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Motor Trend
01-07-2025
- Automotive
- Motor Trend
2025 Lexus LX700h Overtrail First Test: The LX Achieves Its Final Form Without Compromise
Pros Looks cool Very capable off-road Excellent fit and finish Cons Gruff powertrain On-road behavior needs work Not fuel efficient If you're going to buy a Lexus LX SUV, then you might as well go for the new off-road-focused Overtrail trim level. That's because the full-size LX is an old-school, off-road-focused SUV out of the box, with body-on-frame construction, low-range gearing, and a live rear axle. Lexus dresses up most of the LX family in street clothes, however, and even offers—puzzlingly—an F Sport trim level that isn't really sporty but if piloted that way might elicit a surprised 'F—!' from an unsuspecting driver. But every LX, at its core, is an Overtrail waiting to be unleashed, to be gifted a set of off-road tires so it can devote itself to a life in the dirt. AI Quick Summary The 2025 Lexus LX700h Overtrail trim enhances off-road capability without sacrificing on-road performance. It features a hybrid powertrain with 457 hp, improved fuel efficiency, and unique off-road tires. Priced from $113,700, it balances luxury with ruggedness for off-road enthusiasts. This summary was generated by AI using content from this MotorTrend article Read Next 0:00 / 0:00 This isn't to bag on the LX (well, kind of) but more to highlight that if you're willing to tolerate old-timey off-road SUV drawbacks like wallowing on-road behavior, body lean, easily unsettled suspension, high floor, and substantial thirst for fuel, then you might as well maximize off-road capability. The Overtrail is therefore the most spiritually whole LX you can buy, and now we have test data proving that its off-road upgrades don't detract from its objective performance much, if at all. A Hybrid in Name The Overtrail isn't the only new entrant to the LX lineup for 2025. This year, the LX600 and its 3.4-liter twin-turbo V-6, which has been on sale since 2022, are joined by the LX700h hybrid, which uses an electrified version of the same engine. The Overtrail trim is only offered for the LX700h, whereas other LX trim levels can be had regardless of powertrain choice. Power for the 700h rises to 457 hp and 583 lb-ft of torque, up from 409 hp and 479 lb-ft in the LX600. Fuel efficiency rises by 2 mpg city (from 17 mpg to 19), enough to drag the combined rating up 1 mpg (from 19 mpg to 20). The LX600 and LX700h share a 22-mpg highway rating. We suspect the Overtrail's off-road tires and other changes will likely blunt the hybrid's mileage benefits; in our week of real-world driving, we saw roughly 13 mpg. Expect less driving range, too—the LX700h's fuel tank shrinks from the LX600's 21.1-gallon size to only 18.0 gallons. Lexus hybridizes the LX700h's V-6 by adding an electric motor between the engine and its transmission, where it replaces a traditional torque converter. Unlike the similar hybrid V-6 used in Toyota's Tundra pickup and Sequoia SUV, the Lexus version runs on premium fuel and includes a separate alternator and starter motor rather than relying purely on the electric drive motor for those functions. Lexus powers the setup with a small nickel-metal hydride battery that eats up some of the underfloor cargo space behind the second-row seats (and is responsible for the fuel tank's shrinkage). Although at times smoother in operation than the regular twin-turbo six in the LX600, the hybrid setup sometimes shines a harsher light on the otherwise gruff and grainy engine. That's because you're treated to moments where the V-6 isn't running, such as when it winks off at a stoplight or at steady low-speed cruising around town. It's these periods of silent, buttery smoothness from the powertrain that make the vibrations and noises that intrude when the engine refires seem that much less sophisticated. The old LX's V-8, while much less powerful and even less fuel efficient, at least was more Lexus-like in operation. But the Hybrid Is Quicker, Right? Right … ? Lexus says the LX700h should hit 60 mph from a stop in 6.4 seconds. Our test data shows it's zippier than that, reaching 60 mph in 6.2 seconds—far ahead of the ostensibly 'sportier' 2022 LX600 F Sport's 6.7-second result. (We also tested a 2022 LX600 Luxury that somehow did the deed in 6.1 seconds despite being heavier than the identically powered LX600 F Sport.) Remember, the LX700h Overtrail also rides on chunky 18-inch Toyo Open Country all-terrain rubber (sized 265/70R18)—we suspect non-Overtrail models equipped with more streetable tires would further improve performance (accelerative and otherwise) over their LX600 equivalents. While the Toyos don't add noticeable din to the cabin at highway speeds, you can feel them scrub a little more when taking corners enthusiastically. Same LX, for Better or Worse As for this street-second LX700h Overtrail's objective braking and handling figures, they aren't as far behind as you might expect. Despite weighing some 300 pounds more than the LX600s we've tested (all hybrids are about that much heavier than their gas-only LX equivalents) and those beefy tires, the Overtrail halts from 60 mph in 135 feet—just 1 foot shorter than the LX600 Luxury we've tested and only 7 feet longer than the F Sport. Thanks to the rear-mounted battery, the LX700h is slightly better balanced than the LX600s, with this Overtrail stressing its front tires with only 51 percent of its mass, compared to 53 percent for the LX600 Luxury and 52 percent for the LX600 F Sport. That might be why the Overtrail and its trail tires hung on for 0.68 g average on the skidpad, a mere 0.05 g shy of the LX600 Luxury (the F Sport's sportier rubber garners a stickier 0.75 g) and in line with, say, a Mercedes-Benz G-Class. The overall point we're getting at here is that outside of the numbers, which aren't bad considering the off-road-focused tires and suspension, the actual experience of piloting an LX700h Overtrail in the real world is about as rowdy and trucklike as any regular LX. It feels perched high, with a suspension that allows nautical levels of body lean, brake dive, and acceleration squat. Although the thick-sidewall Toyo tires smooth out most pavement cracks and smaller imperfections, smacking speed bumps or larger-amplitude whoops at any real speed overwhelms the suspension, as each end of the LX responds differently. The independently sprung front end sops up the impact but allows some fore-aft pitching—enough that the live rear axle can load up before meeting the same bump, limiting its travel and allowing it to slam hard into its bump stops. That pitches the body forward, continuing the untoward motions back and forth well after the speed bump is in your rearview mirror. But slow down to rock-crawling speeds, and the LX700h Overtrail's suspension articulation and pleasantly soft spring and damper rates eat up the ugly stuff (as we sampled in our first drive), even in the higher suspension height settings, keeping passengers mostly comfortable. The center Torsen differential can be locked, as can the front and rear axles. Drivers can switch between regular drive mode settings (Custom, Normal, Comfort, Eco, and the inexplicable Sport and Sport+ options), MTS off-road settings (Deep Snow, Mud, Sand, Dirt, or Auto), or DAC/Crawl low-speed cruise control options using handy physical toggle switches below the secondary touchscreen. And Yet … This gear is cool and all, and it all works—trouble is, most LX700h models, Overtrail or otherwise, are likely to spend most of their time on pavement and at speeds that exceed a walking pace. There, it'll wallow, heave this way and that, and go jittery over suboptimal road surfaces. But again, every other LX behaves the same way. Here, you're getting the appropriate off-road looks and wheels and tires to go along with the trucky behavior. It's a pairing that feels like the most cohesive of the LX family, though more general-purpose full-size luxury three-rows such as the Cadillac Escalade, Jeep Grand Wagoneer, and others meet or beat it in everyday comfort and utility. In many ways, this feels like the LX in its most final form—as the de facto stand-in for the full-size Land Cruiser that Toyota stopped selling here in favor of the smaller 250-series model. For fans of the old Land Cruisers, the LX is probably exactly what they're looking for. As a bonus, it includes improvements over those older models in the form of easier access to the third-row seat (through a wider opening and better-folding second-row chairs) even though those seats are slammed down low on the floor and are best for children. Speaking of, the LX isn't bad for carting around kiddos, with overhead air vents in the second and third rows (joined by center-console vents in the second row), and cupholders abound. Adding Lexus fit and finish and materials to the already good Toyota build quality is another upgrade potential Land Cruiser buyers would no doubt appreciate. Another bonus? The Overtrail is the least expensive LX700h you can buy, starting at as little as $113,700. (That price requires forgoing the otherwise standard third-row seat, which chops $1,750 from the price tag.) There is only one major factory option otherwise, the 2,400-watt, 25-speaker Mark Levinson audio system for $2,660. Fully loaded, as our test model was for $118,110, the Overtrail ends up priced at the low end of the LX lineup overall, LX600 included, making it the rare trim level that's both the one you want and not the most expensive.
