2024 Lexus TX

2024 is the TX's launch model year; the volume TX 350 uses the 2.4-liter turbocharged inline-four rated at 275 hp, with the electrified 500h and 550h+ well above it.

The TX 350's turbo four makes 317 lb-ft, healthy for a four-cylinder but short of the six-cylinder torque rivals in the class deliver.

Lexus quotes a conservative 8.0 sec for the front-drive TX 350 with AWD slightly quicker; independent tests run faster (Hagerty 7.1 sec FWD), so 7.8 sec is a representative figure for the volume AWD configuration.

The volume TX 350's turbo four is adequate but coarse-sounding when worked hard, out of character for a luxury three-row near 4,600 lbs; the 500h and 550h+ are markedly smoother and stronger.

The TX 350's eight-speed automatic shifts smoothly in normal driving but can be deliberate on kickdown; the 500h's six-speed automatic is responsive and the 550h+'s eCVT is seamless.

All three 2024 TX powertrains share a 5,000-lb maximum when properly equipped — competitive for a unibody luxury three-row, below body-on-frame alternatives.

AWD is optional on the TX 350 (front-drive standard) and standard on the 500h and 550h+, so it is broadly available; operation is on-road oriented with no low range or terrain modes, though the 500h's DIRECT4 actively varies the front/rear split. The F Sport Handling AWD trim did not arrive until 2025.

The TX is a pavement-focused unibody crossover with roughly 8 inches of ground clearance and no skid plates, lockers, crawl control or off-road grade — Lexus points off-road buyers to the GX.

Three distinct powertrains from launch — turbo-four gas, a performance-oriented hybrid, and a V6 plug-in hybrid with about 33 miles of electric range — cover efficiency, performance and electrified commuting; only a full EV is missing.

The turbo-four TX 350 is the volume powertrain; 23 MPG combined is unremarkable for a three-row crossover and well behind the related hybrid Grand Highlander.

City is the gas TX's weakest cycle — a heavy three-row with a turbo four and conventional eight-speed gets no electric assist in stop-and-go traffic.

Highway is the TX 350's best cycle but still sits in the lower half of the SUV band.

Roughly 400 miles between fills is adequate but mid-pack for the segment; the 500h stretches that by about 70 miles.

Premium fuel on a 23-MPG combined rating puts the TX 350 near the top of the SUV annual-cost band, roughly $500/yr more than the 500h.

Every 2024 TX powertrain is rated on premium gasoline, so there is no regular-fuel option in the lineup; it scores above a premium-only lineup with no alternatives only because the TX 550h+ can cover short commutes on home charging.

NHTSA published only partial results for the launch-year 2024 TX (4-star rollover, 5-star side pole, overall 'Not Rated'); the same first-generation structure earned 5 stars overall (4 frontal / 5 side) when NHTSA completed testing for 2025, so that is used as the latest tested result for this generation.

No IIHS award for the 2024 TX. Crash results are mostly Good — moderate overlap (original) and the updated side test — but the driver-side small overlap is only Acceptable, and the updated moderate overlap test the 2024 awards hinge on was not run.

Lexus Safety System+ 3.0 (AEB with pedestrian/cyclist detection, full-speed radar cruise, Lane Tracing Assist, lane departure with steering assist) is standard on every 2024 TX, plus standard blind-spot monitoring; rear automatic braking is optional rather than standard in its launch year.

IIHS has no front crash prevention result for the TX, so the read comes from the mechanically identical Grand Highlander on the same LSS+ 3.0 hardware, which rates Good in the vehicle-to-vehicle and pedestrian tests. Docked for the lack of a TX-specific rating.

Blind Spot Monitor and Rear Cross-Traffic Alert are standard, and Safe Exit Assist via the Digital Latch doors is standard too; reverse automatic braking is optional on the 2024 rather than standard, which holds it a few points below later years.

Lane Tracing Assist gives standard full lane centering on top of Lane Departure Alert with Steering Assist, and reviewers report steady highway tracking, though it is a conventional camera-based system rather than a class-leading one.

All-speed Dynamic Radar Cruise Control with stop-and-go is standard and pairs with Lane Tracing Assist and available Traffic Jam Assist into a well-integrated highway package; the curve-speed refinements came in later model years.

Traffic Jam Assist allows hands-off driving under driver-monitor supervision, but only up to 25 mph on controlled-access freeways, on optioned trims, and with an active Drive Connect subscription — far narrower than BlueCruise or Super Cruise.

IIHS has not rated the 2024 TX's headlights; the identically lit Grand Highlander rates Acceptable. Automatic high beams are standard and upper trims get triple-beam LEDs, but no variant has a Good rating.

The tall, boxy greenhouse gives good forward and side sightlines, but third-row head restraints intrude on the rear view, and the fixes — Panoramic View Monitor and the digital rearview mirror — are trim- or package-gated.

Second-row LATCH is easy with exposed anchors and A grades for infant and rear-facing convertible seats, and the third row gets two full LATCH sets of its own; third-row forward-facing and booster fitment is the weak spot, and no row fits three seats across.

