2025 Lexus TX

The volume TX 350 uses the 2.4-liter turbocharged inline-four at 275 hp, unchanged in the TX's second model year; 2025's only lineup change is the new F Sport Handling grade, which keeps the same engine.

317 lb-ft is healthy for a four-cylinder, but it falls short of the torque that the six-cylinder rivals in this class make.

Published times for the TX 350 AWD run from 7.1 to 8.1 seconds depending on who tested it. The powertrain carries over unchanged from launch, so the widely quoted 7.8 seconds is the representative figure. The hybrids are about two seconds quicker.

Reviewers consistently call the TX 350's turbo four coarse and out of character in a luxury three-row, and it has to work hard to move about 4,600 lbs. The 500h and 550h+ blend engine and motors almost seamlessly.

The TX 350's eight-speed automatic shifts smoothly and stays unobtrusive in normal driving, though it can be slow to kick down. The 500h's six-speed automatic is responsive, and the 550h+'s eCVT is seamless.

All three 2025 TX powertrains are rated to tow 5,000 lbs when properly equipped. That is competitive for a unibody luxury three-row but below body-on-frame alternatives.

AWD is optional on the TX 350 (front-drive is standard) and standard on the new 2025 F Sport Handling, the 500h and the 550h+, so it is widely available. The system is built for the road: there is no low range or terrain mode, though the 500h's DIRECT4 varies the front/rear torque split.

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

The TX offers three distinct powertrains: a turbo-four gas engine, a performance-oriented hybrid, and a plug-in hybrid with about 33 miles of electric range. Only a full EV is missing.

The gas TX 350 is the volume powertrain and the only one offered across every grade. At 23 MPG combined it is unremarkable for a three-row crossover and well behind the related Grand Highlander Hybrid.

City driving is the gas TX's weakest EPA cycle. It is a heavy three-row with a turbo four and a conventional automatic, and it has no electric assist in stop-and-go traffic.

Highway is the TX 350's best cycle, but 26 MPG still sits in the lower third of the SUV band.

About 400 miles between fill-ups is adequate but mid-pack for the class. EPA publishes no range field for this gas model, so the figure is tank size × combined MPG.

Premium fuel at 23 MPG combined puts the TX 350 near the expensive end of the SUV annual-cost band.

EPA lists premium gasoline for the TX 350, and the hybrids also call for premium, so no TX runs on cheap fuel. It scores above the bottom only because the 550h+ can cover short commutes on home charging.

NHTSA rated every 2025 TX variant it tested — TX 350 FWD, TX 350 AWD, the later-release TX 350 AWD and TX 500h AWD — 5 stars overall, with 4-star frontal, 5-star side and 4-star rollover.

The 2025 TX earned no IIHS award, and the only crashworthiness result IIHS publishes for it is an Acceptable small overlap front rating. No moderate overlap (updated) or side (updated) result exists for the TX itself, although its Grand Highlander twin rates Good in both.

Lexus Safety System+ 3.0 (AEB with pedestrian/cyclist detection, full-speed adaptive cruise, lane centering, lane departure with steering assist, auto high beams) is standard on every 2025 TX, along with blind-spot monitoring and Safe Exit Assist. Rear automatic braking is listed as optional rather than standard, which is the only gap.

IIHS has not published front crash prevention results for the TX, so this is inferred from the Grand Highlander, which shares its LSS+ 3.0 camera/radar hardware and rates well in IIHS's vehicle-to-vehicle 2.0 and pedestrian tests. Docked for the lack of a TX-specific result.

Blind Spot Monitor with Rear Cross-Traffic Alert is standard, and Safe Exit Assist actively holds the Digital Latch door shut when traffic approaches from behind. Rear automatic braking (Intuitive Parking Assist with Automatic Braking) is optional rather than standard on 2025 grades, but it comes standard on the F Sport Handling.

Lane Tracing Assist provides standard lane centering, using lane lines and/or the vehicle ahead, on top of Lane Departure Alert with Steering Assist. Reviewers describe steady highway tracking, but it is a conventional camera-based system and not class-leading.

Standard all-speed Dynamic Radar Cruise Control has stop-and-go and Curve Speed Management. Paired with Lane Tracing Assist and the optional Traffic Jam Assist, it makes a well-integrated highway package.

