2024 Lexus LX

2024 is a carry-over year of the fourth-generation (J310) LX, which launched for 2022; every grade uses the 409 hp V35A-FTS twin-turbo V6. The LX 700h hybrid did not arrive until the 2025 model year, so 409 hp is both the volume and the maximum figure.

479 lb-ft delivered on a broad low-rpm plateau sits near the top of the SUV band; torque rather than peak power is what this Land Cruiser 300-derived driveline is built around.

Car and Driver's instrumented test of the J310 LX 600 ran 5.9 s, well inside the factory 6.9 s estimate; every 2024 grade shares the identical engine, gearbox and 4WD, so heavier grades would land only slightly slower. Very quick for a ~5,600 lb body-on-frame SUV, though mid-to-upper band against the wider SUV field.

The twin-turbo V6 is quiet and well isolated at cruise and pulls effortlessly from low rpm on its 479 lb-ft plateau. Reviewers' recurring reservations — a beat of turbo lag off the line and a characterless note next to the retired 5.7L V8 — keep it just short of the top band.

The 10-speed Direct-Shift automatic is smooth and well matched to the torque curve, holding gears sensibly under load. Closely spaced upper ratios produce some part-throttle hunting and kickdown is unhurried rather than sharp.

8,000 lbs is at the top of the SUV normalization band, carried by the body-on-frame GA-F platform and full-time 4WD.

Full-time 4WD is standard on every 2024 grade with a two-speed transfer case (H4/L4), lockable center differential, Multi-Terrain Select and Crawl Control; the F Sport Handling grade adds a Torsen rear limited-slip differential. That is the sophisticated end of the band.

Genuine hardware: low range, center locker, Active Height Control air suspension with generous wheel travel, Crawl Control and the Multi-Terrain Monitor camera suite. Held to the low 80s because 2024 has no dedicated off-road grade — the Overtrail trim with a rear locker and all-terrain tires arrived only for 2025 — and the LX's mass, width and luxury wheel/tire packages limit it versus Land Cruiser/GX Overtrail-class rigs.

For 2024 the LX is sold in the US with one powertrain only — the 409 hp twin-turbo V6 with a 10-speed automatic — across all grades. The LX 700h hybrid (and the diesel LX 500d, which is not sold in North America) do not broaden the 2024 US lineup.

EPA combined rating for the only 2024 LX powertrain. At 19 MPG the heavy body-on-frame, full-time 4WD LX sits near the bottom of the gas SUV band.

With no electrified assistance in 2024 (the hybrid came for 2025), the ~5,600 lb LX has nothing to recover stop-and-go losses, leaving it close to the floor of the SUV city band.

EPA highway rating; the tall 10th gear helps, but the LX's frontal area and mass keep it near the bottom of the SUV highway band.

The large fuel tank converts one of the poorest combined ratings in the segment into a mid-band cruising range.

At EPA's standard 15,000 mi/yr the LX burns roughly 790 gallons, all of it premium, putting the annual cost beyond the expensive end of the SUV band.

Premium unleaded is required for the Lexus tune of the 3.4L twin-turbo V6, and 2024 offers no hybrid, diesel, flex-fuel or plug-in alternative, placing it in the 'premium required' band.

NHTSA has not crash-tested the fourth-generation (J310) LX in any year, 2024 included; low US volume and a six-figure price keep it out of the NCAP queue. The value is an estimate from the TNGA-F body-on-frame family (Tundra, Sequoia), which lands at 4 stars overall, held there by the rollover result of a tall, heavy SUV.

The 2024 LX has no IIHS Top Safety Pick/TSP+ and no published crashworthiness ratings — IIHS doesn't buy and crash $90,000+ full-size luxury SUVs, so Escalade, Navigator and QX80 are likewise unrated. Scored mid-band: modern TNGA-F structure, but Toyota body-on-frame siblings have posted sub-Good results in the updated moderate-overlap (rear passenger) test, so good performance can't be assumed.

