2026 Lexus TX

The volume TX 350 uses the T24A-FTS 2.4-liter turbocharged inline-four rated at 275 hp, unchanged for 2026; the electrified 500h and 550h+ sit well above it.

The TX 350's 2.4-liter turbo four makes 317 lb-ft, a healthy figure for a four-cylinder but short of the six-cylinder torque rivals in this class deliver.

Published times for the volume TX 350 AWD cluster between 7.1 and 8.1 seconds depending on tester; 7.8 sec is the representative mid-point and matches the widely quoted figure. The hybrids are roughly two seconds quicker.

The volume TX 350's turbo four is the powertrain's weak point — reviewers consistently call it coarse and out of character for a luxury three-row, and it needs to be worked to move 4,575 lbs. The 500h and 550h+ are markedly better, with near-seamless engine/motor blending.

The TX 350's eight-speed automatic shifts smoothly and stays out of the way in normal driving, though it can be deliberate on kickdown; the 500h's six-speed is praised as responsive at any throttle opening, and the 550h+'s eCVT is seamless.

All three TX powertrains carry the same 5,000-lb maximum rating when equipped with the optional towing package — competitive for a unibody luxury three-row, but below body-on-frame alternatives.

AWD is optional on the TX 350 (front-drive standard) and standard on the F Sport Handling, 500h and 550h+, so it is broadly available across the range. Operation is on-road oriented — no low range or terrain-specific modes — though the 500h's DIRECT4 system actively varies front/rear torque split.

The TX is a pavement-focused unibody crossover: roughly 8 inches of ground clearance, no skid plates, lockers or crawl control, and no off-road grade — buyers wanting that from Lexus are pointed at the GX. The 20- and 22-inch wheel fitments further discourage rough surfaces.

Three genuinely distinct powertrains — turbo-four gas, a performance-oriented series-parallel hybrid, and an 18.1-kWh plug-in hybrid with 33 miles of electric range — cover efficiency, performance and electrified commuting. Only a full EV variant is missing.

The 275-hp 2.4-liter turbo TX 350 is the entry powertrain, the only one offered across all four trims, and the volume seller, so it is the representative configuration; 23 MPG combined is unremarkable for a three-row crossover on the TNGA-K platform and is beaten by the mechanically related Toyota Grand Highlander Hybrid by a wide margin.

City is the gas TX's weakest cycle — a ~4,700-lb three-row with a turbo four and a conventional 8-speed automatic gets no electric assist in stop-and-go, and the 500h returns 8 MPG more in town on the same 2.4-liter block.

Highway is the TX 350's best cycle and roughly matches the class average for a turbo-four three-row, but 26 MPG still sits in the lower third of the SUV band; notably the 500h hybrid is no better on the highway than a TX 350 FWD.

EPA publishes the total-range figure directly rather than requiring a tank-times-MPG derivation; ~400 miles between fills is adequate but mid-pack, and the smaller 14.5-gallon tank in the 550h+ trades some gas range back for the plug-in hardware.

Premium-fuel pricing stacked on a 23-MPG combined rating pushes the TX past the top of the SUV annual-cost band — the mandated 91 octane costs roughly $0.75/gal more than regular, so the TX 350 runs about $500/yr more than a regular-fuel SUV returning the same MPG.

Every 2026 TX powertrain is rated on premium — the EPA lists the TX 350 as 'Premium Gasoline Required' and both hybrids the same — so there is no cheap-fuel trim anywhere in the lineup, unlike the RX where the 350h is EPA-rated on regular. It scores above a premium-only lineup with no alternatives (Acura MDX, 25) only because the TX 550h+ can cover a 33-mile commute on home charging, which sidesteps the pump for many owners.

NHTSA rated the 2026 TX 350 (FWD and AWD) and TX 500h AWD 5 stars overall, with 4-star frontal, 5-star side (including 5-star pole) and 4-star rollover at 16.9-17.4% rollover probability.

The TX carries no IIHS award — only the NX made the 2026 Lexus Top Safety Pick list — and the single crashworthiness test IIHS has published for it is Acceptable. Not a bad result, but thin evidence plus no award keeps it well below award-winning mid-size luxury rivals.

