticized the Remote Touch infotainment controller and the old-fashioned layout.

The final-year build of a mature generation comes from Toyota's Japanese plant, with tight panel gaps, a solid body-on-frame structure and a notably 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 there is broad parts availability and a large off-road aftermarket. The hydraulic AHC suspension, adaptive variable suspension and Lexus-specific trim are expensive dealer items out of warranty.

The 12.3-inch center display is large, but it is not a touchscreen. It is operated by the Remote Touch joystick.

The Remote Touch joystick is finicky and the menus are confusing. Reviewers call it Lexus' worst generation of infotainment and a major weakness at this price.

Neither Apple CarPlay nor Android Auto is offered in any form, wired or wireless. The 2021 LX is left behind here after most of the Lexus lineup had added them.

Navigation is standard and Amazon Alexa compatibility was added for 2021. Without phone projection, owners are stuck with dated native maps and command-style voice control.

A nine-speaker system is standard, and the optional 19-speaker, 450-watt Mark Levinson Reference Surround system is one of the better branded systems.

It uses analog Optitron gauges with a small color multi-information display. No full-digital cluster was offered on the J200 LX.

There are no whole-vehicle over-the-air updates. The Enform-era system gets map updates at best, typically at the dealer.

The Lexus Enform Remote app offers remote start, lock and vehicle status on a trial-then-subscription basis. There is no digital key.

It has USB-A ports and 12V outlets. The wireless charger comes only with the Luxury Package, and USB-C and a household outlet are absent.

Smart Access keyless entry, push-button start and a power liftgate are standard, and remote start works through the Enform app. There is no phone-as-key or hands-free kick liftgate.

Panoramic View Monitor (360°), Multi-Terrain Monitor, Intuitive Parking Assist sensors and Blind Spot Monitor with Rear Cross-Traffic Alert are standard on every LX 570. Camera resolution is dated and there is no automated parking.

A color head-up display is available but only through the Luxury Package.

It seats eight and the doors are large, but the step-up height is high, the second row is short on legroom (34.4 in) and the third row is kid-only. A 16.3 cu ft space behind the third row is tight for a stroller.

LSS+, blind-spot monitoring and a 360° camera are standard. It has no NHTSA or IIHS crash ratings, and the first-generation LSS+ lacks lane centering and rear-seat reminder features.

Four-zone climate, available heated/ventilated rear seats and dual 11.6-inch rear entertainment screens make long trips pleasant. With all seats filled, luggage room is only 16.3 cu ft.

The V8 is smooth and quiet and the ride is soft, but at ~6,000 lb it feels ponderous. The frustrating infotainment adds daily friction.

It returns 12 city / 16 highway MPG on premium fuel, which makes it one of the most expensive SUVs to commute in.

It is a 200-in-long, 78-in-wide body-on-frame SUV with a 38.7-ft turning circle. The standard 360° camera and parking sensors make it manageable.

A 7,000-lb tow rating, the V8 and full-time 4WD handle trailers well. Cargo space is modest and the luxury trim is not suited to work duty.

The Land Cruiser 200 chassis and 3UR-FE V8 have a world-class durability reputation. The luxury interior is what keeps it out of the top band for work duty.

It has a tow hitch and roof rails, but no onboard AC power, washable surfaces or upfit ecosystem. It is a luxury SUV.

It is quiet and cushy on the highway, and its 24.6-gal tank gives roughly 350 miles of highway range. The first-generation LSS+ has no lane centering to reduce fatigue.

Full-time 4WD with low range, a locking center differential, Crawl Control, Multi-Terrain Select, height-adjustable suspension and a 7,000-lb tow rating make it a genuine expedition vehicle.

Roof rails, a hitch and 81 cu ft of maximum space are useful. The high load floor and the bulky folded third row limit how much bulky gear it can take.

Heavy (~6,000 lb), tall and body-on-frame, it leans and wallows in corners despite adaptive dampers. Unibody rivals like the X7 and GLS are far more composed.

Variable Gear Ratio Steering is light and slow to respond, with little feedback. It is fine for cruising but vague when driven with any pace.

Braking is adequate but the pedal is soft, and stopping distances are long for the class given the mass.

The naturally aspirated V8 and 8-speed automatic are silky, with no turbo lag or stop/start shudder. Kickdown is leisurely and the engine feels strained by the weight.

The V8 is well isolated and has a pleasant muted burble under load. It is free of vibration.

It is reasonable for a full-size body-on-frame SUV on a 112.2-in wheelbase. Turn Assist can tighten it off-road.

It gives a commanding high view, a 14-way driver's seat and a power tilt/telescoping wheel. The tall step-in and the scattered button-heavy dash and Remote Touch controller detract.

Its off-road ability and V8 character give it charm, but on pavement it is a heavy, slow cruiser with no real engagement.

Standard content is solid on hardware and dated on tech. Every 2021 LX 570 includes the 383-hp 5.7L V8, full-time 4WD, Adaptive Variable Suspension with Active Height Control, Lexus Safety System+, leather with memory and a 12.3-inch navigation screen. But the screen is run by the clumsy Remote Touch controller, with no touchscreen and no CarPlay or Android Auto, and Mark Levinson audio and the Luxury and Sport content cost extra on an $87K+ SUV.

For about $88K–$93K+ buyers get a 13-year-old platform with 12/16 MPG, a cramped fold-up third row, small cargo space and dated infotainment. The Escalade, GLS and X7 of the same era offer far more modern tech and space for similar money. Real off-road capability and exceptional resale keep it from scoring lower.

Essentially a take-it-or-leave-it lineup: one powertrain and one drivetrain, with only a two-row/three-row choice plus Luxury and Sport packages and a 500-unit Inspiration Series.

A niche, declining seller in its run-out year. US volume slipped for a fourth straight year to about 3,600 units, a fraction of the Escalade's and the GLS's and X7's.

Lexus sits at or near the top of dependability and owner-loyalty studies, and the LX carries the Land Cruiser's global durability halo. That combination is exactly what protects its resale.

As a run-out model on an old platform, the LX 570 saw some lease support and dealer discounting early in the 2021 model year. From mid-2021 the industry-wide inventory shortage erased most discounts, so the buyer benefit was modest at best.

2021 is the final model year of a generation that launched for 2008, last facelifted for 2016, with its replacement already unveiled in October 2021. It is a textbook aging generation with imminent replacement.

Reviewers respect its build quality, V8 smoothness and off-road ability but mark it down hard for thirst, dated infotainment, a poor third row and price. It ranks in the lower half of luxury full-size SUV lists, with no comparison-test wins or awards.