The TX 350 comes with a 60/40 second-row bench for seven; captain's chairs cut it to six.

The volume Premium trim carries the panoramic roof, which cuts headroom from 41.4 in to 40.0 in.

Average front legroom for a large three-row crossover, though reviewers still note plenty of room for big occupants.

Second-row headroom is generous; the panoramic roof on the volume trim costs about 1.6 in.

Roomy second row; the third row's 33.5 in is also among the best in the luxury class.

One of the few luxury crossovers whose third row genuinely fits adults, with 33.5 in legroom, 37.2 in headroom, a power-folding 50/50 bench and dedicated USB ports.

A large cargo hold that stays usable with the third row up; 20.2 cu ft is class-leading for luxury three-rows.

Near the top of the SUV band and bigger than most mid-size luxury rivals.

A butterfly-opening center console, modular cupholders and cargo net give competitive storage; no standout innovations beyond the 1500W inverter offered only on the hybrid.

Supportive front seats with generous room and heated/ventilated fronts on the volume trim; the second row is roomy, though cushioning is good rather than lavish.

Ride is repeatedly called a TX high point: well damped on the base 20-inch wheels, only a little firmer on 22s.

Acoustic glass and Active Noise Control keep it very quiet at highway speed; the 2.4T is the main intrusion under hard acceleration.

Tri-zone climate, heated front and 2nd-row seats, heated wheel and rear sunshades are broadly standard; ventilated 2nd row is limited to top packages.

Launch-year TX 350 base FWD at $53,700 plus $1,350 destination; the lineup tops out near $78k for the TX 550h+ Luxury.

The TX 350 Premium with the $1,600 AWD option is the representative volume configuration of the gas model.

Toyota-derived TNGA-K platform and the Toyota T24A 2.4L turbo keep projected upkeep well below the luxury-SUV norm.

CarEdge projects 41% 5-year depreciation for the TX 350 specifically, which is strong for a luxury three-row SUV.

Standard Lexus basic coverage, typical for the luxury class.

Standard Lexus powertrain coverage; short of Genesis's 10-year powertrain warranty.

Lexus includes a short complimentary maintenance period plus 4-year unlimited-mile roadside assistance and Lexus Interface/connected-service trials — decent, but well below Genesis/BMW-style multi-year plans.

$60,050 volume-trim price minus its estimated resale value after 5 years (59% retained, or about $35,430) leaves about $24,621 in depreciation. Add the projected $2,660 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $27,281 in total.

2024 is the TX's launch year (production began September 2023), and Consumer Reports' owner data rates the 2024 TX (gas) only "about average" against other 2024 models, while the 2024 TX Hybrid comes in below average. A first-year nameplate with average-at-best owner results sits well short of the brand's usual top-band predictions, so scored in the upper-middle band.

Lexus was the highest-ranked brand overall in J.D. Power's 2024 U.S. Vehicle Dependability Study and has held the top spot in consecutive years since, and it is a perennial top-three finisher in Consumer Reports' brand reliability rankings — as strong a brand backdrop as exists in the US market.

The 2024 TX has been recalled four times by NHTSA — the most of any TX model year — including a genuine restraint-system defect: curtain airbags that could partially deploy outside an open window (FMVSS 226 non-compliance) on roughly 145,000 2024 TX and Grand Highlander vehicles built Sept 2023–June 2024. The others are a rearview-camera display failure, inaccurate load-capacity labels and Panoramic View Monitor software. No powertrain or fire recall keeps it in the mid band, but the airbag campaign on nearly every 2024 build pulls it to the low end.

The volume 2024 TX 350 uses the 2.4L T24A-FTS turbo four with the Direct Shift-8AT — an engine family introduced in 2021 (shared with Grand Highlander, NX 350, RX 350) with no high-mileage US track record yet and known watch items (timing-chain stretch, turbo oil-seal coking, EGR clogging around 100k miles). No powertrain recall or systemic failure pattern has appeared on the TX, and Toyota's hybrid hardware (500h) and the proven 2GR-FXS V6 (550h+) are strong, so mid-70s.

The TX's clearest weakness against its price: reviewers find the cabin built from generic dark plastics and soft-touch surfaces with little design emphasis, and too close to the far cheaper Toyota Grand Highlander it shares its platform with. Car and Driver concedes it reminds occupants it's a Lexus but expected better than decent. Not cheap in absolute terms, but behind the RX and German three-row rivals.

Consumer Reports' 2024 TX owners flag squeaks, rattles and loose seals among the main trouble spots — unusual for Lexus — and the TX has an owner-reported rattle pattern that dealers have struggled to fix. Owner-forum comparisons suggest the 2024 build held up somewhat better than 2025, and Lexus's brand-level initial quality is solid, so scored low-mid band.

Roughly 240 US Lexus dealerships provide solid nationwide coverage for a premium brand, and Lexus dealer service satisfaction sits near the top of J.D. Power's Customer Service Index among premium brands. Short of the top band because Porsche and Infiniti edge it on CSI and some TX rattle complaints went unresolved at dealers.