Lexus Safety System+ 3.0 is standard on every 2026 TX trim including the $58,690 base, and Lexus adds blind-spot monitor, rear cross-traffic alert, reverse automatic braking, front/rear parking sensors and Safe Exit Assist as standard rather than trim-locked options.

IIHS has not published front crash prevention results for the TX itself, so the read comes from its mechanical twin: the 2026 Grand Highlander earns Good in both vehicle-to-vehicle 2.0 and pedestrian front crash prevention on the same LSS+ 3.0 hardware. Docked for the absence of a TX-specific rating.

Blind Spot Monitor and Rear Cross-Traffic Alert are standard across the range, and coverage goes past alert-only with standard reverse automatic braking and Safe Exit Assist tied to the Digital Latch doors.

Lane Tracing Assist provides standard full lane centering layered on Lane Departure Alert with Steering Assist, and reviewers describe steady highway tracking, but it remains a conventional camera-based centering system without the confidence of the best-in-class assists.

All-speed Dynamic Radar Cruise Control with stop-and-go is standard and gains Curve Speed Management for 2026, and it combines with Lane Tracing Assist and the available Traffic Jam Assist into a well-integrated highway package.

Traffic Jam Assist does allow hands-off driving with driver-monitor supervision, but only up to 25 mph on controlled-access freeways, only on trims that can be optioned with it, and only with an active Drive Connect subscription — a narrow slice of the coverage BlueCruise or Super Cruise offer.

IIHS has not rated TX headlights; the identically-lit Grand Highlander rates Acceptable on both its headlight variants. Automatic High Beams are standard via LSS+ 3.0 and upper trims get triple-beam LED units, but nothing here rates Good.

The TX's tall, boxy greenhouse gives better forward and side sightlines than the RX it replaces at the top of the range, but the third-row head restraints intrude on the rear view, and the fixes — Panoramic View Monitor and the digital rearview mirror — are trim- and package-gated rather than standard.

Second-row LATCH is genuinely easy — exposed lower anchors and A grades for both infant and rear-facing convertible installs — and the TX is unusual in giving the third row its own two full LATCH sets. Third-row forward-facing and booster fitment is the weak spot, and no row takes three seats across.

The 2026 TX carries a 60:40 split-folding second-row bench as the standard configuration on the volume TX 350, giving seven seats; optional captain's chairs drop it to six.

Published first-row headroom without the panoramic roof; trims fitted with the panorama glass roof (standard on TX 550h+, F SPORT Performance Luxury) lose roughly 1.5 in.

First-row legroom is consistent across TX trims and powertrains; adequate but not class-leading for a three-row of this footprint.

Second-row headroom without the glass roof is at the top of the mid-size SUV band; moonroof-equipped trims give up about 1.6 in.

Second-row legroom is generous for the segment and the sliding bench can trade space with the unusually roomy 33.5-in third row.

With 33.5 in of third-row legroom and 37.2 in of headroom — figures inherited from the Grand Highlander architecture — the TX genuinely seats adults in row three, and slide-assist walk-in access plus Digital Latch with Safe Exit Assist make getting back there easy. Held short of the top band because the bench cushion sits low to the floor with little under-thigh support.

Cargo volume with the third row folded, per Lexus's own figures; the 20.2 cu ft behind the third row is competitive for a luxury three-row.

Maximum cargo capacity with both rear rows down is near the top of the mid-size SUV band and a clear advantage over the two-row RX it replaces above.

Competitive everyday storage — dual-opening center console lid, wireless charging pad, deep door bins, third-row cupholders and USB-C ports in all three rows — but nothing that qualifies as a segment-defining storage innovation, and there is no frunk or underfloor cargo well of note.

Front seats draw consistent praise for shape, bolstering and long-haul support, with power adjustment and NuLuxe or leather across the range; the flat, low third-row cushion keeps it just out of the top band.

