2025 Lexus RX

The volume RX 350 carries the fifth-generation ALA10's 2.4-liter turbocharged four at 275 hp — unchanged for 2025, which is a carry-over year for every RX powertrain. The hybrid 350h makes 246 hp combined, the 450h+ PHEV 304 hp and the 500h F SPORT Performance 366 hp.

317 lb-ft from the turbo 2.4 is the strongest line on the RX 350's spec sheet and arrives low in the rev range, which is what makes the car feel brisker in traffic than its 0–60 time suggests.

Lexus quotes 7.2 seconds for the RX 350 AWD and Consumer Reports measured 7.5 seconds on its 2025 RX test car, so 7.3 sec represents the volume configuration fairly. Either figure leaves the RX mid-pack at best in a class where a BMW X3 or Audi Q5 turbo-four runs well into the sixes.

The turbo four is the least Lexus-like thing about the volume RX — reviewers single it out as gritty under acceleration and miss the outgoing 3.5 V6's smoothness, and there is perceptible lag off idle. It lands mid-band rather than lower because the engine pulls cleanly in the midrange and because the hybrid variants one rung up the same lineup transition between gas and electric essentially imperceptibly.

The RX 350's eight-speed automatic is unobtrusive and decisive in ordinary driving and does not hunt, but adds a noticeable bump to upshifts when pushed. The rest of the lineup splits between an eCVT (350h, 450h+) that drones under sustained full throttle and the 500h's crisper six-speed, which is not the volume configuration.

3,500 lbs covers a small boat, a utility trailer or a pair of jet skis, and matches the Acura MDX — but it is roughly half what a BMW X5 or Audi Q7 is rated to pull, and no RX trim improves on it.

AWD can be had on every RX 350 grade, is standard on the F SPORT Handling, and is standard in electrified form on the 350h (E-Four), 450h+ and 500h — so effectively the whole range is available with it. The hardware is on-road oriented, though: the gas car's full-time electronically controlled system varies front-to-rear split between 75:25 and 50:50, the hybrids use an electric rear axle, and only the 500h's DIRECT4 is genuinely sophisticated. No low range and no locking differentials anywhere in the lineup.

The RX is a pavement-first unibody crossover: about 8.1 inches of ground clearance, road tires, no skid plates, no low range, no locker and no off-road grade among the seven offered for 2025. A Snow drive mode and on-demand AWD handle a slick driveway or a graded forest road; Lexus points anyone needing more at the body-on-frame GX.

Four genuinely distinct powertrains for 2025: the 275-hp turbo 2.4 gas RX 350, the 246-hp 350h full hybrid, the 304-hp 450h+ plug-in hybrid with an EPA-rated 35 miles of electric-only driving, and the 366-hp 500h F SPORT Performance. Economy hybrid through PHEV through performance hybrid is about as wide a spread as the mid-size luxury class offers; only a full EV is missing, and Lexus sells the RZ for that.

The turbocharged 2.4-liter RX 350 is the entry powertrain and about half of US RX volume, so it is the representative configuration; 24 MPG combined is ordinary for a mid-size luxury SUV and is beaten outright by the RX 350h sitting one rung up the same lineup.

City is the gas RX's weakest cycle — a 4,310-lb crossover with no electric assist and an eight-speed automatic — and the hybrid returns a full 16 MPG more in town for a modest price step.

Highway is where the downsized turbo four earns its keep and the RX is competitive with turbocharged German rivals, though still 6 MPG behind its own hybrid sibling.

427 miles on a 17.8-gallon tank is enough for a long day's drive without being notable, and the comparison that matters is the hybrid on the same showroom floor that goes nearly 200 miles further per fill.

A premium-fuel requirement stacked on a 24-MPG combined rating makes the gas RX genuinely expensive to feed — the EPA's own figure is $3,250 a year, about $1,100 more than the RX 350h and $1,900 more than the plug-in, and that gap is the strongest single argument for skipping the base powertrain.

