2022 Lexus LX

2022 is the launch year of the J310 generation, which swapped the LX 570's 383 hp 5.7L V8 for the V35A-FTS 3.4L twin-turbo V6 at 409 hp across every grade. That lands solidly above mid-band for SUVs.

479 lb-ft delivered across a broad low-rpm plateau puts the LX near the top of the SUV torque band, up from 403 lb-ft on the outgoing V8.

Instrumented tests of the 2022 LX 600 average about 6.2 s, well ahead of the conservative factory figure. That is brisk for a ~5,900 lb body-on-frame SUV but only mid-band against the wider SUV field.

The new twin-turbo V6 is quiet at cruise and pulls effortlessly from low rpm, with strong isolation. First-drive reviews noted a brief turbo delay off the line and a muted sound next to the outgoing 5.7L V8, which keeps it just short of the top band.

The new 10-speed Direct-Shift automatic, which replaced the V8's 8-speed, shifts smoothly and suits the torque curve. Occasional part-throttle hunting among the close upper ratios and unhurried kickdowns keep it below the top band.

8,000 lbs is at the top of the SUV normalization band, so the item clamps at 100.

Full-time 4WD is standard on every 2022 grade, with a two-speed transfer case (low range), a Torsen center differential with lock, Multi-Terrain Select and Crawl Control; the F Sport Handling adds a Torsen rear limited-slip. No US grade offered a rear locker (that arrived with the later Overtrail), so it sits a notch below the maximum.

The LX has real off-road hardware on a Land Cruiser 300 (TNGA-F) frame: low range, Active Height Control air suspension, Crawl Control, Multi-Terrain Monitor and 27.5 in wading depth. But the 2022 US lineup (Standard, Premium, Luxury, F Sport Handling, Ultra Luxury) had no dedicated off-road grade or locking rear differential, and its size, weight and luxury tires hold it back.

The 2022 LX is take-it-or-leave-it: one 409 hp twin-turbo V6 on every grade, with no hybrid (the LX 700h arrived for 2025), diesel, PHEV or EV in the US.

19 MPG combined is near the bottom of the gas-SUV band, though a real gain over the 2021 LX 570 V8's 14 MPG combined. It is the price of a ~5,900 lb body-on-frame 4WD SUV.

17 MPG city sits at the low end of the gas-SUV band.

22 MPG highway is weak even for a full-size SUV, because the boxy, heavy body costs efficiency at speed.

The J310's 21.1-gallon tank yields about 401 miles at the combined rating. That is adequate but below mid-band, and a smaller tank than the previous LX 570 carried.

EPA's estimate of $4,200 per year exceeds the top of the SUV band, reflecting both 19 MPG and a premium-fuel requirement.

Premium gasoline is required, not merely recommended, on every 2022 LX 600 grade. That adds a real running-cost penalty on top of the low mileage.

NHTSA has not crash-tested the 2022 LX 600, the launch year of the J310 generation: every frontal, side and rollover field is 'Not Rated'. The value is an estimate, not a measurement — tall, heavy TNGA-F body-on-frame siblings such as the Sequoia and Tundra-based SUVs typically land at 4 stars overall, held back by rollover, and nothing about the LX's proportions suggests better.

The 2022 LX has no IIHS Top Safety Pick or TSP+ award and no published crashworthiness results; IIHS rarely tests $90,000+ full-size luxury SUVs (Escalade, Navigator and QX80 are likewise unawarded). Scored mid-band: the all-new TNGA-F structure is modern, but an award or all-Good results can't be assumed.

Every 2022 LX 600 grade (base, Premium, F Sport Handling, Luxury, Ultra Luxury) gets Lexus Safety System+ 2.5 standard — AEB with pedestrian/bicyclist detection and intersection left-turn support, Emergency Steering Assist, all-speed Dynamic Radar Cruise Control, Lane Departure Alert with steering assist, Lane Tracing Assist, Intelligent High Beams and Road Sign Assist — plus standard Blind Spot Monitor, RCTA with braking and Panoramic View Monitor. A comprehensive suite on every trim.

LSS+ 2.5's pre-collision system detects low-light pedestrians and daytime cyclists and covers intersection left turns, and Toyota/Lexus systems have generally rated well in IIHS vehicle-to-vehicle front crash prevention tests. Held to the upper-middle band because IIHS has never tested the LX's AEB, it lacks the motorcyclist detection of LSS+ 3.0, and it has roughly 6,000 lb to stop.

Blind Spot Monitor is standard on every grade and Rear Cross-Traffic Alert brakes automatically via Intuitive Parking Assist, so the system intervenes rather than only warns; Panoramic and Multi-Terrain monitors add low-speed coverage. Bottom of the top band because there is no trailer-aware blind-spot extension despite an 8,000 lb tow rating.