Khaleej Times
30-05-2025
- Automotive
- Khaleej Times
Car review: Lexus LX 700h is the latest power player on the road
The launch of the all-new fourth-generation Lexus LX alongside the Toyota Land Cruiser LC300 was among the most anticipated automotive events in 2021, and ever since, they've been selling like hot shawarma. Now, the range includes a hybrid variant, LX 700h, the most powerful and fuel-efficient LX yet. But with a steep starting price of Dh590,000, is it really worth twice as much as an LC300? DESIGN & AESTHETICS Yes, the Lexus LX is the Land Cruiser's cousin, but it carries a grand identity of its own. This full-size SUV (5100x1990x1895 mm) has a certain visual heft, second only to the Escalade. But it's not just about size — it's about exaggerated details. The massive spindle grille — arguably with one slat too many—and angular headlamps with triple-eye LED units give it a commanding face. Then, there's that tall, brawny hood, which has a central concave indentation to improve forward visibility. Its traditional two-box silhouette adds to the robust stance, while the giant 22-inch forged multi-spoke alloy wheels lend it a touch of sophisticated chic. At the rear, the tailpipe is kept hidden, as a subtle nod to its green credentials. The LX 700h may seem bold and edgy to some or marginally overstyled to others, but it undeniably looks premium — ready to take you to your next board meeting or dinner soirée in glitzy Dubai. Keeping the ride height in mind, Lexus equipped it with a side step and an A-pillar grab handle to aid entry. And like an electric chauffeur, the soft-closing doors take care of themselves if left ajar. Inside, the cabin is as luxurious as expected from Lexus, featuring leather-draped surfaces, beautiful wood trims, and large tech-rich screens — all showcasing impeccable build quality. The uncommon dual-screen setup consists of a 12.3-inch screen for navigation and media, and a seven-inch display just below for drive modes and climate control. However, while the centre console looks sophisticated, the clutter of buttons makes it feel operationally complicated. The leather and wood steering wheel is a delight to grip, and it's complemented by large, well-placed controls. Right behind it sits a digital instrument cluster with vivid, configurable graphics. In terms of accommodations, the second row is roomy, but not vast, and the third row — while offering separate vents and USB ports — forces knees-up seating due to a high floor. And, surprisingly, there's no panoramic sunroof. POWERTRAIN & PERFORMANCE You can start the LX 700h with a fancy fingerprint sensor on the push-start switch although its placement may lead to you confusing it with infotainment control. Like the LX 600/LC300, it houses a twin-turbo 3.5-litre V6, but here it's paired with a single electric motor powered by a small nickel-metal hydride battery. This setup delivers smooth, broad power, while the shift-by-wire transmission and stubby toggle-style shifter ensure seamless gear changes. Combined output is 457 PS and 790 Nm — a solid jump from the LX 600's 409 hp and 650 Nm — but the added weight somewhat negates the advantage. On the road, the LX 700h glides almost like a luxury limo over rough patches and feels more refined than the LC300. However, there's noticeable body roll during quick manoeuvres. In our 0–100kmph acceleration sprints, it consistently clocked under 7.5 seconds — about the same as its siblings — and despite being a hybrid, fuel economy wasn't much better either, returning a dismal 5.4kmpl. A plug-in hybrid powertrain would've made more sense at this price. Off-road credentials remain strong, thanks to a four-wheel drive system with a Torsen limited-slip differential, Crawl Control, Multi-Terrain Select modes, and hydraulic suspension that adjusts ride height. Still, it's unlikely the first or second owner will venture off-road — but if you must, opt for the Overtrail variant with the 18-inch knobby tyres. FEATURES & FUNCTIONALITY Luggage space behind the third row is minimal at around 200 litres, but folding down both the second and third rows expands it to nearly 1,800 litres. Inside, there's a large central cool box up front — accessible from the left, right, and rear — and in the boot, a three-point plug that's handy for a laptop or grill. It can also tow up to 3,500kg. The 25-speaker Mark Levinson audio system delivers superb fidelity. The infotainment also supports wireless Apple CarPlay, allowing use of preferred navigation and music apps. However, the voice assistant is sluggish, and wireless charging speed is average. Rear passengers are treated to dual 11.4-inch screens, an HDMI port for game consoles, and two USB-C ports. The four-zone climate control is powerful, and features like ventilated, heated, and five-mode massaging front seats reinforce the luxury vibe. Lexus Safety System+ 3.0 offers comprehensive driver assistance technology, but standout features include digital rear-view mirrors for unobstructed visibility and a 360-degree monitor with a clever underbody view — though its feed occasionally interrupts screen functions. VERDICT The brand Lexus was created to win over luxury buyers by delivering real value through exceptional build quality, executive styling, and cossetting features at a relatively affordable price. The 2025 Lexus LX 700h attempts to do this. However, the cluttered centre console detracts from usability, the hybrid system offers little real-world advantage, and the price is steep. It's a good luxury SUV in isolation — but is it worth twice as much as a Land Cruiser, or better than its ICE-powered LX 600 sibling? I'm not so sure. That said, Lexus' renowned reliability and strong resale value make it a better long-term ownership bet than many rivals. SPECIFICATIONS Body type — 7-seater; 5-door premium full-size SUV Engine — Front-engine; twin-turbo 3.5-litre V6 + e-motor; four-wheel drive Transmission — 10-speed automatic Peak output — 457 PS (system total); 409 PS @ 5,200 rpm (ICE) + 54 PS (e-motor) - 790 Nm (system total); 650 Nm @ 2,000 - 3,600 rpm + 290 Nm (e-motor) 0 to 100kmph — sub-7.5 seconds (estimated) Top speed — 210 kmph (drag limited; estimated) Price — Starting at Dh590,000 Editor's rating: 7.5/10 KT Luxe
The Advertiser
24-05-2025
- Automotive
- The Advertiser
2025 Lexus LX700h review: Quick drive
Lexus LX Pros Lexus LX Cons Lexus recently unveiled its updated 2025 LX range which – apart from gaining some new tech features – is also bolstered by the addition of a new hybrid variant known as the LX700h. Pairing the 3.4-litre twin-turbo V6 from the LX600 with an electric motor that sits between the engine the 10-speed automatic transmission, the LX700h's outputs are bumped up to 341kW and 790Nm, versus 305kW and 650Nm for the lesser non-hybrid. While the refreshed LX range is Australia-bound this year, the LX700h is yet to be confirmed for our market. Even so, we managed to snare a test vehicle in the United Arab Emirates (UAE), where the opulent 4WD SUV just went on sale. The LX700h has the same 700mm maximum wading depth as other variants – thanks to a waterproof casing for the battery – and is fitted with a second starter motor on top of the regular alternator so the car can start its engine independently of the electric motor if required. Chassis strengthening measures include the addition of a third cross-member to support the hybrid battery, as well as redesigned mounting cushions that attach to the upper body. These upgrades are claimed to improve rigidity and reduce vibrations on the road. WATCH: Paul's video review of the 2023 Lexus LX600 Ultra Luxury Also new are strengthened rear engine mounts, along with a revised position for the under-slung spare wheel to accommodate the battery without compromising the departure angle. In addition, the 12-volt battery moves from the engine to the rear of the vehicle. Other improvements include a 12.3-inch widescreen digital