Lexus specifies 91-octane premium for the RX 350's turbocharged 2.4 to reach its rated output and economy, and the EPA classifies every 2025 RX variant as a premium-gasoline vehicle — a real and unavoidable running-cost penalty on the volume trim rather than a recommendation. It clears the bottom of the band only because premium is universally available and the hybrid grades tolerate 87 octane with reduced output.

NHTSA rated the 2025 RX 350 in both drivelines and the volume AWD configuration takes 5 stars overall — 4 frontal, 5 side (5 barrier and 5 pole) and 4 rollover at 15.5% probability. The FWD car posts identical frontal and side results but falls to 4 stars overall on a slightly worse 16.9% rollover figure.

The 2025 RX carries no IIHS award at all — it is absent from the 2025 Top Safety Pick list, where the NX is the only Lexus SUV named — because IIHS tightened the 2025 criteria to require at least Acceptable in the updated moderate overlap front test and the RX rates Poor there. The rest of the sheet is genuinely strong (Good driver- and passenger-side small overlap, Good updated side, Good seat belt reminders), but the Poor is not a marginal miss: the structure held up and the driver was protected while the second-row dummy showed high chest-injury risk and restraint problems, and a Poor in a core crashworthiness test alongside the loss of the award puts this in the bottom band.

Lexus Safety System+ 3.0 is standard on every 2025 RX grade from the base RX 350 Premium FWD up — Pre-Collision System detecting vehicles, pedestrians, motorcyclists and bicyclists, full-speed Dynamic Radar Cruise Control with Curve Speed Management, Lane Departure Alert with Steering Assist, Lane Tracing Assist, Proactive Driving Assist, Road Sign Assist and Intelligent High Beam — and Blind Spot Monitor with Rear Cross-Traffic Alert is standard beside it. All five core items (AEB, ACC, LKA, BSM, RCTA) are on the base car; only the extras climb the grade walk.

The standard pre-collision system earns a Good IIHS pedestrian front crash prevention rating that IIHS notes applies to 2024-26 models, and it earns it in the dark as well as in daylight — the nighttime crossing- and parallel-adult runs are where most systems in this class give up ground. The item stops short of the top of the band only because the RX carries no published result under the tougher vehicle-to-vehicle front crash prevention test.

Blind Spot Monitor with Rear Cross-Traffic Alert is standard across the 2025 range, and because the RX's e-latch doors are standard the same radar drives Safe Exit Assist — the door refuses to release into an approaching car or cyclist, which is real intervention rather than a chime. Rear cross-traffic braking and the Panoramic View Monitor remain package or upper-grade items, so at the rear bumper the standard coverage is alert-only.

Lane Departure Alert with Steering Assist and Lane Tracing Assist are standard and hold the RX centered smoothly on well-marked highway lanes, with reviewers describing the aids as working well and staying unobtrusive. It is tuned conservatively in the Toyota/Lexus manner, though — it hands the lane back early on faded markings and in tighter sweepers rather than holding a confident line — which keeps it a rung below the best centering in the segment.

All-Speed Dynamic Radar Cruise Control runs from highway speeds down to a complete stop and resumes in traffic, adds Curve Speed Management, and pairs with Lane Tracing Assist and Proactive Driving Assist — which brakes gently into corners and for a closing vehicle before the driver does — making one of the more polished, low-effort highway packages short of a mapped hands-free system.

Hands-free driving exists on the 2025 RX only as Traffic Jam Assist, which is narrow on every axis: it works only in congested stop-and-go traffic on limited-access roadways below roughly 25 mph, it is restricted to Premium+ and higher grades rather than the volume Premium, and it depends on a Drive Connect subscription. Lexus Teammate Advanced Drive, the highway-speed system, is not offered on the RX, so there is nothing here comparable in scope to BlueCruise or Super Cruise.

Both rated headlight variations on the 2025 RX earn Good at IIHS — the standard LED projector lamps fitted across the range as well as the upper-grade Triple Beam package — so a base Premium buyer gets the same Good-rated visibility as a Luxury buyer, and Intelligent High Beam is standard fleet-wide with LSS+ 3.0. The only thing absent is curve-adaptive capability, which neither variation offers.