The TNGA-K chassis with front struts and a rear multi-link setup delivers a smooth, well-damped highway ride typical of Lexus, but reviewers find it short of the outright refinement of German rivals on genuinely rough pavement — and the 22-in wheels on F Sport Handling and 550h+ trims add impact harshness.

Measured cabin noise of 51.7 dB at 55 mph puts the TX among the quieter crossovers in the class, backed by the body-rigidity and NVH work Lexus did on the platform (structural adhesives, added welds, acoustic glass).

Heated front seats and a power tilt/telescoping wheel are standard on every grade, ventilated fronts arrive on the volume Premium trim, and captain's-chair cars add standard heated and ventilated second-row outboard seats — plus tri-zone climate, rear vents and rear sunshades. Panoramic roof availability is trim-restricted, which keeps it below the very top.

The 2026 TX opens at $57,090 for the front-drive TX 350 with destination included, $500–$600 up on 2025 for a model year of minor changes. That is a lot of money for the entry point of a three-row, and it lands well above the mid-size luxury SUV band's mid-point.

The TX 350 Premium with all-wheel drive is the volume configuration — it adds the equipment most three-row buyers expect without the Luxury grade's $62k+ ask, and AWD is a near-default fitment in this segment's core markets.

The two mainstream estimators are far apart — CarEdge's owner-cost model is roughly a third of KBB's dealer-rate schedule — so this sits between them, nudged up slightly from the RX's figure for the TX's extra mass and 20-/22-inch tire fitments.

Resale is the TX's strongest ownership argument: trackers put it roughly 10–14 points above the luxury six-seat SUV average, though the estimates spread widely and the nameplate only dates to 2024, so this lands between the optimistic tracker figures and KBB's conservative residual model.

Standard Lexus terms — a year longer than the mainstream 3/36 norm but short of Genesis's 5/60 in the same three-row segment.

Six years/70,000 miles is mid-pack and trails Genesis's 10/100k badly on paper; buyers of the 500h hybrid and 550h+ plug-in get the much longer battery coverage that matters most on those powertrains.

Lexus covers only the first two scheduled visits (1 yr/10,000 mi), thin next to BMW's and Volvo's longer plans, but four years of unlimited-mileage roadside assistance and included connected-service trials lift it above a bare-roadside offering. The TX's Traffic Jam Assist is a paid subscription rather than a perk.

$61,490 volume-trim price minus its estimated resale value after 5 years (61% retained, or about $37,509) leaves about $23,981 in depreciation. Add the projected $6,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $30,481 in total.

J.D. Power gives the 2026 TX an 80/100 predicted reliability score — the top of its "Average" band — and Consumer Reports expects the 2026 TX (gas) to be MORE reliable than the average new car, drawing on 2024–2025 owner data plus Lexus brand scores. Held out of the top band because CR only predicts "about average" for the 2026 TX Hybrid, and the nameplate has just two model years of owner data behind it (production began September 2023), so the prediction leans heavily on brand history rather than on the TX itself.

Lexus ranks highest overall and highest among premium brands in the J.D. Power 2026 U.S. Vehicle Dependability Study for a fourth consecutive year, at 151 PP100 against a 204 PP100 industry average, and the Lexus IS took Most Dependable Model. Lexus is likewise a perennial top-three finisher in Consumer Reports' brand reliability rankings — as strong a brand backdrop as any vehicle in this dataset gets.

The 2026 TX carries three NHTSA recalls and the 2024-present generation has drawn four campaigns in under three model years — a rearview-camera display failure (26V162000, 2024–2026 TX 350), inaccurate load-carrying-capacity labels (26V161000, 2024–2026 TX 350 and TX 500h), the fleet-wide Panoramic View Monitor software recall, and a 2024-only curtain-airbag defect where the side curtain bags could partially deploy outside an open window. Scored mid-band rather than higher because the airbag campaign is a genuine restraint-system defect, not just a software patch; scored no lower because there is no powertrain, fire or structural recall and the remainder are label and camera-software remedies.

