The LX 700h comes with 457 horsepower and 583 lb-ft of torque.Kunal D'souza/The Globe and Mail
When setting out to design the new LX, Lexus chief engineer Takami Yokoo said they weren’t benchmarking any of its competitors. “The Lexus LX is a vehicle we’ve had since 1996 and we have a very rich history with it,” he said during an interview with reporters on a recent launch event.
The full-size SUV is the flagship of the Toyota’s luxury brand. A posh version of the rugged Toyota Landcruiser, its body-on-frame design is a big part of the draw allowing for the legendary durability and off-road capability that’s become a cornerstone of the nameplate. An LX will take you wherever you want to go while pampering occupants with all the modern luxuries expected of a vehicle that now crests $170,000 in the new hybrid top trim.
Think of the LX in the same vein as a Range Rover, except more reliable. Resale values reflect that with awards from Canadian Black Book for best retained and best residual values in 2024 for luxury SUVs.
Until now, the LX was the only model in the Lexus lineup that didn’t have a hybrid option, but that changed with the introduction of the LX 700h. It uses the same twin-turbocharged V6 but sandwiches an electric motor between it and the 10-speed automatic transmission. The battery pack is installed in a waterproof casing, giving the LX the same water-fording capability of 700 millimetres as its non-hybrid counterparts. There’s more power and torque, now 457 horsepower and 583 lb-ft, and better fuel efficiency, but Lexus doesn’t want you to think of the LX as a hybrid.
“It’s an LX first and foremost,” says Yokoo. “Being an LX, the three must-have pillars are reliability, durability and off-road capability, so we developed the [hybrid] system according to those goals.”
The floor is high on the third row making it ideal for children, but not adults.Kunal D'souza/The Globe and Mail
Yokoo says they wanted to make sure that when electrifying the LX its customers would always be able to return home, even if drivers are overlanding, in the unlikely event of a failure in the hybrid system. “That’s the biggest distinguishing factor of the (LX) hybrid system.”
There is a reduction in fuel consumption, but during my time with it on the soggy mountain roads after days of non-stop rain in Napa Valley, Calif., it barely broke 15 litres per 100 kilometres. The constant elevation changes likely played a role, but you really can’t expect much more when you consider the type of vehicle it is and the capability it has, especially off-road. The type of capability its affluent customer base will likely never use, but that’s not the point. “You’re unlikely to encounter a situation where you’ll need all this, but we wanted to make sure it has it,” says Yokoo.
The LX700 will come in two trims: the Overtrail+, which comes with burly 33-inch all-terrain tires and three locking differentials, and the appropriately named Executive VIP that skips the off-road treatment for a full-reclining business class seat behind the rear passenger that you control with a screen on the centre armrest. The Overtrail+ starts at $136,059 with two rows and $138,154 with three rows. The Executive VIP trim starts at $171,125 and seats four.
The dual-screen layout can get confusing, but there are a lot of options for off-roading.Kunal D'souza/The Globe and Mail
You’d never know you were driving a body-on-frame vehicle behind the wheel of the LX. The plush seats upholstered in buttery-soft leather are the type you sink into, and the suspension was tuned to reduce the head rocking motion often caused by rough terrain. Everything you touch inside is beautifully finished and covered in leather or detailed with intricate wood veneers. The third row, if equipped, offers good legroom, but the seats aren’t very high off the floor, leading to an uncomfortable seating angle for taller adults.
The dual-screen layout can get confusing, and I can’t imagine many customers playing with all the locking differentials and off-road toys, but if they were up for an adventure, the LX can make short work of any terrain. An off-road course set in mud thick enough to swallow my boots proved little trouble for the LX, as it clambered over watermelon-sized rocks and thick tree trunks. We even got stuck in the clay-like mud, but with the four-wheel drive system in low and differential locks activated, the LX easily freed itself.
It’s equally good on the road, too, with excellent steering and stability that makes it easy to place the big vehicle exactly where you want it, while the dampers, electrically adjustable in height and firmness, soak up all the lumps and bumps. On twisty roads better suited to small sports coupes, the big LX was surprisingly adept. Audiophiles will also love the 25-speaker Mark Levinson sound system that mimics the experience you get in an IMAX theatre when you crank up the volume.
The LX built a reputation on its unmatched dependability, but it’s also one of the best-sorted luxury SUVs you can buy today with few other competitors offering the same mix of rough road capability and on-road poise.
Tech specs
The LX 700h is just as comfortable on-road as it is off-road.Kunal D'souza/The Globe and Mail
2025 Lexus LX 700h Overtrail+
- Base price: $136,059 plus $2,205 for freight, predelivery inspection and fees, plus tax
- Engine: 3.4-litre twin-turbo V6 plus electric motor
- Horsepower / torque (lb-ft): 457 / 583
- Transmission / drive: Ten-speed automatic / four-wheel drive
- Curb weight: 2,840 kilograms
- Fuel consumption (litres per 100 kilometres): 12.5 city; 10.7 highway; 11.7 combined
- Alternatives: Range Rover, Mercedes-Benz G-Class, BMW X7, Cadillac Escalade
The writer was a guest of the automaker. Content was not subject to approval.
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