The high seating position gives a prominent view over the hood and out of the side glass, but the fifth-generation RX's fast roofline, high beltline and thick rear pillars leave a genuinely compromised over-the-shoulder and rearward view. Standard BSM with RCTA covers the worst of it, while the surround-view camera that would properly compensate is optional rather than standard on the volume grade — and reviewers find its fish-eye angle jarring even when fitted.

IIHS rates the RX's LATCH hardware Good for ease of use across 2023-26 models — two outboard positions with exposed, easy-to-reach lower anchors and clearly marked top tethers — and the wide rear door openings make loading a seat straightforward. The five-seat cabin is not wide enough for a genuine three-across, which is the only real limitation.

Every 2025 RX — RX 350, RX 350h, RX 450h+ and RX 500h F SPORT Performance, across all seven grades — is a five-passenger two-row SUV. The three-row RX L died with the fourth generation and Lexus moved those buyers to the separate TX.

Front headroom is 39.5 in without a roof opening and 38.1 in once the moonroof or panoramic glass roof is fitted; per the item guidance the no-sunroof figure is used. 2025 is a carry-over year dimensionally — the fifth-generation body is untouched since the 2023 redesign.

41.1 in of front legroom across every 2025 RX trim — sufficient in practice but near the bottom of the mid-size SUV band, a consequence of GA-K packaging that puts a low cowl and long hood ahead of the front axle.

Second-row headroom is 38.6 in and barely moves (38.5 in) when the moonroof is fitted, so rear head space stays genuinely good whichever roof a buyer picks — a real strength against rivals whose coupe-ish rooflines cost rear passengers an inch or more.

37.4 in of second-row legroom seats two adults comfortably but is mid-pack for the mid-size luxury class, where several rivals — and Lexus's own three-row TX on a stretched version of the same platform — give noticeably more.

No 2025 RX has a third row in any grade or powertrain — the fifth generation is two-row only and Lexus directs seven-seat shoppers to the TX. Scored in the low band as the item requires for an SUV with no third row rather than omitted.

29.6 cu ft behind the rear seats is a usable, square hold that takes a stroller or a weekend's luggage without folding anything, but it is small measured against a mid-size SUV band calibrated on three-row vehicles.

Folding the split second row opens 46.2 cu ft — below the floor of the mid-size SUV normalization band, because the RX packages a two-row cabin into a 192.5-in body rather than chasing volume. A BMW X5 or Mercedes GLE opens roughly half again as much.

Everyday storage is competent rather than clever: a covered center console, USB-C ports in both rows, useful door bins, a flat unobstructed cargo floor with an underfloor compartment, and a wireless charging pad in the console from Premium up. There is no signature storage innovation of the kind GM and Hyundai now build into their SUVs, and the console bin itself is modest.

Front seats are a consistent RX strength — soft but supportive over long stints, power-adjustable everywhere and ventilated from the volume Premium grade up. The second row is comfortable for two adults, tighter on legroom than the class leaders, and poor in the center position; that rear-seat ceiling is the only thing keeping this out of the top of the band.

Ride comfort remains the RX's defining trait — compliant over broken pavement and well controlled, with Adaptive Variable Suspension standard on F SPORT models. It is held short of the top band by a repeated reviewer caveat: this generation does not isolate occupants from rough surfaces as thoroughly as the V6-era car, and the new-for-2025 F SPORT Design grade puts 21-inch wheels on a car with no sport suspension to go with them.

Acoustic glass, Active Noise Control and heavy insulation make the RX one of the quieter cabins in the mid-size luxury class at a steady highway cruise, and owners routinely report near-zero road noise. It reads as very quiet cruising but less serene when worked, because the 2.4-liter turbo four that replaced the V6 is coarser under load.

Comfort equipment is rich and starts low in the range: heated power front seats and tri-zone automatic climate control are standard on every 2025 RX, with ventilated front seats, memory and a wireless charger from Premium, a heated leather-and-wood wheel and heated rear outboard seats higher up, and a panoramic glass roof on Luxury. Remote climate pre-conditioning runs through the Lexus app but lapses to a subscription after the three-year Remote Connect trial.

