2025 Lexus LX

The volume gas LX 600 uses the 3.4L twin-turbo V35A-FTS V6 at 409 hp, carried over from the 2022 launch of the J310 generation. The LX 700h hybrid, new for 2025, tops the range at 457 hp, which puts output well above the middle of the SUV band.

479 lb-ft from low rpm is near the top of the SUV band, and the hybrid's 583 lb-ft goes past it. This powertrain is built for torque, as you'd expect from Land Cruiser 300 underpinnings.

The powertrain has not changed since 2022, so the J310 instrumented tests still apply. They average about 6.2 s, which is quick for a roughly 5,600 lb body-on-frame SUV but only mid-band against a field that includes performance and EV SUVs.

In the LX 600, the twin-turbo V6 is quiet at cruise and delivers effortless mid-range thrust from its broad torque plateau. Reviewers still note a beat of turbo lag off the line and a flat soundtrack next to the old 5.7L V8. The new 700h hybrid fills in low-end response but adds some transition and brake-feel roughness.

The 10-speed Direct Shift automatic is smooth and suits the low-rpm torque. The closely spaced upper ratios cause occasional part-throttle hunting, and kickdown is unhurried rather than crisp.

8,000 lbs is the ceiling of the SUV band, so this item scores 100. The rating is the same for the gas and hybrid versions.

Full-time 4WD is standard on every grade. It pairs a Torsen limited-slip center differential (50:50 split) with a two-speed transfer case (H4/L4), Multi-Terrain Select and Crawl Control. The new 2025 Overtrail grade adds electronically locking front and rear differentials, which puts the LX at the sophisticated end of the band.

The LX has real off-road credentials: low range, adjustable-height suspension, Crawl Control and Multi-Terrain Monitor. The 2025 Overtrail grade is a dedicated off-road trim with three locking differentials, 33-inch all-terrain tires on 18-inch wheels and a front skid plate. It sits just below the top of the band because of its size, weight and luxury bias, and because the Overtrail is hybrid-only, so the volume LX 600 cannot get the lockers.

2025 is the change year: the LX 700h hybrid joins the LX 600, giving two distinct powertrains. It stays below the 80+ band because both are built on the same 3.4L twin-turbo V6, and there is no PHEV, diesel or EV in the US.

This is the EPA combined rating for the volume gas LX 600 (3.4L twin-turbo V6, 10-speed, full-time 4WD). Among gas SUVs it sits near the bottom of the band.

The EPA city figure for the LX 600. A heavy body-on-frame 4WD SUV with no electrification recovers nothing in stop-and-go driving.

The EPA highway figure is 22 MPG for both powertrains, near the bottom of the SUV highway band.

The LX 600's large tank gives it a mid-band range despite poor economy. The hybrid actually has less range, because its battery packaging shrinks the tank to 17.9 gal.

This is EPA's current annual fuel-cost estimate at 15,000 mi/yr, on premium fuel. It is above the worst end of the SUV band, so the item scores 0.

Both LX powertrains require premium unleaded, and there is no flex-fuel, diesel or plug-in option in the US. That puts the LX in the 'premium required' band, level with the GX.

NHTSA has not published an overall star rating for the 2025 LX or any year of the fourth-generation (J310) LX; its price and low US volume 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 2025 LX has no IIHS Top Safety Pick or TSP+ and no published crashworthiness ratings. IIHS doesn't routinely crash full-size luxury SUVs at this price, so the Escalade, Navigator and QX80 are also unrated. It's scored mid-band because the TNGA-F structure is modern, but Toyota's body-on-frame siblings have scored below Good in the updated moderate-overlap (rear passenger) test, so good results can't be assumed.

For 2025, Lexus Safety System+ 3.0 became standard on every LX 600 and LX 700h grade. It includes PCS with pedestrian, bicyclist and motorcyclist detection, Risk Avoidance Emergency Steer Assist, all-speed DRCC with Curve Speed Management, LDA with Steering Assist, Lane Tracing Assist, Road Sign Assist, Proactive Driving Assist and Intelligent High Beams. Blind Spot Monitor, Safe Exit Alert and Front Cross-Traffic Alert are also standard. The full suite is standard on every trim, which is a step up from the 2.5 system on the 2024 LX.