Every 2024 LX 600 grade gets Lexus Safety System+ 2.5 — Pre-Collision System with pedestrian/bicyclist detection, intersection turn assist and 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 with Rear Cross-Traffic Alert and braking. Comprehensive and not trim-gated; held a few points under the later LSS+ 3.0 LX because 2.5 lacks motorcyclist detection and Proactive Driving Assist.

LSS+ 2.5's Pre-Collision System covers vehicles, pedestrians (including low-light) and bicyclists and adds intersection-turn detection, and Toyota/Lexus systems generally rate well in IIHS vehicle-to-vehicle tests. No IIHS front crash prevention result exists for the LX, and a ~6,000 lb SUV has far more mass to stop than the crossovers those results came from, so it stays in the upper-middle band.

Blind Spot Monitor with Rear Cross-Traffic Alert and Rear Cross-Traffic Braking is standard, and Panoramic View Monitor with Multi-Terrain (underbody) Monitor extends low-speed coverage around a very long body. Short of the top band because there is no trailer-aware blind-spot extension despite an 8,000 lb tow rating and no active blind-spot steering intervention.

Lane Departure Alert with Steering Assist is standard (above ~32 mph) and Lane Tracing Assist centers the vehicle, but only while Dynamic Radar Cruise is engaged. It is functional and reasonably smooth, with occasional wander on faded markings — a notable concern in a vehicle this wide.

All-Speed Dynamic Radar Cruise Control is standard with stop-and-go down to 0 mph and resume, and pairs with Lane Tracing Assist into a competent hands-on highway assist. Below the top band because Lexus's tuning is conservative and resume is slow next to the best systems in the class (Super Cruise, BMW Driving Assistant Professional).

No hands-free driving is offered on the 2024 LX — LSS+ 2.5 is hands-on only and Lexus Teammate/Traffic Jam Assist is not listed for the LX. A clear deficit against the Super Cruise Escalade and BlueCruise Navigator; scored just above the floor for the integrated hands-on assist.

LED headlights with Intelligent High Beams are standard across the range, with adaptive high-beam hardware on upper grades. The LX has never been IIHS headlight-rated and Toyota's truck-based products haven't consistently earned Good, so it sits mid-band.

The upright greenhouse, high seating position and large side glass give a commanding forward view, and Panoramic View Monitor with Multi-Terrain underbody views (plus a digital rearview mirror on upper grades) compensates for the close-in zones. The long hood, thick D-pillars and sheer length keep it out of the 80s.

Tall, wide-opening rear doors and a roomy second row make seats easy to install, with LATCH in the second-row outboard positions. Anchors are recessed in the seat bight, three-across is tight even at this width, the high step-in makes lifting a child in harder, and the four-seat Ultra Luxury grade is poorly suited to families.

The volume 2024 LX 600 Premium adds a power-folding third row for seven seats; the base grade and F Sport Handling are two-row five-seaters and Ultra Luxury is a four-seat executive layout.

Modest front headroom for a 74-inch-tall SUV; the high floor and standard moonroof eat into the tall body.

41.1 inches sits near the bottom of the SUV band — the LX inherits the Land Cruiser 300's relatively short front footwell rather than the stretch-out room of an Escalade or Navigator.

Second-row headroom is good for the class, a genuine plus of the tall body.

36.6 inches is mid-size-SUV territory and gives away several inches to the Escalade, Navigator and QX80; only the four-seat Ultra Luxury stretches it to 43 inches.

Where fitted, the third row is a kids-or-short-trips space with a low cushion and awkward access, and it is absent entirely on the base, F Sport Handling and Ultra Luxury grades.

Poor cargo volume for a full-size SUV — the third row stows against the sides of the bay rather than into the floor, narrowing the load space.

Maximum cargo trails every full-size rival by 20+ cubic feet because of the raised floor and side-stowing third row.

Competent rather than clever: a deep console with a cool box on F Sport and Luxury, and a hands-free power liftgate, offset by limited underfloor storage and a cargo bay compromised by the stowed third row.