The 2025 RX 350 opens at $49,125 plus the $1,350 delivery, processing and handling fee — $50,475 delivered, about $525 above the 2024 car and still one of the lowest entry prices in the mid-size luxury SUV class. In absolute terms it sits mid-band, because the SUV normalization spans mainstream models as well as luxury ones.

The RX 350 Premium is the best-selling configuration of the gas car, and most buyers in this class specify all-wheel drive, which puts the representative 2025 RX at about $54,325 delivered — roughly $600 above the equivalent 2024 car and still thousands below where a BMW X5 or Mercedes GLE starts.

The two industry models disagree sharply — CarEdge's owner-cost model puts scheduled maintenance near $2,600 over five years while KBB's dealer-rate service-plus-repair schedule runs past $7,000 — so this sits between them, leaning toward KBB because it includes repairs. The 2025 car is mechanically unchanged from 2024, and the Toyota-derived hardware keeps it among the cheaper vehicles to run in the class either way.

The RX remains the resale benchmark of the segment: independent trackers put five-year depreciation near a third against a class average above 50%, and Lexus took KBB's luxury Best Resale Value brand title for 2025 for a second straight year. KBB's own residual model for the 2025 car is far more conservative, so this lands just under the trackers' 67%.

Standard Lexus terms, unchanged for 2025 — a year longer than the mainstream 3/36 norm, but a year short of Genesis's 5/60 in the same segment.

Six years/70,000 miles on the scored RX 350's gas powertrain is mid-pack and trails Genesis's 10/100,000 badly on paper. The much longer hybrid-component and hybrid-battery coverage applies only to the electrified RX variants, not this turbocharged four-cylinder car.

Lexus covers only the first two scheduled visits — one year or 10,000 miles of service — which is thin beside the longer plans several German rivals offer, but four years of unlimited-mileage roadside assistance plus the Safety Connect / Service Connect / Drive Connect trials lift it well above a bare-roadside package. Nothing about the LexusCare package changed for 2025.

$54,325 volume-trim price minus its estimated resale value after 5 years (65% retained, or about $35,311) leaves about $19,014 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $25,014 in total.

Consumer Reports predicts the 2025 RX — the gas car specifically, which is the configuration scored here — will be much more reliable than the average 2025 model, and J.D. Power's 2025 VDS put the RX second among midsize premium SUVs. It falls short of the top band only because the owner trouble reports that do exist cluster in electronics (infotainment freezes, failed software updates, a power liftgate that will not close automatically), and because the turbo 2.4 drivetrain is only three model years old in this application. Note the lineup splits: CR rates the 2025 RX Hybrid BELOW average and the 450h+ about average, so this score does not transfer to those trims.

Lexus is the strongest dependability brand in the US market on the record available and has been for years — first overall in J.D. Power's Vehicle Dependability Study four years running and first in Initial Quality for the 2025 model year, with Consumer Reports placing it third among all brands. There is no meaningful bear case here; the only reason this is not a perfect score is that CR's 2026 brand table now has Toyota and Subaru ahead of it.

Four NHTSA campaigns touch the 2025 RX, which is ordinary volume for a first-year-of-sale luxury SUV and nothing in them is systemic — three are camera/display electronics fixed by a software flash and one is second-row seat-belt webbing. What keeps this at typical rather than clean is the pattern rather than the severity: the fifth generation has needed repeated attention to the same steering-column spiral cable (23V-480 on 2023 cars, then 25V-040 to re-do repairs done wrong the first time), and the unrecalled owner complaints — power liftgate refusing to latch, infotainment lockups — are the sort of thing that generates a TSB queue rather than a fix.