instrument cluster that replaces the previous 8.0-inch screen (and is available across the revamped LX lineup), an 'air bladder' in the front seats claimed to reduce fatigue, and a new electronic gear selector in the hybrid model. Added safety features include autonomous emergency braking for intersections, and a new driver monitoring camera that watches the driver's eyes and can instruct the vehicle to pull itself over on the side of the road if the driver is detected to be unresponsive. We tested the Lexus LX700h in the United Arab Emirates, where the entry-level Signature model is priced from AED590,000 (A$251,950) while the flagship LX700h F Sport starts at an eye-watering AED635,000 (A$271,170). For now, these figures are hypothetical for Australia as the hybrid model is yet to be confirmed for our market. However, if the LX700h is eventually offered here and local pricing is reflective of the LX700h's UAE prices, it would put the Lexus up against the likes of the Range Rover, BMW X7 M60 xDrive, Mercedes-AMG GLS63 and Porsche Cayenne Turbo E-Hybrid. Of these rivals, only the Range Rover could lay claim to be a genuine all-terrainer. Whether or not any Rangie owners actually venture beyond the beaten track is another matter. In Australia, the updated 2025 Lexus LX range starts from $158,700 for the LX500d Luxury, and tops out at $220,950 for the LX600 Ultra Luxury – we'd expect the LX700h to carry a premium over the equivalent LX600. Read our full price and specs story here. To see how the Lexus LX lines up against the competition, check out our comparison tool The leather-lined Lexus LX700h is largely as per the lesser LX600 inside, and in updated form it features a fully digitised instrument panel that does away with the analogue secondary gauges of the non-hybrid variant. The LX700h also sports a Prius-style e-shifter in lieu of the conventional gearshift in the LX600 A 12.3-inch touchscreen mounted atop the dashboard controls most of the infotainment functions, while a 7.0-inch secondary touchscreen that sits below it displays mostly driving-related data such as ride height, throttle and brake position and the lateral inclination of the vehicle. This screen can also be used to control the HVAC settings. There are physical buttons and twist knobs to select drive mode, set ride height, engage the centre differential, select low range and engage Downhill Assist/Crawl Control. The overall interface is a bit of a hotch-potch as there's far too much for the eye to take in at a glance. That said, once you're familiar with the vehicle your eyes and brain figure out which bits to filter out when not needed. The LX700h features a digital overhead mirror rather than a conventional reflective unit and, while I'm usually not a fan of the former, in the Lexus it functions quite well, providing a clear and unobstructed view of the road behind. The front seats are superbly comfortable and supportive, so my spine and torso were none the worse for wear after a full-day safari that encompassed highway schlepping, some rock/gravel traversing and gliding up and down sand dunes as the sun was setting. The second-row seats are heated, cooled, and and are adequately comfortable for the two window-seat occupants, but the unlucky sod in the centre pew will have drawn the short straw as they'd be occupying the space designated for the armrest and the largedriveshaft tunnel eats into their legroom. There are air-conditioning vents for the rear occupants, two USB-C ports, a power outlet, map pockets in the back of the front seats, and rear shades to cover the large side windows. As for the third-row seats, they're more spacious than is the case with most seven-seaters, but you wouldn't want to be cooped up back there for too long as your knees end up almost chest high. Luggage capacity is a paltry 204 litres with the third-row seats in the upright position due to the hybrid battery pack eating into the cargo bay. Even when the rear seats are folded, they sit on top of the battery pack, so you still only get 878 litres of space. To see how the Lexus LX lines up against the competition, check out our comparison tool The LX700h packs a 3.4-litre V6 twin-turbo petrol and 10-speed automatic, as per the LX600, but integrates an electric motor-generator with a clutch between the engine and transmission. Outputs of 341kW and 790Nm are a handy bump on the 305kW/650Nm eked out by the LX600, although weight also bloats out to 2780kg with the added hybrid componentry (versus 2660kg for the non-hybrid LX600). As with the LX600, the petrol-electric model is equipped with full-time four-wheel drive system and a low-range transfer case. Lexus refers to the LX700h's powertrain as a "high-performance parallel hybrid" that offers "the reliability and durability customers expect when heading deep into bush or snow". The LX700h is the brand's first parallel hybrid to feature both an alternator and a starter motor, reducing reliance on the electric motor. This enables engine ignition independent of the electric motor, with the alternator powering the 12V auxiliary battery. Out in the real world, the hybrid powertrain gels relatively seamlessly, with the interface between petrol engine and electric motor calibrated in such a way that you wouldn't necessarily detect from behind the wheel that there are two separate elements providing propulsion. Where the instant grunt of the electric motor proves especially useful is when crawling over rocks or manoeuvring between tight obstacles as it allows for precise throttle control at low speeds. The hybrid powertrain also improves performance out on open tarmac roads, and our seat-of-the pants impression suggests the big SUV could dispatch the 0-100km/h sprint in about 6.0 seconds. To see how the Lexus LX lines up against the competition, check out our comparison tool As per the LX600, the LX700h shares its body-on-frame GA-F platform (with a solid axle at the rear and double-wishbone setup up front) with the Toyota LandCruiser 300 Series The Lexus LX700h is a reasonably pleasant chariot to pedal, although its sheer opulence and raft of electronic driver aids can't mask the fact that it has a truck chassis. As such, its steering lacks the crispness and precision you'd get in a BMW X7, Mercedes GLS or Range Rover; while Porsche's Cayenne sits in a different universe dynamically. The Lex is a sizeable entity (measuring 5100mm long and 1990mm wide), so slotting it into tight parking spaces isn't the easiest exercise. That said, the reversing camera and parking sensors take the guesswork out of backing into narrow spots. Out on the open road, the Lexus lacks the firmly planted feel of the German luxo-SUVs and Range Rover, with its somewhat vague and floaty responses belying its utilitarian underpinnings. Ride quality is generally okay, although it gets jiggly over high-frequency bumps. This was particularly evident over a corrugated gravel road that we traversed during our test. Adaptive hydraulic suspension enables ride height to be raised from the standard 210mm to over 250mm when crawling over large rocks or tackling towering sand dunes, so the LX700h isn't lacking versus its blue-collar LandCruiser 300 cousin (235mm clearance) in this regard. The LX700h is also the first hybrid Lexus with a wading depth comparable to combustion-powered off-roaders at 700mm, with the hybrid battery sitting within a specially designed waterproof casing under the rear floor. The AC inverter, located under the centre console, is also waterproof. It allows for external power supply of up to 1500W or 2400W, depending on the region. Our off-road adventures were limited to traversing some rock-strewn trails, gravel tracks and sand-dune surfing under the setting sun. The Lexus was able to conquer it all without breaking a sweat. Only one or two sections required the ride height to be raised, while locking the centre diff ensured the big Lex was able to effortlessly find traction across soft sandy dunes. The LX700h could have tamed rougher terrain than we traversed, but that wouldn't in any case have been representative of the vehicle's typical usage pattern in the hands of owners. Few LX700h buyers are likely to bash their $250k Lexus across humungous boulders and get the 22-inch forged rims all dinged up. That said, buyers in some markets (such as the US) also have access to an Overtrail model that rides on 18-inch rims with 33-inch all-terrain tyres. This variant also gets locking front and rear differentials and a gloss-black grille and bodywork trim in lieu of chrome. To see how the Lexus LX lines up against the competition, check out our comparison tool Lexus hasn't confirmed if the LX700h is coming to Australia just yet, but given the LX engine variants aren't tied to specific trim levels, here's a look at the specification offered across the local LX500d and LX600 lineup for MY25. 