Traffic Jam Assist does allow hands-off driving under driver-monitor supervision, but only at 0-25 mph on controlled-access freeways, only on grades that offer it, and only with a Drive Connect subscription. That is far narrower than BlueCruise or Super Cruise.

IIHS has not rated the 2025 TX's headlights. The mechanically related Grand Highlander rates Acceptable, and auto high beams are standard through LSS+ 3.0, but no variant is shown to rate Good.

The TX's tall, boxy greenhouse gives good forward and side sightlines, but the third-row head restraints intrude on the rear view. The fixes (Panoramic View Monitor, digital rearview mirror) are only available on some grades or in packages.

Second-row LATCH is easy to use, with exposed lower anchors and A grades for infant and rear-facing installs, and the third row has its own LATCH sets. Forward-facing and booster fitment in the third row is weaker, and no row takes three car seats across.

Three-row TX seats seven with the standard 60:40 second-row bench; captain's chairs drop it to six.

Generous front headroom for the class; the glass roof on Premium/Luxury grades trims about 1.4 in.

Front legroom is adequate but unremarkable for a large three-row SUV.

Volume Premium/Luxury grades carry the glass roof, which costs ~1.6 in of second-row headroom versus the base roof's 40.1 in.

Roomy second row with genuine stretch-out space, on the stretched Grand Highlander wheelbase.

One of the few luxury three-rows with an adult-usable third row (33.5 in legroom, 37.2 in headroom), slide-assist walk-in access, USB-C ports and optional power fold/recline.

Per the framework, SUV cargo is measured behind the second row with the third row folded; 20.2 cu ft behind the third row is class-leading for a luxury three-row.

Maximum cargo space rivals full-size body-on-frame SUVs.

Useful touches: dual-opening front console lid, removable second-row semi-console box with captain's chairs, underfloor cargo storage and power-folding third row; competitive rather than innovative.

Front seats and captain's chairs are well-cushioned and supportive with heating/ventilation available; the third row is adult-tolerable on longer trips, rare for the class.

Comfort-biased tune absorbs bumps and broken pavement well with controlled body motions; the new F Sport Handling adds adaptive dampers on 22-in wheels.

Wind and road noise are well suppressed, though the 2.4T four-cylinder is audibly coarse under hard acceleration.

Tri-zone climate, heated front seats standard; ventilated front and heated/ventilated second-row seats, heated wheel and remote climate via app widely available on Premium and up.

The 2025 TX opens at $56,490 for the front-drive TX 350 with destination, a high entry point for a three-row SUV that lands in the upper part of the SUV band.

The TX 350 Premium with all-wheel drive is the volume configuration — it is the most commonly listed 2025 TX grade in the used/new inventory, and AWD is the near-default fitment for three-row luxury buyers.

The estimators disagree sharply — CarEdge's owner-cost model is far below KBB's dealer-rate schedule, and KBB's 2025 page lists repairs only — so this sits between them, reflecting Toyota-derived hardware on a heavy three-row with large tire fitments.

Resale trackers put the TX well above the luxury three-row average, while KBB's residual model is much more conservative; this lands between them, reflecting Lexus's strong resale reputation on a nameplate with only a short used-market history.

Standard Lexus terms — a year longer than the mainstream 3/36 norm but short of Genesis's 5/60.

Six years/70,000 miles is mid-pack and well short of Genesis's 10/100k; the longer hybrid coverage applies only to the 500h and 550h+, not the scored gas TX 350.

Lexus covers only the first two scheduled services (1 yr/10,000 mi), thin next to BMW's or Volvo's multi-year plans, but four years of unlimited-mileage roadside assistance and included connected-service trials lift it above bare-roadside coverage.

$60,890 volume-trim price minus its estimated resale value after 5 years (58% retained, or about $35,316) leaves about $25,574 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $31,574 in total.

Consumer Reports expects the 2025 TX to be more reliable than the average new car, and J.D. Power rates the 2025 TX 81/100 for Quality & Reliability. It lands just inside the top band rather than higher because 2025 is only the second model year of a nameplate launched in September 2023. That means CR's prediction rests on a single year of TX owner data (2024) plus the Lexus brand score.

Lexus ranked highest overall in the J.D. Power 2025 U.S. Vehicle Dependability Study for a third straight year, at 140 PP100 against a 202 PP100 industry average and well clear of the next premium brand (Cadillac, 169). It is also a perennial top finisher in Consumer Reports' brand reliability rankings.