The volume TX 350 runs the 2.4L turbocharged T24A-FTS four with the Direct Shift-8AT — an engine family only introduced in 2021 and shared with the Grand Highlander, NX 350 and 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). The TX 500h pairs that same turbo four with a 1.4 kWh NiMH hybrid system, while the range-topping TX 550h+ uses the naturally aspirated 2GR-FXS V6 — a genuinely proven, high-mileage family. Mid-70s reflects a young turbo four carrying the volume against Toyota hybrid hardware with an excellent durability record underneath it.

This is the TX's clearest weakness against its price. Edmunds is unimpressed by the materials, describing generic dark plastics and soft-touch surfaces with no real emphasis on design or detail, and calls the cabin far too close to the much cheaper Toyota Grand Highlander it shares the TNGA-K platform with. Car and Driver allows that the TX does a decent job of reminding occupants it is a Lexus but says it expected better than decent, and finds even the loaded TX 550h+ Luxury short of real luxury. Scored in the lower half of the mid band: not cheap in absolute terms, but well behind the RX and clearly behind German rivals for a luxury three-row.

Lexus places 3rd among premium brands in the 2026 J.D. Power Initial Quality Study (156 PP100 vs. a 175 PP100 industry average), but the TX specifically has attracted a persistent squeak-and-rattle complaint pattern that is unusual for the brand — a dealer-unfixable suspension noise, dashboard rattles inside the first 1,000 miles that survived a Lexus dampening kit and six days in the shop, and an owner-community thread arguing the 2025 build took a QC step backward from 2024. A cheapened panoramic-roof sunshade and a loose windshield seal show up in the same reports. Scored below the brand's IQS standing because the model-level evidence contradicts it.

Roughly 240 US Lexus dealerships give solid nationwide coverage for a premium brand, and dealer service satisfaction is near the top of the industry at 900 on J.D. Power's 2026 Customer Service Index, third among premium brands. Short of the top band only because Porsche (915) and Infiniti (912) edge Lexus overall, and Lexus is third again in the premium SUV segment at 897 — plus the TX's own rattle complaints include cases the service network could not resolve.

The TX's Grand Highlander lineage is a running-cost advantage: the TNGA-K platform, T24A-FTS engine, 8-speed automatic and hybrid components are all high-volume Toyota hardware, so parts supply is deep and pricing sane rather than exotic-luxury. RepairPal puts Lexus ownership at about $551 a year against a $652 all-vehicle average, CarEdge ranks Lexus the second-lowest-cost luxury brand to maintain over ten years at roughly $7,110, and the TX 350's 21.14% five-year major-repair probability is 17.37% better than segment peers. Not a 90+ because it is still a Lexus — glass, 22-inch wheel/tire packages, the 14-inch multimedia unit and PHEV-specific hardware on the 550h+ are dealer-priced with little aftermarket.

The 14-inch HD Lexus Interface touchscreen is standard across the entire 2026 TX line — Base, Premium, Luxury and F Sport Handling — with no smaller entry screen, unlike the RX which starts on a 9.8-inch unit.

Lexus Interface is one of the better mainstream luxury systems — smartphone-style menus, quick response, bright high-contrast panel, and Lexus kept a physical volume knob and climate controls rather than burying them. It falls short of the top of the segment on menu depth for some vehicle settings and on the amount of screen real estate given to fixed shortcuts.

Both wireless Apple CarPlay and wireless Android Auto are standard on every 2026 TX trim, with Bluetooth pairing for up to five devices and two connected simultaneously.

"Hey Lexus" Intelligent Assistant is a genuine natural-language assistant using dual microphones, paired with Cloud Navigation that blends Google POI data with an offline map fallback. The deduction is that Cloud Navigation, Intelligent Assistant and Destination Assist sit inside the Drive Connect subscription — capable during the trial, then a recurring fee.

A 12-speaker system is the standard fit — strong for a base luxury three-row — and the optional 21-speaker Mark Levinson Premium Surround with QLS processing is among the best factory systems sold in any mid-size luxury SUV.

A 12.3-inch fully digital, reconfigurable gauge display is standard on every trim, showing vehicle data, navigation guidance, safety-system status and trip information — no analog-gauge base configuration exists.