2025 Lexus LX500d Luxury + LX600 Luxury equipment highlights: LX500d + LX600 Overtrail add (over Luxury): LX500d + LX600 Sports Luxury add (over Luxury): LX500d + LX600 F Sport add (over Luxury): LX600 Ultra Luxury adds: To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: To see how the Lexus LX lines up against the competition, check out our comparison tool While the LX700h isn't sold here as yet, the wider LX range is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX700h is an accomplished luxo-SUV that provides both hardcore off-road ability as well as carpark cred when you rock up at your exclusive private golf club. The new hybrid flagship mightn't have the on-road finesse you'd get in a Range Rover or any of the German super SUVs, but it can venture farther beyond the beaten track than anything else in its segment – arguably apart from a Mercedes G-Wagen. However, the question we're left asking is whether the LX700h's added cost and complexity vis-à-vis the cheaper LX600 are justified – though we don't know just how much it will cost in Australia, yet. The addition of an electric motor brings some advantages in tricky low-speed off-road conditions, as well as marginal fuel economy benefits, but apart from that the non-hybrid LX600 can do everything the LX700h can. However, if you simply must have the most expensive and powerful Lexus SUV on the planet, then the LX700h may hold some appeal for you. Interested in buying a Lexus LX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Lexus LX Content originally sourced from: Lexus LX Pros Lexus LX Cons Lexus recently unveiled its updated 2025 LX range which – apart from gaining some new tech features – is also bolstered by the addition of a new hybrid variant known as the LX700h. Pairing the 3.4-litre twin-turbo V6 from the LX600 with an electric motor that sits between the engine the 10-speed automatic transmission, the LX700h's outputs are bumped up to 341kW and 790Nm, versus 305kW and 650Nm for the lesser non-hybrid. While the refreshed LX range is Australia-bound this year, the LX700h is yet to be confirmed for our market. Even so, we managed to snare a test vehicle in the United Arab Emirates (UAE), where the opulent 4WD SUV just went on sale. The LX700h has the same 700mm maximum wading depth as other variants – thanks to a waterproof casing for the battery – and is fitted with a second starter motor on top of the regular alternator so the car can start its engine independently of the electric motor if required. Chassis strengthening measures include the addition of a third cross-member to support the hybrid battery, as well as redesigned mounting cushions that attach to the upper body. These upgrades are claimed to improve rigidity and reduce vibrations on the road. WATCH: Paul's video review of the 2023 Lexus LX600 Ultra Luxury Also new are strengthened rear engine mounts, along with a revised position for the under-slung spare wheel to accommodate the battery without compromising the departure angle. In addition, the 12-volt battery moves from the engine to the rear of the vehicle. Other improvements include a 12.3-inch widescreen digital instrument cluster that replaces the previous 8.0-inch screen (and is available across the revamped LX lineup), an 'air bladder' in the front seats claimed to reduce fatigue, and a new electronic gear selector in the hybrid model. Added safety features include autonomous emergency braking for intersections, and a new driver monitoring camera that watches the driver's eyes and can instruct the vehicle to pull itself over on the side of the road if the driver is detected to be unresponsive. We tested the Lexus LX700h in the United Arab Emirates, where the entry-level Signature model is priced from AED590,000 (A$251,950) while the flagship LX700h F Sport starts at an eye-watering AED635,000 (A$271,170). For now, these figures are hypothetical for Australia as the hybrid model is yet to be confirmed for our market. However, if the LX700h is eventually offered here and local pricing is reflective of the LX700h's UAE prices, it would put the Lexus up against the likes of the Range Rover, BMW X7 M60 xDrive, Mercedes-AMG GLS63 and Porsche Cayenne Turbo E-Hybrid. Of these rivals, only the Range Rover could lay claim to be a genuine all-terrainer. Whether or not any Rangie owners actually venture beyond the beaten track is another matter. In Australia, the updated 2025 Lexus LX range starts from $158,700 for the LX500d Luxury, and tops out at $220,950 for the LX600 Ultra Luxury – we'd expect the LX700h to carry a premium over the equivalent LX600. Read our full price and specs story here. To see how the Lexus LX lines up against the competition, check out our comparison tool The leather-lined Lexus LX700h is largely as per the lesser LX600 inside, and in updated form it features a fully digitised instrument panel that does away with the analogue secondary gauges of the non-hybrid variant. The LX700h also sports a Prius-style e-shifter in lieu of the conventional gearshift in the LX600 A 12.3-inch touchscreen mounted atop the dashboard controls most of the infotainment functions, while a 7.0-inch secondary touchscreen that sits below it displays mostly driving-related data such as ride height, throttle and brake position and the lateral inclination of the vehicle. This screen can also be used to control the HVAC settings. There are physical buttons and twist knobs to select drive mode, set ride height, engage the centre differential, select low range and engage Downhill Assist/Crawl Control. The overall interface is a bit of a hotch-potch as there's far too much for the eye to take in at a glance. That said, once you're familiar with the vehicle your eyes and brain figure out which bits to filter out when not needed. The LX700h features a digital overhead mirror rather than a conventional reflective unit and, while I'm usually not a fan of the former, in the Lexus it functions quite well, providing a clear and unobstructed view of the road behind. The front seats are superbly comfortable and supportive, so my spine and torso were none the worse for wear after a full-day safari that encompassed highway schlepping, some rock/gravel traversing and gliding up and down sand dunes as the sun was setting. The second-row seats are heated, cooled, and and are adequately comfortable for the two window-seat occupants, but the unlucky sod in the centre pew will have drawn the short straw as they'd be occupying the space designated for the armrest and the largedriveshaft tunnel eats into their legroom. There are air-conditioning vents for the rear occupants, two USB-C ports, a power outlet, map pockets in the back of the front seats, and rear shades to cover the large side windows. As for the third-row seats, they're more spacious than is the case with most seven-seaters, but you wouldn't want to be cooped up back there for too long as your knees end up almost chest high. Luggage capacity is a paltry 204 litres with the third-row seats