The RX 350's T24A-FTS 2.4-liter turbo four has no red flags and is now deployed across half of Toyota's lineup (NX 350, Highlander, Grand Highlander, Tacoma, Crown), which means any weakness surfaces fast and none has — but it replaced the 2GR-FKS V6 that gave the RX two decades of essentially flawless high-mileage service, and a direct-injected turbo four with a timing chain simply does not have that record yet. Independent engine write-ups flag the usual small-turbo watch items (chain stretch over time, oil coking at the seals, sensitivity to oil quality and interval) as theoretical rather than observed. The Aisin eight-speed automatic behind it is long-proven, which is what holds this above the middle of the band.

Materials are a consistent strength: standard NuLuxe synthetic leather moving to semi-aniline hide higher up the range, open-pore trim, contrast stitching on the dash and doors, and a notably quiet cabin that makes the whole thing read as more expensive than the window sticker. It does not reach the class-leading band because the design is deliberately minimalist — several reviewers find it plain rather than special next to a Genesis GV70 or the more theatrical German cabins — and the lower console and door bases still use ordinary hard plastics.

Assembly is a genuine strength — Lexus was the highest-ranked brand in the initial-quality study covering exactly this model year, and reviews of the RX consistently report even panel gaps, solid door and switchgear action and no rattles or squeaks. It sits below the top of the band only because the problems Lexus does accumulate in those studies, and the ones RX owners report, are software and electronics execution (frozen infotainment, a liftgate that beeps and reopens) rather than build defects.

Lexus service is close to best-in-class: second among premium brands in the 2025 Customer Service Index and third in 2026, with the RX as the brand's volume seller so every store in the country knows the car intimately. The network is smaller than a mass-market brand's — about 245 stores across 44 states, concentrated in metro areas — so rural owners may drive a fair way, and Lexus slipped a place in the most recent premium-SUV service ranking; those two things are why this is not in the 90s.

The RX is the cheapest thing to keep running in its class by a wide margin — RepairPal puts annual repair and maintenance at $550 against a $807 luxury-midsize-SUV average, below even the all-vehicle average, with low repair severity and only 0.4 unscheduled shop visits a year. Sharing the TNGA-K platform and the T24A engine with the Highlander and Grand Highlander means most mechanical parts are high-volume Toyota pieces. It stops short of the top band because this is still a luxury nameplate: body panels, the Mark Levinson audio, the 14-inch head unit and the safety-sensor hardware are dealer-priced, and the enthusiast aftermarket is thin.

The volume 2025 RX 350 Premium carries the 9.8-inch Lexus Interface touchscreen; the 14-inch high-definition unit is the step-up fitment from Premium+ and on the F SPORT grades. A 9.8-inch screen is small against a class where 12–15 inches is now normal.

Lexus Interface is quick, logically organised and — unlike most rivals — keeps real volume and temperature controls on the dash, which is why reviewers rate it well above the old Remote Touch pad it replaced. It is marked down for folding media and climate into one display and for multi-step paths to simple tasks, and reviewers of the 2025 car single out the unlabeled steering-wheel switches, which force a glance at the screen to see what is being selected.

Wireless Apple CarPlay and Android Auto are standard on every 2025 RX grade including the base car — no wired-only tier, no option box, no subscription.

The "Hey Lexus" Intelligent Assistant handles natural speech and cabin commands well, and cloud navigation brings Google POI search and live traffic. The good native-nav experience is tied to an active Drive Connect subscription once the trial lapses, which is what keeps this short of the top band.

The standard Lexus Premium Audio setup is solid for the class, and the optional Mark Levinson PurePlay surround system — 21 speakers, 1,800 watts — is among the best factory systems available in a mid-size luxury SUV, comfortably a match for Burmester or Bowers & Wilkins alternatives at the price.

The 12.3-inch fully digital gauge cluster became standard across the entire RX lineup for 2025 — the single substantive equipment change of the model year, and one that removes the smaller partly digital display lower trims previously carried. It is crisp and configurable, if less visually flexible than the best German layouts.

Lexus Interface takes over-the-air multimedia and map updates via Wi-Fi or the embedded modem, but Toyota/Lexus OTA does not extend to whole-vehicle software that adds features — ECU, powertrain and safety-system updates still require a dealer visit. That places the RX squarely in the infotainment-only band.