Lexus Interface supports over-the-air updates for multimedia software and cloud map data, so the system stays current without a dealer visit, and Lexus pushes select vehicle-system updates as well. It is not the feature-adding whole-vehicle OTA regime of Tesla, Rivian or Polestar.

The Lexus App covers the core set — remote lock/unlock, remote start and climate preconditioning, vehicle locate and health reports — and Digital Key turns a phone into a key shareable with up to seven guests. Points come off because Remote Connect and Digital Key are subscription services after their trial rather than included capability, and Digital Key is packaged rather than standard.

Seven USB-C ports are spread across all three rows — three up front, two on the rear console, two on the third-row sides — with a standard wireless charging pad under the front ports and up to three power outlets by grade. Third-row USB access is a real advantage over three-row rivals that stop at row two.

Proximity smart key with push-button start and a hands-free power liftgate are standard from the base TX 350, and phone-as-key is offered through Digital Key. Short of the top band because Digital Key is a packaged subscription feature rather than standard equipment.

Rear camera and Parking Support Brake are standard, and the optional hardware is strong — Panoramic View Monitor plus Advanced Park working from four cameras and twelve ultrasonic sensors to handle perpendicular and parallel maneuvers automatically. Held out of the top band because the 360-degree camera arrives only with the Technology Package on Premium and above, not on the volume base trim.

A head-up display projecting speed, shift position, navigation arrows and safety-system status is offered, but only on the Luxury grade as part of the Technology Package (and the F Sport Performance equivalent) — it cannot be had on the volume TX 350 Base or Premium.

This is what the TX exists to do: 39.5 in of second-row legroom, a slide-assist walk-in second row that tilts forward for third-row access, and four complete LATCH sets — including two full sets in the third row, which almost nothing else in the segment offers — plus 20.2 cu ft behind row three for a stroller with every seat occupied. Cars.com grades the LATCH hardware, infant seat and rear-facing convertible all A; the deductions are that head restraints don't remove (dragging forward-facing convertibles and boosters to B, and both third-row installs to C) and it won't take three car seats across.

Lexus Safety System+ 3.0 is standard on the $58,690 base TX 350 — all-speed radar cruise, Lane Tracing Assist, Proactive Driving Assist, Emergency Driving Stop System, left-turn oncoming-vehicle braking, plus standard blind-spot monitor, rear automatic braking and Safe Exit Assist — and 2026 adds Curve Speed Management, so families buying the entry trim give up nothing. Crash results are good rather than exemplary: the shared Grand Highlander test yields Good in the updated moderate overlap front (the test that grades the rear passenger, where the RX rates Poor) and Good updated side, but Acceptable small overlap front and Acceptable headlights keep it off the Top Safety Pick list.

33.5 in of third-row legroom is genuinely adult-usable rather than token, the cabin is among the quietest in the class at 51.7 dB cruising, and rear passengers get their own climate zone, heated and ventilated captain's chairs (standard when so equipped), a panoramic roof, seven USB ports and an available 21-speaker Mark Levinson system. The limit is luggage: 20.2 cu ft behind the third row is only fair for a seven-up trip, and there is no rear-seat entertainment option.

Reviewers describe a smooth, serene, low-effort commuter — soft-edged suspension tuning, light steering, strong sound insulation, a standard 14-inch touchscreen with wireless CarPlay/Android Auto, and Proactive Driving Assist plus all-speed radar cruise standard for stop-and-go traffic. Two things keep it out of the top band: the volume TX 350's 275 hp turbo four with an eight-speed feels strained when the car is loaded, and several reviews note the ride falls short of European luxury rivals over broken pavement.

There is no economy hybrid in the TX lineup — the 500h is a performance hybrid — so the car most people commute in is the TX 350 at 23 mpg combined on premium fuel, which is ordinary at best for a mid-size luxury three-row and well behind the RX 350h's 36 mpg. The 550h+ genuinely fixes this for a short commute, covering 33 EV miles before the V6 wakes, but it starts at $81,060. Lexus's above-average predicted reliability and cheap routine service partially offset the fuel bill.