Broadly adjustable, well-bolstered front seats with heating and ventilation from Premium up and a comfortable second row; the cramped third row and short second-row legroom hold it below the GLS/Navigator.

Adaptive Variable Suspension (from Premium) and available Active Height Control give a soft, composed ride well beyond the Sequoia, but body-on-frame construction and the 22-inch wheels on upper grades let sharp impacts through; the base grade lacks adaptive dampers.

Among the quieter vehicles in the segment — heavy insulation and acoustic glass keep wind and road noise well suppressed, with the twin-turbo V6 hushed at cruise.

Heated/ventilated fronts and heated rear outboard seats from Premium, ventilated second row on Luxury, and massage plus overhead rear vents on Ultra Luxury; the base grade is thinner and key features are grade-gated.

For 2024 the LX still offered a base LX 600 grade (the gas twin-turbo V6 was the only powertrain; the LX 700h hybrid didn't arrive until MY2025). At about $93K delivered it sits far above the SUV band ceiling.

The Premium grade is the typical volume configuration. It adds features most LX buyers want over the base car without reaching the F Sport or Luxury price. Every trim is far above the 68,000 band ceiling.

The Land Cruiser 300-series mechanicals keep the risk of unscheduled repairs low. However, the air suspension, E-KDSS, large tires and twin-turbo V6 push routine costs above those of a Toyota-badged sibling.

The LX's strongest ownership argument. Constrained allocation, the Land Cruiser durability reputation and Lexus residuals keep its depreciation far below the German and American full-size luxury norm.

Standard Lexus basic coverage — mid-pack for a luxury vehicle.

Lexus powertrain coverage of 6 yr / 70,000 mi sits near the bottom of the 5–10 year band. The 2024 LX was gas-only, so no longer hybrid coverage applies.

Only a short included-maintenance window, but strong ancillary coverage: 4 years of unlimited-mileage roadside assistance and long connected-service trials. This puts it in the mid band — above the German full-size SUVs and short of a multi-year maintenance program.

$101,865 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $63,156) leaves about $38,709 in depreciation. Add the projected $6,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $45,309 in total.

Consumer Reports rates the 2024 LX only about average for its model year, which is well short of the top-tier standing Lexus products usually get. The rating fits the record. 2024 is only the third model year of the J310 generation, and it carries the twin-turbo V35A engine that Toyota has since named in an engine-replacement campaign covering 2022–2024 builds. Lexus assembly quality and the brand's ownership record keep the score in the middle of the band rather than below it.

This is a brand-level item, and Lexus has been a top-three brand in Consumer Reports' reliability survey and at or near the top of J.D. Power's Vehicle Dependability Study for many consecutive years. That puts it firmly in the top band. It sits a notch below parent brand Toyota, which CR currently ranks ahead of Lexus.

The 2024 LX falls in the low band because it is named in a major powertrain recall. Toyota's November 2025 expansion of the V35A machining-debris campaign now covers 2022–2024 LX, and the remedy is a main-bearing inspection with engine replacement where needed. That is the most severe kind of defect this item covers. On top of that are three further campaigns: transmission-ECU software for unexpected vehicle movement in neutral, a frozen or blank rear camera, and a front-passenger occupant-classification seat frame that fails FMVSS 208. That is four recalls for one model year of a low-volume flagship.

The 3.4L twin-turbo V35A replaced the famously durable 5.7L 3UR-FE V8, and in the LX it runs at its highest tune (409 hp). For the 2024 model year, this exact engine is now covered by a main-bearing-failure recall that can end in engine replacement. That is a documented weakness in the engine, not just an unproven design. The Aisin 10-speed automatic has a solid record, although it also needed a neutral-rollaway software fix. That keeps the score at the bottom of the middle band rather than below it.

The materials are genuinely rich: semi-aniline leather and real wood or metal on the upper grades, plus a four-seat Ultra Luxury executive cabin. At a volume price above $100,000, however, switchgear shared with the Land Cruiser 300, harder lower-console plastics and the stacked twin-screen dash are more noticeable. Reviewers generally rank its cabin behind the Range Rover and the German flagships.