in the upright position due to the hybrid battery pack eating into the cargo bay. Even when the rear seats are folded, they sit on top of the battery pack, so you still only get 878 litres of space. To see how the Lexus LX lines up against the competition, check out our comparison tool The LX700h packs a 3.4-litre V6 twin-turbo petrol and 10-speed automatic, as per the LX600, but integrates an electric motor-generator with a clutch between the engine and transmission. Outputs of 341kW and 790Nm are a handy bump on the 305kW/650Nm eked out by the LX600, although weight also bloats out to 2780kg with the added hybrid componentry (versus 2660kg for the non-hybrid LX600). As with the LX600, the petrol-electric model is equipped with full-time four-wheel drive system and a low-range transfer case. Lexus refers to the LX700h's powertrain as a "high-performance parallel hybrid" that offers "the reliability and durability customers expect when heading deep into bush or snow". The LX700h is the brand's first parallel hybrid to feature both an alternator and a starter motor, reducing reliance on the electric motor. This enables engine ignition independent of the electric motor, with the alternator powering the 12V auxiliary battery. Out in the real world, the hybrid powertrain gels relatively seamlessly, with the interface between petrol engine and electric motor calibrated in such a way that you wouldn't necessarily detect from behind the wheel that there are two separate elements providing propulsion. Where the instant grunt of the electric motor proves especially useful is when crawling over rocks or manoeuvring between tight obstacles as it allows for precise throttle control at low speeds. The hybrid powertrain also improves performance out on open tarmac roads, and our seat-of-the pants impression suggests the big SUV could dispatch the 0-100km/h sprint in about 6.0 seconds. To see how the Lexus LX lines up against the competition, check out our comparison tool As per the LX600, the LX700h shares its body-on-frame GA-F platform (with a solid axle at the rear and double-wishbone setup up front) with the Toyota LandCruiser 300 Series The Lexus LX700h is a reasonably pleasant chariot to pedal, although its sheer opulence and raft of electronic driver aids can't mask the fact that it has a truck chassis. As such, its steering lacks the crispness and precision you'd get in a BMW X7, Mercedes GLS or Range Rover; while Porsche's Cayenne sits in a different universe dynamically. The Lex is a sizeable entity (measuring 5100mm long and 1990mm wide), so slotting it into tight parking spaces isn't the easiest exercise. That said, the reversing camera and parking sensors take the guesswork out of backing into narrow spots. Out on the open road, the Lexus lacks the firmly planted feel of the German luxo-SUVs and Range Rover, with its somewhat vague and floaty responses belying its utilitarian underpinnings. Ride quality is generally okay, although it gets jiggly over high-frequency bumps. This was particularly evident over a corrugated gravel road that we traversed during our test. Adaptive hydraulic suspension enables ride height to be raised from the standard 210mm to over 250mm when crawling over large rocks or tackling towering sand dunes, so the LX700h isn't lacking versus its blue-collar LandCruiser 300 cousin (235mm clearance) in this regard. The LX700h is also the first hybrid Lexus with a wading depth comparable to combustion-powered off-roaders at 700mm, with the hybrid battery sitting within a specially designed waterproof casing under the rear floor. The AC inverter, located under the centre console, is also waterproof. It allows for external power supply of up to 1500W or 2400W, depending on the region. Our off-road adventures were limited to traversing some rock-strewn trails, gravel tracks and sand-dune surfing under the setting sun. The Lexus was able to conquer it all without breaking a sweat. Only one or two sections required the ride height to be raised, while locking the centre diff ensured the big Lex was able to effortlessly find traction across soft sandy dunes. The LX700h could have tamed rougher terrain than we traversed, but that wouldn't in any case have been representative of the vehicle's typical usage pattern in the hands of owners. Few LX700h buyers are likely to bash their $250k Lexus across humungous boulders and get the 22-inch forged rims all dinged up. That said, buyers in some markets (such as the US) also have access to an Overtrail model that rides on 18-inch rims with 33-inch all-terrain tyres. This variant also gets locking front and rear differentials and a gloss-black grille and bodywork trim in lieu of chrome. To see how the Lexus LX lines up against the competition, check out our comparison tool Lexus hasn't confirmed if the LX700h is coming to Australia just yet, but given the LX engine variants aren't tied to specific trim levels, here's a look at the specification offered across the local LX500d and LX600 lineup for MY25. 2025 Lexus LX500d Luxury + LX600 Luxury equipment highlights: LX500d + LX600 Overtrail add (over Luxury): LX500d + LX600 Sports Luxury add (over Luxury): LX500d + LX600 F Sport add (over Luxury): LX600 Ultra Luxury adds: To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: To see how the Lexus LX lines up against the competition, check out our comparison tool While the LX700h isn't sold here as yet, the wider LX range is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX700h is an accomplished luxo-SUV that provides both hardcore off-road ability as well as carpark cred when you rock up at your exclusive private golf club. The new hybrid flagship mightn't have the on-road finesse you'd get in a Range Rover or any of the German super SUVs, but it can venture farther beyond the beaten track than anything else in its segment – arguably apart from a Mercedes G-Wagen. However, the question we're left asking is whether the LX700h's added cost and complexity vis-à-vis the cheaper LX600 are justified – though we don't know just how much it will cost in Australia, yet. The addition of an electric motor brings some advantages in tricky low-speed off-road conditions, as well as marginal fuel economy benefits, but apart from that the non-hybrid LX600 can do everything the LX700h can. However, if you simply must have the most expensive and powerful Lexus SUV on the planet, then the LX700h may hold some appeal for you. Interested in buying a Lexus LX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Lexus LX Content originally sourced from: Lexus LX Pros Lexus LX Cons Lexus recently unveiled its updated 2025 LX range which – apart from gaining some new tech features – is also bolstered by the addition of a new hybrid variant known as the LX700h. Pairing the 3.4-litre twin-turbo V6 from the LX600 with an electric motor that sits between the engine the 10-speed automatic transmission, the LX700h's outputs are bumped up to 341kW and 790Nm, versus 305kW and 650Nm for the lesser non-hybrid. While the refreshed LX range is Australia-bound this year, the LX700h is yet to be confirmed for our market. Even so, we managed to snare a test vehicle in the United Arab Emirates (UAE), where the opulent 4WD SUV just went on sale. The LX700h has the same 700mm maximum wading depth as other variants – thanks to a waterproof casing for the battery – and is fitted with a second starter motor on top of the regular alternator so the car can start its engine independently of the electric motor if required. Chassis strengthening measures include the addition of a third cross-member to support the hybrid battery, as well as redesigned mounting cushions that attach to the upper body. These upgrades are claimed to improve rigidity and reduce vibrations on the road. WATCH: Paul's video review of the 2023 Lexus LX600 Ultra Luxury Also new are strengthened rear engine mounts, along with a revised position for the under-slung