The LSS+ 3.0 Pre-Collision System adds motorcyclist detection, Risk Avoidance Emergency Steer Assist and left-turn oncoming-vehicle braking to the 2.5 system. Toyota and Lexus systems generally rate well in IIHS vehicle-to-vehicle tests. It stays in the upper-middle band because the LX has no IIHS front crash prevention result, and a ~6,000 lb SUV takes much longer to stop than the crossovers that earned those results.

Blind Spot Monitor with Rear Cross-Traffic Alert is standard, and for 2025 Safe Exit Alert and Front Cross-Traffic Alert are standard too. The four-camera Multi-Terrain Monitor adds low-speed coverage around the long body. It falls short of the top band because there's no trailer-aware blind-spot extension despite an 8,000 lb tow rating, and no active blind-spot steering.

LDA with Steering Assist is standard above 30 mph, and Lane Tracing Assist centers the vehicle, but only while DRCC is engaged. LSS+ 3.0's Proactive Driving Assist adds gentle steering support in curves. It works smoothly overall but wanders on faded markings, which matters in a vehicle this wide.

All-speed Dynamic Radar Cruise Control with stop-and-go is standard and now adds Curve Speed Management. Paired with Lane Tracing Assist, it's a competent hands-on highway assist. It's below the top band because Lexus's tuning is conservative and resuming from a stop is slow next to the class leaders (Super Cruise, BMW Driving Assistant Professional).

No hands-free driving is offered on the 2025 LX. LSS+ 3.0 is hands-on only, and Advanced Park with Remote Park (LX 700h) automates parking, not highway driving. Rivals offer hands-free systems: the Escalade has Super Cruise and the Navigator has BlueCruise. The score sits just above the floor to credit the integrated hands-on assist.

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

The upright greenhouse, high seating position and large side glass give a commanding forward view. The four-camera Multi-Terrain/Panoramic View Monitor covers close-in zones, and a head-up display (standard for 2025) keeps the driver's eyes up. 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 car seats easy to load, and the second-row outboard seats have LATCH anchors. However, the anchors are recessed in the seat crease, three-across is tight even at this width, and the high step-in makes lifting a child in harder. The four-seat Ultra Luxury grade is poorly suited to families.

The volume LX 600 Premium seats seven with a power-folding 50:50 third row. The F SPORT Handling and two-row Overtrail seat five, and the Ultra Luxury is a four-seat executive layout.

Front headroom is modest for a 75-inch-tall SUV. The high floor and the moonroof take up much of the body height.

41.1 inches is near the bottom of the SUV band. The LX shares the Land Cruiser 300's shorter front footwell rather than the stretched front row of an Escalade or Navigator.

Second-row headroom is generous. The rear bench sits lower relative to the roof than the front seats.

36.6 inches is mid-size-SUV territory. The LX gives up two to four inches of second-row legroom to the Escalade, Navigator and QX80 at similar money.

Where fitted, the third row is a children-only space. It has about 31 inches of legroom, a low cushion that forces a knees-up posture, and it folds to the sides of the cargo bay rather than into the floor. The F SPORT Handling, Ultra Luxury and two-row Overtrail don't have one at all.

Cargo room is poor for the class. The side-stowing third row narrows the bay and leaves a high load floor, so the LX trails the Escalade, QX80 and Wagoneer by 10 to 25 cubic feet behind the second row.

Maximum cargo is the weakest in the full-size luxury class. It is 20 to 40 cubic feet short of the GLS, X7, Sequoia and QX80.

Storage is competent rather than clever. There is a deep center console, rear-console and cargo-deck USB-C ports, and a 120V/100W outlet in the cargo area on the LX 600. The console cool box and the 700h's 2,400W inverter and cargo shelf don't come on the volume gas Premium.

The front seats are a real strength: well-bolstered, fatigue-reducing chairs with heating and ventilation, plus five-mode massage added for 2025 on semi-aniline grades. The second row is comfortable if a little short on legroom, and the third row pulls the average down.