The LX is built in Japan on Lexus's flagship line, and its panel gaps and trim alignment are among the tightest in the full-size SUV class. No recurring squeak, rattle or misalignment problem has attached to the 2024 model. The passenger seat-frame clearance recall is a real assembly-tolerance defect, though, and it keeps the score below the very top.

Lexus sets the industry benchmark for luxury service satisfaction. Loaners and concierge service come standard, which puts the LX in the top band. Its network has far fewer US stores than Toyota's and is thin in rural areas, but that matters little for a mostly metropolitan flagship buyer base.

Toyota's supply chain keeps parts available, and the engine and transmission are shared with the high-volume Tundra and Sequoia. Chassis, suspension and body parts, however, come from the Land Cruiser 300, which is not sold in the US. Out-of-warranty repairs to the adaptive height-control suspension, the twin turbochargers and the Lexus electronics are expensive, and aftermarket support is thin compared with the GX or 4Runner.

Every 2024 LX uses the same dual-screen stack: a 12.3-inch upper touchscreen for navigation/audio over a 7-inch lower touchscreen for climate and Multi-Terrain Select; no larger option exists.

Lexus Interface is quick and logical and the LX keeps physical knobs, but splitting climate and terrain functions onto the small lower screen scatters controls, and the 12.3-inch upper display feels small for the class.

Wireless Apple CarPlay and Android Auto are standard on every 2024 LX grade with no subscription.

'Hey Lexus' natural-language assistant and cloud navigation with Google POI data work well, but cloud nav is subscription-dependent after the trial, pushing many owners to phone projection.

A 10-speaker system is standard and the 25-speaker, 2,400-watt Mark Levinson system on Luxury and Ultra Luxury is outstanding; it stops short of 90 because volume grades keep the base system.

The 2024 LX pairs a 7-inch digital display with conventional meter hardware rather than a full-width configurable panel; the F Sport Handling gets its own digital meter treatment. Well behind the German rivals' edge-to-edge clusters.

Over-the-air map and multimedia updates only; no program of whole-vehicle feature-adding updates.

The Lexus App offers remote start/climate, lock/unlock, status and vehicle finder plus Digital Key, but Remote Connect becomes a paid subscription after the trial.

Four USB ports and a standard wireless charger (with rear wireless charging mentioned for Ultra Luxury) are adequate, but port count is modest for a three-row flagship and there is no household outlet highlighted.

Smart Key proximity entry and push-button start standard, remote start via app, available Digital Key, and a hands-free power liftgate from Premium up.

Standard surround-view camera with Multi-Terrain Monitor 'transparent underfloor' view and Back Underfloor View, plus front/rear sensors — one of the best camera suites fitted to any SUV; no automated parking.

A color HUD is standard on F Sport, Luxury and Ultra Luxury but not fitted to the base or the volume Premium grade.

Tall step-in height, a tight third row and a cargo bay narrowed by the stowed seats make daily family logistics harder than in an Escalade or GLS; the 7-seat layout only comes from Premium upward.

Lexus Safety System+ 2.5 (PCS with pedestrian/cyclist detection, all-speed radar cruise, lane tracing) is standard on every grade, but the LX has never been crash-tested by NHTSA or IIHS, leaving families without independent ratings.

Quiet, plush and well climate-controlled for four, but 11 cu ft behind the third row and cramped third-row space limit it with a full load; rear entertainment is Ultra Luxury only.

Smooth, quiet and effortless in traffic with strong low-end torque, but its ~5,600 lb bulk, tall step-in and truck-like responses make it more tiring than unibody luxury SUVs.

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

A large body-on-frame footprint, but a 38.7-ft turning circle (tight for the class) and a standard surround-view camera with underfloor view make it manageable with care.

8,000-lb towing on a body-on-frame chassis with low range and a torquey twin-turbo V6 is genuine capacity, but small cargo volume and luxury pricing limit it as a work tool.