spare wheel to accommodate the battery without compromising the departure angle. In addition, the 12-volt battery moves from the engine to the rear of the vehicle. Other improvements include a 12.3-inch widescreen digital instrument cluster that replaces the previous 8.0-inch screen (and is available across the revamped LX lineup), an 'air bladder' in the front seats claimed to reduce fatigue, and a new electronic gear selector in the hybrid model. Added safety features include autonomous emergency braking for intersections, and a new driver monitoring camera that watches the driver's eyes and can instruct the vehicle to pull itself over on the side of the road if the driver is detected to be unresponsive. We tested the Lexus LX700h in the United Arab Emirates, where the entry-level Signature model is priced from AED590,000 (A$251,950) while the flagship LX700h F Sport starts at an eye-watering AED635,000 (A$271,170). For now, these figures are hypothetical for Australia as the hybrid model is yet to be confirmed for our market. However, if the LX700h is eventually offered here and local pricing is reflective of the LX700h's UAE prices, it would put the Lexus up against the likes of the Range Rover, BMW X7 M60 xDrive, Mercedes-AMG GLS63 and Porsche Cayenne Turbo E-Hybrid. Of these rivals, only the Range Rover could lay claim to be a genuine all-terrainer. Whether or not any Rangie owners actually venture beyond the beaten track is another matter. In Australia, the updated 2025 Lexus LX range starts from $158,700 for the LX500d Luxury, and tops out at $220,950 for the LX600 Ultra Luxury – we'd expect the LX700h to carry a premium over the equivalent LX600. Read our full price and specs story here. To see how the Lexus LX lines up against the competition, check out our comparison tool The leather-lined Lexus LX700h is largely as per the lesser LX600 inside, and in updated form it features a fully digitised instrument panel that does away with the analogue secondary gauges of the non-hybrid variant. The LX700h also sports a Prius-style e-shifter in lieu of the conventional gearshift in the LX600 A 12.3-inch touchscreen mounted atop the dashboard controls most of the infotainment functions, while a 7.0-inch secondary touchscreen that sits below it displays mostly driving-related data such as ride height, throttle and brake position and the lateral inclination of the vehicle. This screen can also be used to control the HVAC settings. There are physical buttons and twist knobs to select drive mode, set ride height, engage the centre differential, select low range and engage Downhill Assist/Crawl Control. The overall interface is a bit of a hotch-potch as there's far too much for the eye to take in at a glance. That said, once you're familiar with the vehicle your eyes and brain figure out which bits to filter out when not needed. The LX700h features a digital overhead mirror rather than a conventional reflective unit and, while I'm usually not a fan of the former, in the Lexus it functions quite well, providing a clear and unobstructed view of the road behind. The front seats are superbly comfortable and supportive, so my spine and torso were none the worse for wear after a full-day safari that encompassed highway schlepping, some rock/gravel traversing and gliding up and down sand dunes as the sun was setting. The second-row seats are heated, cooled, and and are adequately comfortable for the two window-seat occupants, but the unlucky sod in the centre pew will have drawn the short straw as they'd be occupying the space designated for the armrest and the largedriveshaft tunnel eats into their legroom. There are air-conditioning vents for the rear occupants, two USB-C ports, a power outlet, map pockets in the back of the front seats, and rear shades to cover the large side windows. As for the third-row seats, they're more spacious than is the case with most seven-seaters, but you wouldn't want to be cooped up back there for too long as your knees end up almost chest high. Luggage capacity is a paltry 204 litres with the third-row seats in the upright position due to the hybrid battery pack eating into the cargo bay. Even when the rear seats are folded, they sit on top of the battery pack, so you still only get 878 litres of space. To see how the Lexus LX lines up against the competition, check out our comparison tool The LX700h packs a 3.4-litre V6 twin-turbo petrol and 10-speed automatic, as per the LX600, but integrates an electric motor-generator with a clutch between the engine and transmission. Outputs of 341kW and 790Nm are a handy bump on the 305kW/650Nm eked out by the LX600, although weight also bloats out to 2780kg with the added hybrid componentry (versus 2660kg for the non-hybrid LX600). As with the LX600, the petrol-electric model is equipped with full-time four-wheel drive system and a low-range transfer case. Lexus refers to the LX700h's powertrain as a "high-performance parallel hybrid" that offers "the reliability and durability customers expect when heading deep into bush or snow". The LX700h is the brand's first parallel hybrid to feature both an alternator and a starter motor, reducing reliance on the electric motor. This enables engine ignition independent of the electric motor, with the alternator powering the 12V auxiliary battery. Out in the real world, the hybrid powertrain gels relatively seamlessly, with the interface between petrol engine and electric motor calibrated in such a way that you wouldn't necessarily detect from behind the wheel that there are two separate elements providing propulsion. Where the instant grunt of the electric motor proves especially useful is when crawling over rocks or manoeuvring between tight obstacles as it allows for precise throttle control at low speeds. The hybrid powertrain also improves performance out on open tarmac roads, and our seat-of-the pants impression suggests the big SUV could dispatch the 0-100km/h sprint in about 6.0 seconds. To see how the Lexus LX lines up against the competition, check out our comparison tool As per the LX600, the LX700h shares its body-on-frame GA-F platform (with a solid axle at the rear and double-wishbone setup up front) with the Toyota LandCruiser 300 Series The Lexus LX700h is a reasonably pleasant chariot to pedal, although its sheer opulence and raft of electronic driver aids can't mask the fact that it has a truck chassis. As such, its steering lacks the crispness and precision you'd get in a BMW X7, Mercedes GLS or Range Rover; while Porsche's Cayenne sits in a different universe dynamically. The Lex is a sizeable entity (measuring 5100mm long and 1990mm wide), so slotting it into tight parking spaces isn't the easiest exercise. That said, the reversing camera and parking sensors take the guesswork out of backing into narrow spots. Out on the open road, the Lexus lacks the firmly planted feel of the German luxo-SUVs and Range Rover, with its somewhat vague and floaty responses belying its utilitarian underpinnings. Ride quality is generally okay, although it gets jiggly over high-frequency bumps. This was particularly evident over a corrugated gravel road that we traversed during our test. Adaptive hydraulic suspension enables ride height to be raised from the standard 210mm to over 250mm when crawling over large rocks or tackling towering sand dunes, so the LX700h isn't lacking versus its blue-collar LandCruiser 300 cousin (235mm clearance) in this regard. The LX700h is also the first hybrid Lexus with a wading depth comparable to combustion-powered off-roaders at 700mm, with the hybrid battery sitting within a specially designed waterproof casing under the rear floor. The AC inverter, located under the centre console, is also waterproof. It allows for external power supply of up to 1500W or 2400W, depending on the region. Our off-road adventures were limited to traversing some rock-strewn trails, gravel tracks and sand-dune surfing under the setting sun. The Lexus was able to conquer it all without breaking a sweat. Only one or two sections required the ride height to be raised, while locking the centre diff ensured the big Lex was able to effortlessly find traction across soft sandy dunes. The LX700h could have tamed rougher terrain than we traversed, but that wouldn't in any case have been representative of the vehicle's typical usage pattern in the hands of owners. Few LX700h buyers are likely to bash their $250k Lexus across humungous boulders and get the 22-inch forged rims all dinged up. That said, buyers in some markets (such as the US) also have access to an Overtrail model that rides on 18-inch rims with 33-inch all-terrain tyres. This variant also gets locking front and rear differentials and a gloss-black grille and bodywork trim in lieu of chrome. To see how the Lexus LX lines up against the competition, check out our comparison tool Lexus hasn't confirmed if the LX700h is coming to Australia just yet, but given the LX engine variants aren't tied to specific trim levels, here's a look at the specification offered across the local LX500d and LX600 lineup for MY25. 