The Lexus App covers remote start and climate pre-conditioning, lock/unlock, vehicle locate and (on the 450h+) charge status, and Digital Key phone-as-key is offered on the 2025 RX. The subscription gate is the limiter: remote functions and the digital key both depend on Remote Connect once the three-year trial expires.

Six USB ports serve both rows and the wireless charging pad is standard on the volume Premium grade and above — but for 2025 it is still absent from the base car (Lexus only made it standard across all models for 2026), and there is no household-style 120V AC outlet in the cabin at any trim.

SmartAccess proximity entry with push-button start and a power liftgate are standard equipment, hands-free liftgate operation is available, and phone-as-key Digital Key is offered — the Remote Connect subscription requirement after the trial is the only thing holding it below the top band.

A rear camera is standard and front/rear parking sensors arrive at the volume Premium grade, and Advanced Park automates parallel and perpendicular manoeuvres capably including remote operation from outside the car. It is held mid-band because the Panoramic View Monitor and Advanced Park are packaged options on Premium+ and above rather than standard on the trim most buyers take, and reviewers find the surround view's fish-eye angle jarring.

A colour head-up display projecting speed, navigation and safety alerts is offered on the 2025 RX, but only inside the Technology package on upper grades — it cannot be specified on the volume Premium trim at all, which is what pins this to the middle band.

Wide rear door openings, 37.4 in of second-row legroom and IIHS-Good LATCH hardware — two outboard sets of exposed lower anchors with clearly marked top tethers — make daily kid duty easy, and 29.6 cu ft behind the rear seats swallows a stroller without folding anything. The five-seat-only cabin is the ceiling: three car seats across is a squeeze, and a growing family outgrows the RX in a way it would not outgrow an X5 or GV80 with an optional third row.

Lexus Safety System+ 3.0, Blind Spot Monitor with Rear Cross-Traffic Alert and Safe Exit Assist are standard on every 2025 grade including the $50,325 base car, and NHTSA gives the AWD RX 350 five stars overall — so the trims families actually buy are well equipped. Against that, the 2025 RX rates Poor in the IIHS updated moderate overlap front test, which specifically grades rear-passenger protection, and consequently carries no Top Safety Pick award for 2025 after holding one in 2024. That is a real gap in a vehicle bought largely to carry children in the back seat.

The hushed cabin and supportive long-haul front seats are exactly what a family wants over six hours, and the back seat gets its own climate zone, reclining backrests, available heated outboard cushions and an available panoramic roof — with 29.6 cu ft of luggage room still free with all five seats occupied, well clear of what a three-row rival leaves behind its last row. Rear-seat entertainment is no longer offered and the second row is merely average, not limousine-like, for three abreast.

This is the RX's core competence and the reason it has been America's best-selling luxury SUV for years: light steering, a commanding seating position, strong noise isolation and — on the 350h — an e-CVT that pulls away from stoplights with no shift shock at all. The volume gas RX 350's eight-speed can hesitate slightly off the line and the standard 9.8-inch screen buries some functions, which keeps it just short of the top band.

The RX 350h's 36 mpg combined is outstanding for a mid-size luxury SUV and the 450h+ covers a 35-mile EV commute before the engine wakes, while Lexus's reliability record keeps unscheduled repair spend low. The volume gas RX 350 drags the average down — 24 mpg combined on premium-recommended fuel works out to roughly $3,250 a year at 15,000 miles — and luxury-brand tires and service labour still cost luxury money.

At 192.5 in long on a 112.2-in wheelbase the RX is compact for mid-size luxury — shorter than an X5 or GLE — and parking sensors plus a rear camera come with the volume Premium grade, with Advanced Park automating tight bays when specified. The roughly 39 ft curb-to-curb circle is unremarkable, thick rear pillars limit the over-shoulder view, and the Panoramic View Monitor that would fix that sits in an option package rather than on the volume trim.

A unibody luxury crossover rated at 3,500 lb maximum tow with no meaningful payload headroom handles a small utility trailer or a pair of jet skis and nothing past that. There is no bed, no low-range gearing, no heavy-duty cooling package and no work-rated variant anywhere in the seven-grade 2025 lineup.