At 203.1 in long and 78.3 in wide on a 116.1 in wheelbase, with a 38.0 ft turning circle, the TX is a big vehicle in a city garage — roughly ten inches longer and three inches wider than the RX. Parking sensors and a rear camera are standard and the tall, upright glasshouse gives decent sightlines, but the Panoramic View Monitor and Advanced Park self-parking system that would actually make tight spots easy are reserved for higher grades and option packages.

A 5,000 lb tow rating across all three powertrains is respectable for a unibody crossover and beats the RX by 1,500 lb — enough for a small boat, a pair of sleds or a light utility trailer — and 97 cu ft of maximum cargo volume genuinely hauls. Beyond that there is nothing: no bed, no low range, no heavy-duty cooling or transmission package, modest payload, and the hitch isn't even a factory-line item on most trims.

Mechanically this is Grand Highlander hardware — the T24A-FTS turbo four and Toyota's hybrid system are high-volume, well-understood parts, and Consumer Reports predicts better-than-average reliability for the TX, so it will survive high mileage better than most luxury three-rows. Nothing about it is built for abuse, though: leather or NuLuxe upholstery, carpeted cargo floor, no vinyl or rubber-floor option, no fleet presence, and the nameplate is only three model years old with a stack of early recalls behind it.

Work provisions are limited to cargo tie-down hooks, standard aluminum roof rails on most grades and an accessory Class III hitch — enough to strap down a load or carry a light rack, and nothing more. There is no bed, no 120V household outlet for tools (the three power outlets are 12V/USB accessory sockets), no washable interior surfaces and effectively no upfit ecosystem for a Lexus crossover.

Highway touring is the TX's strongest suit: 51.7 dB at 55 mph, seats reviewers call fatigue-free over long stints, and Lexus Safety System+ 3.0's all-speed radar cruise with Lane Tracing Assist and 2026's new Curve Speed Management standard on every trim, with Traffic Jam Assist available by subscription. Roughly 400–450 miles per tank on the TX 350 is solid without being class-leading — owners report the 17.8-gallon tank taking noticeably less than its rated fill — and there is no hands-off highway system.

AWD is available on every powertrain and standard on both hybrids, Trail Mode is included on AWD and hybrid models, roof rails are standard on most grades, and 5,000 lb covers a small camper or a boat — enough for trailheads, ski weekends and forest-service gravel. What it lacks is everything past that: 7.7–8.0 in of ground clearance is actually less than the smaller RX, and there is no low range, no locking differential, no underbody protection and no all-terrain tire option. Lexus points genuine off-pavement buyers at the body-on-frame GX.

97 cu ft with both rear rows folded is near the top of the segment and roughly double what the two-row RX opens up, with a power-folding third row, a 57.4 cu ft two-row configuration, a flat low load floor, underfloor storage behind the third row, standard roof rails and an available hitch for a bike or cargo rack. The one soft spot is the all-seats-up case: 20.2 cu ft is fine for a stroller or a grocery run but tight for seven people's luggage.

The volume TX 350 is tuned firmly for comfort — it leans noticeably through corners and is not rewarding on a twisty road — but it is stable, balanced and forgiving at the limit and unusually easy to place for a 5,100-lb-class three-row thanks to its car-derived TNGA-K platform. The F Sport Handling's Adaptive Variable Suspension and the 500h's DIRECT4 torque vectoring plus Dynamic Rear Steering lift the top of the range well above this, but they are not the volume configuration.

Steering is accurate and sensibly weighted with a light effort that makes the TX easy to thread through parking structures, but it is short on feedback — and reviewers note the F Sport Handling's rack is oddly lighter and number than the base car's, so the sportier trim does not buy more feel.

Stopping power is adequate and pedal feel on the gas TX 350 is consistent, but the pedal is on the soft side and the electrified variants' regen-to-friction handoff draws mixed reports — a firm, progressive pedal in some tests, vague and inconsistent bite in others. No published instrumented 70–0 mph figure for the TX was located.