2025 Lexus LX500d Luxury + LX600 Luxury equipment highlights: LX500d + LX600 Overtrail add (over Luxury): LX500d + LX600 Sports Luxury add (over Luxury): LX500d + LX600 F Sport add (over Luxury): LX600 Ultra Luxury adds: To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: To see how the Lexus LX lines up against the competition, check out our comparison tool While the LX700h isn't sold here as yet, the wider LX range is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX700h is an accomplished luxo-SUV that provides both hardcore off-road ability as well as carpark cred when you rock up at your exclusive private golf club. The new hybrid flagship mightn't have the on-road finesse you'd get in a Range Rover or any of the German super SUVs, but it can venture farther beyond the beaten track than anything else in its segment – arguably apart from a Mercedes G-Wagen. However, the question we're left asking is whether the LX700h's added cost and complexity vis-à-vis the cheaper LX600 are justified – though we don't know just how much it will cost in Australia, yet. The addition of an electric motor brings some advantages in tricky low-speed off-road conditions, as well as marginal fuel economy benefits, but apart from that the non-hybrid LX600 can do everything the LX700h can. However, if you simply must have the most expensive and powerful Lexus SUV on the planet, then the LX700h may hold some appeal for you. Interested in buying a Lexus LX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Lexus LX Content originally sourced from: Lexus LX Pros Lexus LX Cons Lexus recently unveiled its updated 2025 LX range which – apart from gaining some new tech features – is also bolstered by the addition of a new hybrid variant known as the LX700h. Pairing the 3.4-litre twin-turbo V6 from the LX600 with an electric motor that sits between the engine the 10-speed automatic transmission, the LX700h's outputs are bumped up to 341kW and 790Nm, versus 305kW and 650Nm for the lesser non-hybrid. While the refreshed LX range is Australia-bound this year, the LX700h is yet to be confirmed for our market. Even so, we managed to snare a test vehicle in the United Arab Emirates (UAE), where the opulent 4WD SUV just went on sale. The LX700h has the same 700mm maximum wading depth as other variants – thanks to a waterproof casing for the battery – and is fitted with a second starter motor on top of the regular alternator so the car can start its engine independently of the electric motor if required. Chassis strengthening measures include the addition of a third cross-member to support the hybrid battery, as well as redesigned mounting cushions that attach to the upper body. These upgrades are claimed to improve rigidity and reduce vibrations on the road. WATCH: Paul's video review of the 2023 Lexus LX600 Ultra Luxury Also new are strengthened rear engine mounts, along with a revised position for the under-slung spare wheel to accommodate the battery without compromising the departure angle. In addition, the 12-volt battery moves from the engine to the rear of the vehicle. Other improvements include a 12.3-inch widescreen digital instrument cluster that replaces the previous 8.0-inch screen (and is available across the revamped LX lineup), an 'air bladder' in the front seats claimed to reduce fatigue, and a new electronic gear selector in the hybrid model. Added safety features include autonomous emergency braking for intersections, and a new driver monitoring camera that watches the driver's eyes and can instruct the vehicle to pull itself over on the side of the road if the driver is detected to be unresponsive. We tested the Lexus LX700h in the United Arab Emirates, where the entry-level Signature model is priced from AED590,000 (A$251,950) while the flagship LX700h F Sport starts at an eye-watering AED635,000 (A$271,170). For now, these figures are hypothetical for Australia as the hybrid model is yet to be confirmed for our market. However, if the LX700h is eventually offered here and local pricing is reflective of the LX700h's UAE prices, it would put the Lexus up against the likes of the Range Rover, BMW X7 M60 xDrive, Mercedes-AMG GLS63 and Porsche Cayenne Turbo E-Hybrid. Of these rivals, only the Range Rover could lay claim to be a genuine all-terrainer. Whether or not any Rangie owners actually venture beyond the beaten track is another matter. In Australia, the updated 2025 Lexus LX range starts from $158,700 for the LX500d Luxury, and tops out at $220,950 for the LX600 Ultra Luxury – we'd expect the LX700h to carry a premium over the equivalent LX600. Read our full price and specs story here. To see how the Lexus LX lines up against the competition, check out our comparison tool The leather-lined Lexus LX700h is largely as per the lesser LX600 inside, and in updated form it features a fully digitised instrument panel that does away with the analogue secondary gauges of the non-hybrid variant. The LX700h also sports a Prius-style e-shifter in lieu of the conventional gearshift in the LX600 A 12.3-inch touchscreen mounted atop the dashboard controls most of the infotainment functions, while a 7.0-inch secondary touchscreen that sits below it displays mostly driving-related data such as ride height, throttle and brake position and the lateral inclination of the vehicle. This screen can also be used to control the HVAC settings. There are physical buttons and twist knobs to select drive mode, set ride height, engage the centre differential, select low range and engage Downhill Assist/Crawl Control. The overall interface is a bit of a hotch-potch as there's far too much for the eye to take in at a glance. That said, once you're familiar with the vehicle your eyes and brain figure out which bits to filter out when not needed. The LX700h features a digital overhead mirror rather than a conventional reflective unit and, while I'm usually not a fan of the former, in the Lexus it functions quite well, providing a clear and unobstructed view of the road behind. The front seats are superbly comfortable and supportive, so my spine and torso were none the worse for wear after a full-day safari that encompassed highway schlepping, some rock/gravel traversing and gliding up and down sand dunes as the sun was setting. The second-row seats are heated, cooled, and and are adequately comfortable for the two window-seat occupants, but the unlucky sod in the centre pew will have drawn the short straw as they'd be occupying the space designated for the armrest and the largedriveshaft tunnel eats into their legroom. There are air-conditioning vents for the rear occupants, two USB-C ports, a power outlet, map pockets in the back of the front seats, and rear shades to cover the large side windows. As for the third-row seats, they're