The underlying Toyota hardware is about as proven as powertrains get — the RX has topped J.D. Power dependability rankings and Lexus hybrids routinely run past 200,000 miles — so it survives hard mileage better than most luxury rivals. But every wear surface is aimed at pampering: NuLuxe or leather upholstery, a carpeted cargo floor, no rubber-mat or vinyl-seat option, and no fleet or trade presence to prove it under abuse.

Provisions amount to cargo tie-down hooks, a dealer-accessory hitch, and roof rails from the Premium grade carrying crossbars rated for about 150 lb. There is no bed access, no onboard 120V power for tools, no washable surfaces and essentially no aftermarket upfit ecosystem for a Lexus crossover.

The RX 350h pairs a 17.2-gallon tank with 36 mpg combined for roughly 600 miles between stops, and even the volume gas RX 350 AWD covers about 427 miles, all of it in one of the quietest, least fatiguing cabins in the segment with all-speed radar cruise and Lane Tracing Assist standard on every grade. Only the absence of a true hands-off highway system keeps it out of the very top.

About 8.1 in of ground clearance, full-time or E-Four AWD, a Snow drive mode and a 3,500 lb rating for a small camper or boat cover trailheads, gravel roads and ski weekends without drama. It stops there: no low range, no locking differential, no underbody protection, road-biased tyres and no off-road grade among the seven offered for 2025 — Lexus sells the body-on-frame GX to anyone who actually leaves the pavement.

29.6 cu ft behind the second row is genuinely useful — more than most two-row luxury rivals leave with the seats up — and the 60/40 seatback folds onto a low, wide, square floor with roof rails and an accessory hitch available. The ceiling is the problem for bulky gear: 46.2 cu ft maximum is well short of the 70-plus cu ft an X5 or GLE opens up, so a bike or a dorm-move load runs out of room fast.

2025 is a chassis carry-over year for the fifth-generation GA-K RX, which is lighter, stiffer and marginally sharper than the AL20 it replaced but still tuned comfort-first: secure and predictable, with pronounced body roll when pushed and no answer to an X5 or GV80. The F SPORT Handling grade's Adaptive Variable Suspension tightens body control without changing the character, and the new-for-2025 F SPORT Design grade adds 21-inch wheels with no suspension change at all.

Accurately weighted and direct enough for confident placement, with the F SPORT grades adding a performance-tuned rack, but the electric assist filters out road texture — precise rather than communicative, the historic RX pattern. Reviewers of the 2025 car describe it as decent but inert.

Instrumented stops are mid-pack for a roughly 4,300 lb luxury crossover and the pedal in the gas RX 350 is firm and consistent, with no fade complaints in testing. The hybrids blend regeneration cleanly in normal driving, though 350h owners report some low-speed grabbiness in the regen-to-friction handoff during parking manoeuvres.

The volume RX 350's 275-hp 2.4-liter turbo four and eight-speed automatic shift smoothly when driven gently but add a bump under harder throttle, with some hesitancy off the line — a clear step back from the 3.5-liter V6 this generation dropped. The 350h and 450h+ eCVTs are notably smoother and the 500h's DIRECT4 setup is the best-calibrated of the range, but neither is the configuration scored here.

Cruising refinement is still good, but the 2.4-liter turbo four sounds gritty under load and the cabin is audibly less hushed under acceleration than the V6-era RX that defined this segment's quietness — the single most consistent refinement complaint against the generation, and unchanged for 2025.

Lexus publishes a 19.4 ft minimum turning radius for the 2025 RX on the volume 19-inch fitment — a 38.8 ft curb-to-curb diameter, unchanged since the 2023 redesign despite the 112.2 in wheelbase. Average for a mid-size SUV, no better, and the 21-inch F SPORT wheels widen it further.