The 2025 TX 350 is covered by four NHTSA campaigns. Two are rearview-camera software faults, one is an instrument panel that can fail to show speed and brake/TPMS warnings, and one is an inaccurate load-capacity label. The generation also carries a 2024-only curtain-airbag defect. None involves the powertrain, fire or structure, and most are fixed with software (some over the air). But four campaigns in one model year, two of them visibility/instrument-display failures, is busier than typical, so it sits in the mid band.

The volume TX 350 uses the 2.4L turbocharged T24A-FTS four and a Direct Shift-8AT. The engine family dates only from 2021 (shared with the Grand Highlander, NX 350 and RX 350), so it has no high-mileage US record yet, and the known watch items are timing-chain stretch, turbo oil-seal coking and EGR clogging. There are no systemic failures and the Toyota hardware underneath is proven, so it scores mid-70s rather than top band.

Reviewers consistently find the TX cabin too close to the much cheaper Toyota Grand Highlander it shares the TNGA-K platform with. They describe generic dark plastics and soft-touch surfaces with little design emphasis, which is adequate but not class-leading for a luxury three-row. The 2025 cabin carries over from 2024 apart from the F Sport Handling trim's sport interior.

Lexus places well in J.D. Power initial quality overall, but the 2025 TX in particular has drawn owner reports of rattles and suspension noise that dealers could not fix. Owners on the TX forum also argue that 2025 builds took a quality-control step back from 2024 (early rattles, a thinner moonroof sunshade, a loose windshield seal). It is scored below the brand's usual standing because the model-level evidence contradicts it.

About 240 US Lexus dealerships give dense coverage for a premium brand, and Lexus routinely scores near the top of J.D. Power's premium Customer Service Index. It falls short of the top band because Porsche and Infiniti typically edge it, and some TX rattle complaints went unresolved at dealers.

The TX shares its platform, engine, transmission and hybrid parts with the high-volume Toyota Grand Highlander and Highlander, so parts supply is deep and prices are sensible for a luxury SUV. It stays short of the 90s because glass, large wheel and tire packages, the 14-inch multimedia unit and PHEV-specific hardware are still dealer-priced.

A 14-inch HD touchscreen is standard across the lineup.

Lexus Interface is quick, cleanly laid out and far better than the old touchpad era, with physical climate knobs retained; some functions are buried and touch-capacitive steering controls draw complaints.

Wireless Apple CarPlay and Android Auto are standard on every 2025 TX.

'Hey Lexus' natural-language assistant and cloud-based Drive Connect navigation work well, but both depend on a subscription after the trial period.

Available 21-speaker Mark Levinson Premium Surround is among the best factory systems; the standard system is solid.

For 2025 the 12.3-inch digital multi-information display became standard on the TX 350 (replacing the 7-inch MID), so every grade gets a full-digital cluster.

Lexus Interface receives over-the-air multimedia and map updates, with limited vehicle-software updates; it does not add meaningful features over time.

Lexus app covers remote start/climate, lock, locate and an available Digital Key, but Remote Connect and Digital Key require a paid subscription after the trial.

Seven USB-C ports reach all three rows plus a standard wireless charger and 12V outlets; no household AC outlet on the gas TX 350.

Smart key proximity entry, push-button start and power liftgate standard; hands-free liftgate on upper grades; phone-as-key available (subscription).

Panoramic View Monitor (four cameras) and parking sensors are widely available, plus Advanced Park automated parking with 12 ultrasonic sensors on upper grades.

A color head-up display showing speed, gear and navigation is available, but mostly limited to Luxury and F Sport Performance Luxury grades.

Adult-usable third row with slide-assist walk-in, captain's-chair walk-through option, USB-C in every row and 20.2 cu ft behind the third row for strollers make it one of the easiest luxury family haulers.

Lexus Safety System+ 3.0 is standard on every grade, including Pre-Collision up to ~110 mph and new Curve Speed Management; Safe Exit Assist and rear seat reminder add family protection.

Quiet, supple ride, tri-zone climate, heated/ventilated second-row seats and real luggage space with all seats up make long trips with six or seven easy; no rear-seat entertainment.