For 2025, Active Height Control and Adaptive Variable Suspension are standard on every grade, with a redesigned damper valve for sharp compressions. The result is a settled, isolated ride for body-on-frame, though sharp ridges still come through.

The LX is among the quietest SUVs in the segment. Acoustic glass, heavy insulation and active noise control keep wind and road noise low, and the twin-turbo V6 is barely audible at cruise.

The LX is richly equipped: four-zone climate, heated and ventilated front seats, a heated second row, a heated wheel and app remote start, with massage added for 2025. The Ultra Luxury adds overhead rear vents, rear sunshades and a reclining executive seat.

For 2025 Lexus dropped the base LX 600 grade, so the lineup now opens at the LX 600 Premium. That raised the entry price by about $12,900 over 2024, to far above the SUV band ceiling.

The LX 600 Premium is now both the entry grade and the likely volume gas configuration, since the base trim was dropped. It is also the trim KBB uses for its cost-to-own model. Every trim is far above the $68,000 band ceiling.

Unscheduled repairs are cheap because the drivetrain is Land Cruiser 300-series hardware. Scheduled maintenance is expensive, though: the air suspension, large tires and twin-turbo V6 drive KBB's projection above the SUV band ceiling.

Residuals are strong for a six-figure luxury SUV but lower than the ~62% estimated for 2024. The $107K entry price means a large dollar loss in depreciation even at a healthy retention percentage.

Standard Lexus basic coverage, which is mid-pack for a luxury vehicle.

The scored gas LX 600 gets Lexus's 6 yr / 70,000 mi powertrain coverage, near the bottom of the 5–10 year band. The longer hybrid-component coverage applies only to the new LX 700h.

Included maintenance covers only a short window. Ancillary coverage is strong, with 4 years of unlimited-mileage roadside assistance and long connected-service trials, which puts it in the mid band.

$106,850 volume-trim price minus its estimated resale value after 5 years (53% retained, or about $56,631) leaves about $50,220 in depreciation. Add the projected $10,158 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $60,378 in total.

Consumer Reports has too few survey responses to rate the 2025 LX, so this score is built from other evidence. It is the fourth model year of the J310 generation, and 2025 builds fall outside the V35A engine-debris campaign that hit 2022–2024. The brand's dependability record is strong. The 2024 LX, the most recent year CR could rate, was only average, and 2025 LX 600s are named in a transmission-solenoid recall, so the score stays in the middle band.

This is a brand-level item. Lexus ranked #1 in J.D. Power's 2025 Vehicle Dependability Study for the third year in a row, and it also led the 2025 Initial Quality Study. It is a perennial top-three brand in Consumer Reports' survey. It stays a notch below the top of the band because CR ranks parent brand Toyota ahead of it, and later CR coverage reports Lexus slipping to sixth as models like the GX dropped to average.

The 2025 model year avoids the generation's worst campaign: the V35A engine-debris recall, with engine replacement as the remedy, covers 2022–2024 LX only. It does carry two recalls. One is a powertrain defect, a transmission-solenoid/ECU communication fault that can damage the transmission, cause loss of drive power and leak fluid with a fire risk. The other is a fleet-wide rear-camera software fault. Both remedies are software updates, so this is typical recall activity with one serious item, not a systemic failure.

The 3.4L twin-turbo V35A replaced the famously durable 5.7L V8, and the LX 600 runs it at its highest tune. The family's reputation is now tied to the main-bearing debris recall. 2025 builds are outside that campaign, which lifts the score slightly above the 2024 LX (50). The Aisin 10-speed automatic has otherwise been proven across Toyota trucks, but the 2025 LX 600 transmission-solenoid recall is a fresh blemish, so the score stays in the lower half of the middle band.

The cabin is rich: semi-aniline leather, real wood and metal on the Luxury and Ultra Luxury grades, and a four-seat executive rear cabin at the top of the range. At a volume price above $100,000, though, switchgear shared with the Land Cruiser 300, harder lower plastics and the stacked twin-screen dash stand out. Reviewers place 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 class. Lexus led J.D. Power's 2025 Initial Quality Study. No squeak, rattle or misalignment pattern has attached to the 2025 LX, and the seat-frame clearance recall that hit 2022–2024 does not cover 2025.