The TX shares its TNGA-K platform, T24A-FTS engine, 8-speed automatic and hybrid components with high-volume Toyota models (Grand Highlander, Highlander, RX), so parts supply is deep and pricing reasonable for a luxury SUV. Lexus ownership costs run below the all-vehicle average, and the TX 350's major-repair probability beats peers. Not 90+ because glass, large wheel packages, the 14-inch multimedia unit and 550h+ PHEV hardware are dealer-priced with little aftermarket.

A large 14-inch screen is standard across the lineup.

Lexus Interface is quick with large touch targets and keeps physical climate/volume knobs, but the touch-sensitive, unlabeled steering-wheel controls draw sharp criticism.

Wireless Apple CarPlay and Android Auto are standard on every trim.

The 'Hey Lexus' natural-language assistant works well, but cloud navigation needs the Drive Connect subscription after a trial.

A solid 12-speaker base system, and the optional 21-speaker Mark Levinson is excellent.

A 12.3-inch digital cluster is standard in the US, but configurability is limited and trip-info navigation depends on the touch wheel controls.

Lexus Interface receives over-the-air multimedia/software updates, but not feature-adding whole-vehicle updates.

The Lexus app with Digital Key is standard, but remote start/climate needs Remote Connect after a 3-year trial.

Wireless charger standard and USB ports in all three rows; the 1500W AC inverter comes only with the TX 500h package.

Smart key, power liftgate and Digital Key (phone-as-key) are standard; kick-sensor liftgate on upper trims.

Backup camera with washer and Intuitive Parking Assist with auto braking are standard; Panoramic View Monitor and Advanced Park are reserved for upper packages.

A color HUD is available only on upper packages; praised for readability except with polarized sunglasses.

Big rear doors, an adult-usable third row and strong Cars.com Car Seat Check grades make daily family logistics easy.

Lexus Safety System+ 3.0, Safe Exit Assist and rear seat reminder are standard on every trim.

A quiet ride, tri-zone climate, rear sunshades, USB in every row and 20 cu ft behind the third row suit long trips with a full cabin.

Smooth, easy to drive and quiet, though the 2.4T shows some idle shake and the large body calls for care.

23 MPG combined on premium fuel makes it an expensive commuter.

A 203-inch body is bulky in town, offset by a reasonable 38-ft turning circle and standard parking sensors; the 360 camera costs extra.

A 5,000-lb tow rating and a large cargo floor cover light trailers and bulky loads, not serious work.

Proven Toyota TNGA-K underpinnings shared with the Grand Highlander, but a luxury cabin is not built for work abuse.

Few work-focused features: cargo net and tonneau only, with no AC inverter on the gas TX 350.

A quiet, comfortable highway cruiser with strong standard ADAS; 409-mile range is adequate rather than long.

AWD with Trail Mode and 5,000-lb towing handle gravel and camping trailers, but 7.9 in clearance and road tires keep it on easy trails.

97 cu ft maximum and 20 cu ft behind the third row, a power-folding third row, roof rails and a tow hitch make bulky gear easy.

Secure and composed but not sporty; trails the BMW X5 and Mercedes GLE for agility.

Well weighted and accurate but with little feedback.

Smooth, easily modulated brakes for drama-free stops; no standout instrumented data.

The 8-speed is smooth and the 2.4T responsive, but it idles with a slight shake and lacks the silkiness of rival sixes.

Active Noise Control masks it at cruise, but the four-cylinder sounds coarse when pushed.

A mid-pack turning circle for a large three-row crossover.

Commanding seating and a roomy front row with physical climate knobs, undermined by unlabeled touch steering controls and third-row headrests that block the rear window.

A calm, competent family hauler without much character; reviewers call handling uninspiring.

Even the base TX 350 includes the 14-inch touchscreen, Lexus Safety System+ 3.0, tri-zone climate and a usable adult third row, though leather, ventilated seats and premium audio require Premium/Luxury trims.

At ~$55k–60k the TX 350 undercuts German three-row rivals and offers the segment's roomiest third row, but its 275-hp four-cylinder and interior feel trail the similarly priced Genesis GV80 and it asks a large premium over the Grand Highlander it shares with Toyota.

Three powertrains (gas turbo, 500h performance hybrid, 550h+ V6 PHEV), FWD or AWD on the TX 350, three trim grades and six- or seven-seat layouts span roughly $55k to $78k.

A strong launch year for a new nameplate, quickly becoming one of Lexus's higher-volume SUVs behind the RX and NX and filling a long-missing three-row gap in the lineup.

Lexus's reputation for reliability, dealer experience and resale gives the TX a strong halo, though some critics note its visible Toyota Grand Highlander roots.

As an all-new model in tight supply through 2024, the TX saw little discounting; incentives were limited to occasional lease support and modest APR offers.

2024 is the TX's debut model year on the current TNGA-K platform, with no redesign in sight.

Reviewers praise the roomy third row, quiet ride and practicality, but mixed notes on steering feel, the gas engine's refinement and a less premium cabin than rivals kept it from comparison wins.