Smooth ride, light steering and good visibility make it relaxing, but the 2.4T works hard in a 4,400+ lb body and the sheer length is felt in traffic.

23 MPG combined on premium fuel is average for a gas luxury three-row but expensive per mile in absolute terms.

At 203 in long it is a big vehicle for urban parking, offset by a reasonable 38.0-ft turning circle, Panoramic View Monitor and available Advanced Park.

5,000-lb towing and 97 cu ft of cargo handle light trailers and bulky loads, but the unibody luxury crossover is not a work vehicle.

Toyota's TNGA-K underpinnings are proven, but the new 2.4T has limited long-term history and the luxury interior isn't built for abuse.

Cargo tie-downs, 12V outlets and an available hitch are the extent of it; no onboard AC power on the gas model and no upfit ecosystem.

Quiet, comfortable highway cruiser with strong LSS+ 3.0 assistance and ~409-mile range; the thrashy 2.4T under load is the main demerit.

Available AWD with Trail Mode, 7.9 in ground clearance and 5,000-lb towing cover gravel roads and campers, but road-biased tires and no off-road hardware.

20.2 / 57.4 / 97 cu ft with power-folding third row and roof rails swallows bulky gear; tow hitch available.

Secure and composed with minimal body lean thanks to the multi-link rear, but far from athletic; the new F Sport Handling grade adds adaptive dampers for those who want more.

Light but accurate steering suits the luxury brief; little feedback.

Strong, predictable stops for a 4,400+ lb three-row, though some testers note a slightly soft pedal under hard use.

The 2.4T and 8-speed are smoothly calibrated with decent low-end torque, but the four-cylinder feels strained in a luxury SUV of this mass versus rivals' sixes.

Quiet at a cruise, but the 2.4T turns coarse and buzzy under load — widely criticized as un-Lexus-like.

Reasonable turning circle for a 116-in-wheelbase three-row; F Sport Performance adds Dynamic Rear Steering.

Commanding, adjustable driving position with good sightlines and physical climate controls; touch-sensitive steering-wheel switches are finicky.

Pleasant and relaxing, but the comfort-first chassis and coarse four-cylinder leave it forgettable to drive; the 500h F Sport is the enthusiast pick.

Every 2025 TX gets a 14-inch touchscreen, Lexus Safety System+ 3.0, wireless CarPlay/Android Auto, seven USB ports and, new for 2025, a standard 12.3-inch digital gauge display on the TX 350 — more than most German rivals include before options. It is held back by a base grade that is front-wheel drive with NuLuxe synthetic upholstery, so AWD, the panoramic roof and ventilated seats are paid upgrades.

At $56,490–$78,560 the TX prices fairly against the Genesis GV80 and Audi Q7 while offering more usable third-row and cargo space than either. The mechanically related Toyota Grand Highlander delivers most of the same package for much less, and reviewers repeatedly say the Lexus premium is hard to justify.

Seven grades across ten orderable configurations span three powertrains — turbo-four TX 350, 366-hp TX 500h hybrid and 404-hp TX 550h+ plug-in — with FWD or AWD on the 350, a new sporty F Sport Handling grade for 2025, and six- or seven-seat layouts. The PHEV is locked to a single Luxury grade.

US TX sales doubled in calendar 2025, the 2025 model year's main selling period, to 57,346 units, making it one of the highest-volume three-row luxury SUVs in the US and a key contributor to Lexus's record year.

Lexus carries one of the strongest US luxury reputations for reliability, dealer experience and resale, and posted record sales in 2025 while passing Mercedes-Benz. The image is dependable and aspirational rather than sporting, which suits a family three-row.

Lexus supports the TX with subvented leases and low-rate financing plus occasional $1,000 rebates, but demand that doubled sales in 2025 kept large cash discounts and deep negotiation off the table during the model year.

2025 is only the second model year of a first generation that entered production in September 2023, so the TNGA-K platform, 14-inch Lexus Interface and LSS+ 3.0 are all current and no redesign is near. 2025 added the F Sport Handling grade and a standard 12.3-inch gauge display on the TX 350.

Reviewers praise the TX's space, comfortable ride and quiet cabin but call its driving dull and its premium over the Grand Highlander hard to justify, so it lands mid-pack rather than winning comparisons. It earned no IIHS Top Safety Pick for 2025 and no major award.