Lexus is the benchmark for luxury service satisfaction, with loaners and complimentary maintenance, which puts it in the top band. Its network has far fewer US stores than Toyota's and is thin in rural areas, but that matters little to a mostly metropolitan flagship buyer.

The engine and transmission are shared with the high-volume Tundra and Sequoia, so Toyota's supply chain keeps powertrain parts available. The chassis, suspension and body 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 turbos and the Lexus electronics are expensive, and aftermarket support is thin.

Every grade has the same dual-screen stack: a 12.3-inch upper touchscreen running Lexus Interface over a 7-inch lower touchscreen that only the LX gets.

Lexus Interface is quick and much better than the old touchpad era, and the LX keeps physical knobs and switches. Reviewers still call the two-screen layout disjointed, with overlapping functions split between screens.

Wireless Apple CarPlay and Android Auto are standard on every 2025 grade, with a wired fallback.

The 'Hey Lexus' assistant handles natural-language navigation, media and climate requests. Cloud navigation adds Google points of interest and offline map downloads, but it needs a Drive Connect trial or subscription.

A 10-speaker premium system is standard. The optional 25-speaker Mark Levinson with Quantum Logic Surround is one of the best factory audio systems in the segment.

The LX's driver display carries off-road and drive-mode pages, but the LX 600 keeps analog-style secondary gauges. It is less configurable than the full-width digital clusters in the Escalade, GLS and X7.

Lexus Interface gets over-the-air updates for multimedia software and cloud map data. There is no published program of whole-vehicle updates that add features.

The Lexus app covers remote start and climate, lock and unlock, vehicle status and locate, and Digital Key. The 700h adds Remote Park from the app. Remote Connect needs a subscription after the trial.

USB-C ports are in the front, at the rear console and in the cargo deck, and the LX 600 has a 120V/100W cargo outlet. The front wireless charger became standard only on the Ultra Luxury for 2025, and the 2,400W inverter is limited to the 700h.

Proximity entry, push-button start, remote start from the fob or app, and a power liftgate are standard. Digital Key adds phone-as-key.

The four-camera Panoramic View Monitor with an underbody Multi-Terrain view is standard and among the best camera suites on any SUV. Parking sensors are standard, and Advanced Park with Remote Park is limited to the 700h.

For 2025 a large color head-up display is standard on every grade, including the volume Premium. It shows speed, gear, navigation and driver-assist status.

Wide rear doors, a 60:40 second row with outboard LATCH, and height control that lowers the body for entry help with daily family use. The high step-in, a cramped third row and just 11 cubic feet behind it hold it back, since a stroller barely fits with all seats up.

Lexus Safety System+ 3.0 is standard on every 2025 grade, as are Safe Exit Alert and blind-spot monitoring. The LX has no NHTSA or IIHS crash ratings, so the crash-test half of the family safety case can't be shown.

For four people the LX is excellent: a very quiet cabin, massage front seats, four-zone climate, a heated second row and the Mark Levinson option. With six or seven aboard, the 11 cubic feet of luggage space and the knees-up third row limit how long trips can be.

In traffic the LX is relaxing. The twin-turbo V6's low-rpm torque, a smooth 10-speed, light low-speed steering and a plush ride keep fatigue low. Its size and high step-in are the minor annoyances.

This is the LX's worst use case: 17 MPG city on required premium fuel, and EPA estimates about $4,200 a year in fuel. Big 20-inch tires and luxury-brand servicing add to per-mile costs.

At about 200 inches long and 78 inches wide, with a turning circle of roughly 39 feet, the LX is a lot to handle in the city. The excellent four-camera surround view and parking sensors make it manageable with care.

Towing is a strength: 8,000 pounds, a low-rpm torque plateau and full-time 4WD with low range. The luxury cargo bay is small and poorly shaped for hauling, so its work value is mostly as a tow vehicle.