Lane Departure Alert with steering assist and Lane Tracing Assist centering are standard, with Emergency Steering Assist for evasive maneuvers. Centering is competent but operates only with radar cruise engaged and can wander on faded lines, leaving little margin in a vehicle this wide.

All-speed Dynamic Radar Cruise Control with stop-and-go is standard on every grade and pairs with Lane Tracing Assist for a competent hands-on highway assist. Below the top band because Lexus's tuning follows conservatively and resumes slowly compared with BMW or Mercedes systems at this price.

No 2022 LX grade offers hands-free highway driving — LSS+ 2.5 requires hands on the wheel and Lexus Teammate Advanced Drive was limited to the LS 500h. Scored just above the floor for the integrated hands-on highway assist; a clear shortfall against the Super Cruise Escalade and BlueCruise Navigator.

LED headlights with Intelligent High Beams are standard on every grade given the flagship positioning. Mid-band because IIHS has never rated the LX's headlights and Toyota's truck-based vehicles have not consistently earned Good.

An upright greenhouse, high seating position and large side glass give a commanding forward view, and the standard Panoramic View Monitor plus Multi-Terrain Monitor cover close-in blind zones; Ultra Luxury adds a digital rearview mirror. The long hood, thick D-pillars and sheer length leave zones only the cameras cover.

Tall, wide rear doors and a roomy second row ease car-seat fitting, with LATCH and top tethers in the outboard second-row seats. Held below the top band by recessed lower anchors, difficult three-across fitment, a high body-on-frame step-in, and the four-seat Ultra Luxury being poorly suited to family use.

The volume Premium grade adds the power fold-flat third row for seven seats; the base LX 600 is a two-row five-seater and the Ultra Luxury a four-seat VIP layout.

Front headroom is modest for a tall full-size SUV — the high floor and standard power moonroof leave less space overhead than the body height suggests.

41.1 inches sits near the bottom of the SUV band and trails the Escalade and Navigator by a wide margin.

Second-row headroom is good and exceeds the front row thanks to the upright roofline.

Second-row legroom is mid-size-SUV territory and gives away several inches to the Escalade, Navigator and QX80 at similar money; the Ultra Luxury recovers stretch-out room by moving the front passenger seat forward.

The third row is child-sized — 31.1 in of legroom and 35.2 in of headroom on a low cushion — though it reclines, power-folds flat into the floor, and the second row auto-tumbles for access; it is not offered on the base or Ultra Luxury grades.

Poor cargo volume for a full-size SUV — the fold-into-floor third row raises the load floor and the bay is shorter than body-on-frame rivals'.

Maximum cargo is the weakest among full-size luxury SUVs — some 20+ cu ft short of the Escalade, QX80 or GLS.

Competent rather than clever: a deep console with an available cool box, wireless charging tray, power fold-flat third row and one-touch auto-arrange seats (Luxury), but little underfloor space and no household outlet.

Front seats are supportive and plush, heated and ventilated from Premium; the Ultra Luxury's 48-degree reclining, massaging rear chairs are exceptional, but volume-grade second-row room is short and the third row is child-only.

Adaptive Variable Suspension (from Premium) makes it far smoother than the LX 570, but reviewers split — CarPro calls it comfortable while Edmunds finds it floaty at highway speed, and body-on-frame choppiness shows over broken pavement on 22-inch wheels.

Wind and road noise are well suppressed at cruise, but the twin-turbo V6 is audibly gruffer than the V8 it replaced when worked.

Rich from Premium up — heated wheel, heated/ventilated fronts and heated second row — with ventilated rear seats on Luxury and overhead vents plus massaging rear seats on Ultra Luxury; the base grade has only heated front seats and no heated wheel (made standard for 2023).

The launch-year LX 600 opens at $86,900 plus $1,345 destination, far above the $65,000 SUV band ceiling.

Premium is the typical LX purchase and the grade reviewers recommend; at $96,345 delivered it is well past the $68,000 band ceiling, as is every 2022 grade.

Land Cruiser 300-series mechanicals and the twin-turbo V6 keep unscheduled repairs low for the class, but adaptive suspension, large tires and Lexus dealer labor rates push routine costs above mainstream SUVs.

The launch-year LX has held value far better than German and American full-size luxury rivals, though real-world 2022 examples sit a little below CarEdge's generic 67% projection as markup-era pricing unwound.

Standard Lexus basic coverage — a year longer than Toyota-branded siblings, 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 2022 LX is gas-only, so no hybrid-component extension applies.