Calibration itself is typical Lexus — no shudder, clean tip-in, an eight-speed automatic that shifts unobtrusively — but the volume TX 350's 2.4-liter turbo four feels mild and needs working to reach highway speed, with a leisurely 7.1–7.8 sec 0–60. The 500h's six-speed hybrid and the 550h+'s eCVT blend engine and motor near-seamlessly and would rate roughly ten points higher.

This is the TX's clearest dynamic weakness: the shared-with-Toyota 2.4T growls audibly under throttle and is repeatedly called coarse and out of place in a luxury three-row, where rivals field smooth straight-sixes and V6s. It is quiet and well-isolated at a cruise, and the 550h+'s V6 PHEV is markedly more refined, which keeps this out of the bottom band.

A 38.0-ft curb-to-curb circle on a 116.1-in wheelbase is mid-pack for a three-row SUV — unremarkable but, as reviewers note, it never feels minivan-huge in parking structures. Trims on the optional 22-inch wheels turn marginally wider.

A genuine strength — a low cowl and deep glass give excellent forward sightlines, the 14-inch screen and climate controls sit high and within easy reach, seat and wheel adjustment range is generous, and the tall-but-car-like body makes ingress and low-speed maneuvering easy. The only recurring complaint is thin lumbar support in the F Sport front seats on long stints.

The TX is explicitly engineered as a serene family hauler and drives like one — competent, quiet-riding and forgettable, with no soundtrack or steering feel to reward a detour. The 500h F Sport Performance's DIRECT4 and rear-wheel steering do make it genuinely agile, but that is a narrow, expensive slice of the lineup, not the TX 350 most buyers drive.

Every 2026 TX — including the $58,690 base grade — gets a 14.0-inch touchscreen, Lexus Safety System+ 3.0, wireless CarPlay/Android Auto, wireless charging and seven USB ports, which beats what most German rivals include before options. It is held back by a base grade that is front-wheel drive with NuLuxe synthetic leather and no panoramic roof, so AWD and real luxury trim are paid upgrades.

At $58,690–$81,060 the TX prices fairly against the Genesis GV80 ($59,195) and undercuts the Audi Q7 ($62,000) while offering more usable third-row and cargo space than either. Two things cap it: the Acura MDX starts roughly $5,400 lower with a V6, and the mechanically-related Toyota Grand Highlander delivers most of the same package for meaningfully less, so the Lexus premium buys badge, NVH and warranty more than content.

Seven grades across ten orderable configurations span three distinct powertrains — turbo-four TX 350, 366-hp TX 500h hybrid and 404-hp TX 550h+ plug-in hybrid — plus FWD or AWD on the 350 and a choice of six- or seven-seat layouts. The only real gap is at the top, where the PHEV is locked to the single Luxury grade.

The TX has scaled from 8,201 units in its partial 2023 launch year to 57,346 in 2025, doubling year over year and making it one of the highest-volume three-row luxury SUVs sold in the US. Growth has continued into 2026 rather than plateauing after the launch surge.

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

Lexus advertises subvented leases from roughly $549–$569/month and subsidized financing near 2.99% APR with a bonus of up to $1,500 on the TX, so buyers get real support without the model being dumped. Strong demand keeps large cash-on-hood discounts and deep dealer negotiation off the table.

2026 is the third model year of a first generation that only launched in September 2023, so the TNGA-K platform, 14-inch Lexus Interface infotainment and LSS+ 3.0 suite are all current and no redesign is on the horizon for buyers to time around. It is a light carry-over year — the changes are a new Matador Red Mica paint, a standard panoramic roof on the 550h+ and extra third-row cupholders — which keeps it fresh rather than newly redesigned.

Reviewers consistently rate the TX solid and praise its third-row space, ride quality and cabin quiet, but it lands mid-pack rather than winning comparisons — U.S. News ranks it fifth among luxury large SUVs and points to the Audi Q7, BMW X7 and Infiniti QX60 posting higher road-test scores. It carries no IIHS Top Safety Pick for 2026 and no major award such as NACTOY or 10Best, and the recurring criticism is that it feels too close to its Grand Highlander sibling.