The Land Cruiser 300 architecture has a global toughness reputation, but leather-and-wood luxury trim and 22-inch wheels on most grades are poorly suited to hard work use, and the twin-turbo V6 is younger and less proven than the V8 it replaced.

Few work provisions — no onboard power export, limited tie-downs and a luxury cabin — beyond its hitch and tow rating.

Quiet, supple and equipped with LSS+ 2.5 radar cruise and lane tracing, with a 21.7-gal tank giving about 412 miles of range; thirst and non-hands-free ADAS keep it below 80.

Full-time 4WD with low range, center locker, Crawl Control, six-mode Multi-Terrain Select, AHC height adjustment and the underfloor camera, plus 8,000-lb towing — a genuine adventure enabler despite its size and luxury tires.

Roof rails, a tow hitch and a power-folding third row help, but the side-stowing third row and high floor leave just 64 cu ft max — well short of rivals.

Secure and better controlled than the old LX 570 thanks to AVS damping (and the F Sport Handling's rear stabilizer/Torsen LSD), but it is still a tall ~5,600 lb body-on-frame truck with plenty of roll.

The switch to electric power steering for the J310 improved precision and weighting over the hydraulic LX 570, but it remains light and largely numb.

Electronically Controlled Brake system gives a consistent pedal and adequate stopping power, but the LX's mass lengthens stops relative to unibody luxury rivals.

The twin-turbo V6 and 10-speed automatic are smooth with a broad torque plateau, but a beat of turbo lag off the line and occasional upper-gear hunting hold it below 80.

Quiet and well isolated at cruise; under load the V6 is inoffensive but lacks the character of the retired V8.

Tight for a full-size body-on-frame SUV on a 112-inch wheelbase.

Commanding, adjustable driving position with good sightlines and retained physical knobs, offset by a high step-in, limited front legroom and headroom for tall drivers, and controls split across two screens.

Quick for its size (5.9 s to 60) and satisfying off-road, but on pavement it is a plush cruiser rather than an engaging drive.

The base LX 600 comes with a lot as standard: full-time 4WD with a Torsen center differential, Multi-Terrain Select, Crawl Control, a 12.3-inch plus 7-inch dual-screen Lexus Interface, Lexus Safety System+ 2.5 and heated/ventilated front seats. However, adaptive air suspension, the Mark Levinson audio and a third row are reserved for pricier grades. Competitive for ~$93K rather than generous.

It asks a premium over the Escalade, GLS and X7 while giving up third-row space, cargo volume and fuel economy (409-hp twin-turbo V6). What the money buys — Land Cruiser 300 hardware, real off-road ability, 8,000-lb towing and class-best resale — is unique but narrow. Slightly better value than the 2026 LX thanks to the sub-$93K base grade.

Five well-spaced grades from a ~$93K base to the ~$134K four-seat Ultra Luxury, covering 5-, 7- and 4-seat layouts and a sporty F Sport Handling grade. The only powertrain is the V6 gas engine for 2024: no hybrid and no Overtrail trim yet, so the lineup is narrower than from 2025 onward.

A low-volume niche seller, limited as much by allocation as by demand. Sales were roughly flat year on year and a fraction of the Escalade, GLS and X7.

Lexus is one of the strongest badges in the segment, and the LX adds the Land Cruiser's global durability halo, which directly protects resale value.

Limited allocation and steady demand kept 2024 LX transactions at or near MSRP, with little factory incentive support. Buyers could negotiate somewhat on higher trims that sat longer on dealer lots.

2024 was the third year of the J310 generation, which launched for MY2022 on the current TNGA-F platform. It was a carry-over year and redesign risk was low, although the hybrid and Overtrail updates were imminent for MY2025.

Reviewers respect the LX for its build quality, refinement and off-road ability but rarely pick it over the Escalade or GLS. They cite its thirst, tight third row and modest cargo space. Its KBB resale award is its main recognition.