Short included-maintenance window but solid ancillary coverage: one year of complimentary maintenance, four years of unlimited-mileage roadside assistance and multi-year connected-service trials — ahead of the German full-sizers' bare packages, short of a multi-year maintenance program.

$96,345 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $57,807) leaves about $38,538 in depreciation. Add the projected $5,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $43,538 in total.

2022 is the launch year of the J310 generation, with a new platform, a new twin-turbo V6 and new electronics. That makes it the highest-risk year of the generation by Consumer Reports' own redesign logic. It is also squarely inside the V35A machining-debris build window. Lexus pedigree and mostly positive owner feedback keep it in the average band, just below the 2023 car.

Around the 2022 model year Lexus was a top-two premium brand in J.D. Power's VDS, then ranked highest overall from 2023 on, and it is a perennial top-three brand in Consumer Reports. That is the top band, a couple of points under the years when it led the VDS outright.

The 2022 LX has the heaviest recall load of any year of this generation: six campaigns, including both rounds of the V35A engine-debris recall, whose remedy is engine replacement because main-bearing failure can cause a stall at speed. On top of those are a neutral-rollaway recall, an FMVSS 126 stability-control software non-compliance specific to 2022, a camera recall and an airbag occupant-sensor recall. Repeated powertrain and safety-system campaigns put it in the failing band.

The V35A-FTS twin-turbo V6 was brand new for 2022, debuting alongside the Tundra, and it replaced the famously durable 3UR-FE V8. First-year production sits squarely inside the batch with the debris defect that can seize the engine. The Aisin 10-speed automatic has no red flags, which keeps the score just short of outright failing.

The cabin is rich: semi-aniline leather, open-pore wood and metal trim, and a four-seat Ultra Luxury rear cabin. The Land Cruiser-derived switchgear, some hard lower plastics and the stacked dual screens keep it behind the German flagships at this price.

Japanese-built Lexus flagship assembly gives tight, consistent panel gaps, and 2022 owner reviews do not report a recurring squeak or rattle theme. It is scored slightly below the 2023 car because launch-year production carried the most early-build software and electronic glitches.

Lexus sets the industry benchmark for service satisfaction, with complimentary loaners and a strong dealer experience. The network is smaller than Toyota's and thin in rural areas, which matters little to a mostly metropolitan LX ownership base.

The engine and transmission are shared with the Tundra and Sequoia, so parts supply is good. The chassis, though, comes from the Land Cruiser 300, which is not sold in the US, and the adaptive suspension, twin turbos and Lexus-specific electronics are expensive out-of-warranty repairs. As the oldest J310 year, the 2022 is also the first to leave powertrain warranty coverage.

A 12.3-inch main touchscreen paired with a 7-inch lower screen for climate and vehicle information is standard on every grade.

The new Lexus Interface is quick and a huge step up from the old touchpad, but splitting functions across two screens with few physical buttons draws criticism — the small lower screen is hard to use on the move.

Wireless Apple CarPlay and wireless Android Auto are standard on all grades.

Cloud navigation with Google POI data and a natural-language 'Hey Lexus' assistant with speaker-location detection are strong, but both depend on a Drive Connect subscription after the trial.

The base 10-speaker system is decent; the available 25-speaker, 2,400-watt Mark Levinson Reference Surround system (optional on Premium, standard on Luxury) is among the best in the segment.

Clear but conventional: analog-style dials flank an 8-inch multi-information display rather than a fully configurable wide-screen cluster; only the F SPORT Handling gets distinct performance instrumentation.

Cloud navigation and the multimedia system update over the air, with cloud-stored driver profiles; there is no whole-vehicle, feature-adding OTA program.

The Lexus app covers remote engine start, lock/unlock, vehicle health and service scheduling, but Remote Connect is subscription-gated after the trial.

Wireless charging is standard and USB count rises from four on the base to six from Premium, with a rear wireless charger on Ultra Luxury; no household AC outlet.

Smart Access keyless entry and push-button start are standard, remote start via the app, a hands-free Power Rear Door with Kick Sensor from Premium, and fingerprint-authenticated start on the J310.

Panoramic View Monitor, Multi-Terrain Monitor with world-first Back Underfloor View, and Intuitive Parking Assist with auto braking are standard; a digital rearview mirror is on Ultra Luxury.

A color head-up display is standard from the volume Premium grade upward.

Big doors, an auto-tumble second row and power fold-flat third row help, but 36.6 in of second-row legroom pushes front occupants forward around rear-facing seats, the third row is child-only, and cargo with all seats up is just 11 cu ft — tight for a stroller.

Lexus Safety System+ 2.5, Blind Spot Monitor, parking assist with auto braking and surround cameras are standard on every grade, but the 2022 LX has neither NHTSA nor IIHS crash ratings to back it up.