Underneath is a Land Cruiser 300 body-on-frame chassis with a world-class durability reputation. Semi-aniline leather, air-assisted hydraulic suspension and luxury trim aren't made for jobsite abuse.

There is little here for work duty. The LX 600 offers only a 120V/100W cargo outlet, has no bed, a high load floor and a small upfit ecosystem compared with trucks or the Land Cruiser. A hitch and tie-downs are its main provisions.

This is the LX's best use case: a very quiet cabin, massage seats, a newly standard HUD, a plush adaptive ride and full-speed radar cruise with Lane Tracing. The 21.1-gallon tank gives about 400 miles of range despite poor economy.

The LX is a genuine adventure vehicle. It has full-time 4WD with a locking center differential and low range, Multi-Terrain Select, Crawl Control, adjustable ride height, an underbody camera and an 8,000-pound tow rating. The 2025 Overtrail adds front and rear lockers and 33-inch all-terrain tires.

For its size the LX hauls gear poorly: 64 cubic feet maximum, with a third row that folds to the sides and a high floor. Roof rails, a standard full-size spare and an 8,000-pound hitch help somewhat.

The LX is a roughly 5,900-pound body-on-frame SUV. The standard adaptive suspension keeps body roll in check and it corners securely and predictably, but it never feels agile. The F SPORT Handling's rear stabilizer and Torsen LSD help only at the margins.

The electric steering is deliberately light at low speed and moderate on the highway. It is accurate enough for relaxed cruising but gives little feedback.

Electronically controlled brakes give a firm, linear pedal and slow the heavy body without drama. Stopping distances are long compared with lighter unibody rivals, as expected for this mass.

The 3.4-liter twin-turbo V6 and 10-speed automatic are well calibrated. A 479 lb-ft plateau from low rpm keeps shifts infrequent and smooth, with only a brief moment of turbo lag from a standstill.

The V6 is nearly inaudible at cruise and well isolated under load. The engine note is muted rather than rich, and it lacks the old V8's character.

A 112.2-inch wheelbase gives a turning circle of just under 40 feet. That is poor in absolute terms, though typical for a full-size body-on-frame SUV.

The seat is high and commanding, with broad power adjustment and good forward sightlines. The LX keeps physical controls for climate, audio and drive modes, and adds a standard HUD for 2025. The two-screen split and the tall step-in are minor drawbacks.

The pleasure comes from effortless torque, silence and real off-road ability. On pavement it is heavy and remote, and nobody picks it for a winding road.

With the base grade gone, every 2025 LX starts as a well-equipped Premium. Standard equipment includes full-time 4WD, a 12.3-inch Lexus Interface, Lexus Safety System+ 2.5, and heated and ventilated seats. The catch is the ~$107K entry price, where the Escalade and GLS start lower with comparable tech.

The entry price rose about $12.9K year over year, yet the LX still gives up third-row space, cargo room and fuel economy to the Escalade, GLS and X7. Land Cruiser 300 hardware, off-road ability and Lexus durability are real advantages but a narrow justification at this price. Value is weaker than the 2024 model's.

There are seven grades across two powertrains, with the new LX 700h hybrid and the triple-locker Overtrail joining the LX 600. Seating layouts span 5, 7 and 4 seats. Dropping the base grade removed the lower price rung, but the lineup is still broader overall than in 2024.

The LX remains a low-volume niche model, but sales rose 9.3% in 2025 as the hybrid arrived, even with the price increase. Volume is still a fraction of the Escalade's.

Lexus is one of the strongest badges in the segment and set a US sales record in 2025. The LX also carries the Land Cruiser's global durability halo, which protects resale.

Constrained allocation and rising sales kept 2025 LX transactions near MSRP, with little factory incentive support. Buyers may find some room to negotiate on higher trims that sit on lots longer.

2025 is the fourth year of the J310 generation on the current TNGA-F platform. It is a change year, adding the LX 700h hybrid powertrain and the Overtrail grade, and redesign risk is low.

Reviewers praise the LX's refinement, quiet cabin and off-road ability. They rarely pick it over the Escalade or GLS, citing thirst, a tight third row and modest cargo room, and it won no major awards for 2025.