A genuine RX strength: elevated hip point, wide seat and wheel adjustment range, clear gauges — helped for 2025 by the 12.3-inch digital cluster becoming standard on every grade — and easy ingress and egress. Physical climate and audio controls survive alongside the touchscreen, though thick A-pillars pinch the view at intersections and the unlabeled steering-wheel switches are a real ergonomic misstep.

The RX is engineered as a serene commuter and succeeds at it, but nobody buys one for the drive — the volume RX 350 is pleasant and forgettable, and even the 366-hp RX 500h reads as a quick crossover rather than an entertaining one. The 2025 F SPORT Design grade makes the point: it sells the look without touching the chassis.

The base 2025 RX 350 lands at $50,475 delivered with Lexus Safety System+ 3.0, Blind Spot Monitor with Rear Cross-Traffic Alert, a 9.8-inch touchscreen with wireless CarPlay and Android Auto, 12-speaker audio, tri-zone climate, heated power front seats, power liftgate and 19-inch alloys — content a BMW X5 or Mercedes GLE only reaches many thousands of dollars higher. It stays out of the top band because the entry grade still wears NuLuxe rather than leather, wireless charging is not standard, and the 14-inch screen, Mark Levinson audio and panoramic roof are all reserved for upper grades.

The RX pairs one of the lowest entry prices in the mid-size luxury class with the segment's best retained value and low running costs, so a large share of the money spent comes back at resale — KBB places the 2025 RX in the top quartile for cost to own among luxury mid-size SUVs and names Lexus its luxury resale-value brand of the year. What keeps it out of the top band is performance and tech per dollar: the RX 350's turbo four is unremarkable in both acceleration and EPA economy, and reviewers keep flagging the infotainment and the 2025 car's loss of its IIHS award.

2025 widens an already broad range: four powertrains — RX 350 turbo-four, RX 350h hybrid, RX 450h+ plug-in hybrid and RX 500h F SPORT Performance — now span Standard, Premium, the newly added F SPORT Design, Premium+, Luxury, F SPORT Handling and F SPORT Performance grades, with FWD or AWD on the RX 350 and a delivered spread from roughly $50,475 to past $72,000. The one real gap remains seating: this generation is five-seat only, so three-row shoppers are pushed to the TX.

The RX sold 102,051 units in the US in calendar 2025 — comfortably the best-selling mid-size luxury SUV and Lexus's volume leader in a year the division set its own record at 370,260 vehicles. The score sits below 2024's near-perfect mark because volume fell 14% from that 118,636-unit peak, a step back even as the nameplate kept its segment crown.

Lexus followed its best-ever 2024 with a record 2025, carries an unusually loyal following built on dependability and class-leading resale, and repeats as KBB's top luxury brand for resale value — all of which protects the RX's residuals and owner satisfaction. It sits below the top band because the brand's pull is reassurance rather than aspiration; Mercedes, BMW and Porsche still hold the prestige halo at this price.

As the segment's volume leader the 2025 RX transacted close to sticker while it was the current car: Lexus Financial Services ran subvented APR and advertised lease programs plus loyalty and military rebates, with no general cash-back money on the gas RX. Buyers of leftover 2025 stock after the 2026 changeover saw materially better terms — a $1,000 customer cash offer and substantial lease cash — but that is clearance pricing rather than what a typical in-year buyer got.

2025 is the third year of the fifth-generation RX (ALA10/ALH10) launched for 2023 on the GA-K platform — still current hardware with no redesign imminent, and the lineup gained an F SPORT Design grade for the year, but it has moved off the peak freshness a one- or two-year-old generation carries. A buyer faces no replacement risk in 2025; the facelift arrives later in the cycle.

Reviewers rate the 2025 RX well without making it the pick of the class — Edmunds 7.1/10, U.S. News ranking it mid-pack among luxury mid-size SUVs, with recurring criticism of the turbo four's character and the infotainment against praise for build quality, quietness and ride. Its trophies are ownership-flavoured (KBB's #1 Best Luxury Hybrid SUV, 4.7/5 expert rating) rather than comparison-test wins, and 2025 is the year it lost its IIHS Top Safety Pick after the updated moderate-overlap front test returned a Poor.