Plush and quiet for four adults with heated/cooled seats and available rear entertainment, but luggage space with six or seven aboard is minimal and the base grade lacks a heated wheel and second-row heat.

Commanding view and 479 lb-ft of low-end torque make it effortless in traffic, but its sheer bulk, body lean and a floaty highway ride per Edmunds make it more tiring than unibody luxury rivals.

19 MPG combined on premium fuel makes it one of the most expensive vehicles to commute in.

About 200 inches long and 78 inches wide, but a 39-ft turning circle, standard 360-degree cameras and parking sensors with auto braking make it manageable with care.

An 8,000-lb tow rating with Trailer Sway Control and a torque-rich twin-turbo V6 on a ladder frame give real towing ability, but cargo space is small and a six-figure LX is not a jobsite tool.

Shares the Land Cruiser 300's rugged frame lineage, but 2022 was the first year of an unproven twin-turbo V6 (the related engine later drew bearing-debris recalls) and the semi-aniline, open-pore-wood cabin is not built for abuse.

Beyond towing, roof rails and a dealer tow-ball mount there are few work provisions — no AC onboard power, no washable floors, and a limited upfit ecosystem in the US.

Good seats, a quiet ride, All-Speed Dynamic Radar Cruise Control and Lane Tracing Assist plus ~400 miles of range make it a capable tourer, held back by a floaty highway ride and no hands-free assist.

Genuine off-road hardware: full-time 4WD with low range and a locking Torsen center diff, Crawl Control, Multi-Terrain Monitor with underfloor views, available Active Height Control, 27.5-in wading depth and 8,000-lb towing.

Roof rails, a tow hitch, a power fold-flat third row and one-touch auto-arrange seats help, but the load floor is high and 64 cu ft max is class-trailing.

The new GA-F platform and adaptive dampers make it far more composed than the LX 570, but reviewers disagree — some praise limited body lean while Edmunds found it leaning dramatically and unsettled by midcorner bumps; it stays well short of unibody rivals.

The new electric power steering is sharper off-center and quicker than the old hydraulic rack, though some testers found it heavy and disconnected.

Braking is strong for a ~6,000-lb body-on-frame SUV, with consistent stops in MotorWeek's testing, though nosedive under hard stops is noticeable.

The 409-hp twin-turbo V6 delivers strong, well-matched low-end torque through a smooth 10-speed, though there is some initial turbo lag and noticeable stop/start.

Quiet at cruise, but the V6 sounds gruff under load and lacks the silky character of the V8 it replaced.

A 39-ft circle is reasonable for a 200-inch full-size SUV; Crawl Control's Turn Assist can tighten it off-road.

A high, commanding seat with power tilt/telescope wheel, but short front legroom and the small lower touchscreen for climate controls are ergonomic weak points.

Not sporty, but its torquey punch and go-anywhere ability give it a likeable, brutish character; the F SPORT Handling adds a Torsen rear LSD for sharper response.

The $88K base LX 600 includes full-time 4WD with Torsen center locker, adaptive variable suspension, Multi-Terrain Select, Crawl Control, 12.3-inch + 7-inch touchscreens, LSS+ 2.5 and heated/ventilated front seats, but the base grade is two-row only and the heated wheel (made standard for 2023), third row, Mark Levinson audio and massaging seats cost $8K–$40K more.

The LX charges a premium for Land Cruiser 300-series body-on-frame capability, 8,000-lb towing and Lexus build quality while conceding third-row space, cargo room and fuel economy to the Escalade, GLS, X7 and Navigator; strong resale softens the premium.

Five differentiated grades — base, Premium, F Sport, Luxury and the four-seat Ultra Luxury — spanning two-row, three-row and executive seating, but a single powertrain and no affordable entry point.

A low-volume niche seller; calendar 2022 was a changeover year with the new J310 arriving in early 2022 under severe allocation limits, so volume stayed in the low-to-mid thousands versus ~40,000 Escalades — though demand clearly exceeded supply.

Lexus sits at or near the top of dependability and owner-loyalty studies, and the LX carries the Land Cruiser's global durability halo, which directly supports resale.

Scored on buyer benefit, and there was essentially none: the launch-year LX 600 arrived amid the 2022 inventory shortage, sold with waitlists and frequent dealer markups, and carried no meaningful factory cash or subvented financing.

2022 is the launch year of the all-new J310 generation on the TNGA-F body-on-frame platform, with new twin-turbo V6, Lexus Interface infotainment and LSS+ 2.5 — years of runway before any redesign.

Reviewers praised the new LX's refinement, build quality, stronger yet more efficient V6 and genuine off-road ability, but marked it down for price, fuel economy and a tight third row; well regarded without comparison-test wins or major awards.