more spacious than is the case with most seven-seaters, but you wouldn't want to be cooped up back there for too long as your knees end up almost chest high. Luggage capacity is a paltry 204 litres with the third-row seats in the upright position due to the hybrid battery pack eating into the cargo bay. Even when the rear seats are folded, they sit on top of the battery pack, so you still only get 878 litres of space. To see how the Lexus LX lines up against the competition, check out our comparison tool The LX700h packs a 3.4-litre V6 twin-turbo petrol and 10-speed automatic, as per the LX600, but integrates an electric motor-generator with a clutch between the engine and transmission. Outputs of 341kW and 790Nm are a handy bump on the 305kW/650Nm eked out by the LX600, although weight also bloats out to 2780kg with the added hybrid componentry (versus 2660kg for the non-hybrid LX600). As with the LX600, the petrol-electric model is equipped with full-time four-wheel drive system and a low-range transfer case. Lexus refers to the LX700h's powertrain as a "high-performance parallel hybrid" that offers "the reliability and durability customers expect when heading deep into bush or snow". The LX700h is the brand's first parallel hybrid to feature both an alternator and a starter motor, reducing reliance on the electric motor. This enables engine ignition independent of the electric motor, with the alternator powering the 12V auxiliary battery. Out in the real world, the hybrid powertrain gels relatively seamlessly, with the interface between petrol engine and electric motor calibrated in such a way that you wouldn't necessarily detect from behind the wheel that there are two separate elements providing propulsion. Where the instant grunt of the electric motor proves especially useful is when crawling over rocks or manoeuvring between tight obstacles as it allows for precise throttle control at low speeds. The hybrid powertrain also improves performance out on open tarmac roads, and our seat-of-the pants impression suggests the big SUV could dispatch the 0-100km/h sprint in about 6.0 seconds. To see how the Lexus LX lines up against the competition, check out our comparison tool As per the LX600, the LX700h shares its body-on-frame GA-F platform (with a solid axle at the rear and double-wishbone setup up front) with the Toyota LandCruiser 300 Series The Lexus LX700h is a reasonably pleasant chariot to pedal, although its sheer opulence and raft of electronic driver aids can't mask the fact that it has a truck chassis. As such, its steering lacks the crispness and precision you'd get in a BMW X7, Mercedes GLS or Range Rover; while Porsche's Cayenne sits in a different universe dynamically. The Lex is a sizeable entity (measuring 5100mm long and 1990mm wide), so slotting it into tight parking spaces isn't the easiest exercise. That said, the reversing camera and parking sensors take the guesswork out of backing into narrow spots. Out on the open road, the Lexus lacks the firmly planted feel of the German luxo-SUVs and Range Rover, with its somewhat vague and floaty responses belying its utilitarian underpinnings. Ride quality is generally okay, although it gets jiggly over high-frequency bumps. This was particularly evident over a corrugated gravel road that we traversed during our test. Adaptive hydraulic suspension enables ride height to be raised from the standard 210mm to over 250mm when crawling over large rocks or tackling towering sand dunes, so the LX700h isn't lacking versus its blue-collar LandCruiser 300 cousin (235mm clearance) in this regard. The LX700h is also the first hybrid Lexus with a wading depth comparable to combustion-powered off-roaders at 700mm, with the hybrid battery sitting within a specially designed waterproof casing under the rear floor. The AC inverter, located under the centre console, is also waterproof. It allows for external power supply of up to 1500W or 2400W, depending on the region. Our off-road adventures were limited to traversing some rock-strewn trails, gravel tracks and sand-dune surfing under the setting sun. The Lexus was able to conquer it all without breaking a sweat. Only one or two sections required the ride height to be raised, while locking the centre diff ensured the big Lex was able to effortlessly find traction across soft sandy dunes. The LX700h could have tamed rougher terrain than we traversed, but that wouldn't in any case have been representative of the vehicle's typical usage pattern in the hands of owners. Few LX700h buyers are likely to bash their $250k Lexus across humungous boulders and get the 22-inch forged rims all dinged up. That said, buyers in some markets (such as the US) also have access to an Overtrail model that rides on 18-inch rims with 33-inch all-terrain tyres. This variant also gets locking front and rear differentials and a gloss-black grille and bodywork trim in lieu of chrome. To see how the Lexus LX lines up against the competition, check out our comparison tool Lexus hasn't confirmed if the LX700h is coming to Australia just yet, but given the LX engine variants aren't tied to specific trim levels, here's a look at the specification offered across the local LX500d and LX600 lineup for MY25. 2025 Lexus LX500d Luxury + LX600 Luxury equipment highlights: LX500d + LX600 Overtrail add (over Luxury): LX500d + LX600 Sports Luxury add (over Luxury): LX500d + LX600 F Sport add (over Luxury): LX600 Ultra Luxury adds: To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: To see how the Lexus LX lines up against the competition, check out our comparison tool While the LX700h isn't sold here as yet, the wider LX range is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX700h is an accomplished luxo-SUV that provides both hardcore off-road ability as well as carpark cred when you rock up at your exclusive private golf club. The new hybrid flagship mightn't have the on-road finesse you'd get in a Range Rover or any of the German super SUVs, but it can venture farther beyond the beaten track than anything else in its segment – arguably apart from a Mercedes G-Wagen. However, the question we're left asking is whether the LX700h's added cost and complexity vis-à-vis the cheaper LX600 are justified – though we don't know just how much it will cost in Australia, yet. The addition of an electric motor brings some advantages in tricky low-speed off-road conditions, as well as marginal fuel economy benefits, but apart from that the non-hybrid LX600 can do everything the LX700h can. However, if you simply must have the most expensive and powerful Lexus SUV on the planet, then the LX700h may hold some appeal for you. Interested in buying a Lexus LX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Lexus LX Content originally sourced from:
The Advertiser
15-05-2025
- Automotive
- The Advertiser
2025 Lexus LX price and specs: Luxury LandCruiser updates detailed
The Lexus LX range is expanding for 2025 to include a new, more off-road-focused Overtrail variant, though the hybrid LX700h has yet to be locked in for our market. The Overtrail is available in either diesel LX500d or petrol LX600 guise, but exclusively with a five-seat interior layout. Unveiled in October 2024, it's the second Overtrail-badged Lexus to be added to the brand's lineup, following the nameplate's debut on the Toyota Prado-based GX. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. While it features more black exterior trim than other LX variants, the changes are more than skin-deep. The Overtrail gets front, centre, and rear locking differentials, which help to provide its unique 18-inch wheels and 265/70R18 Toyo Open Country all-terrain tyres the maximum amount of grip at all times. Seven exterior finishes are available on the LX, including a new Moon Desert tan/brown that's exclusive to the Overtrail. The Overtrail's arrival will coincide with that of wider updates to the LX range, which includes a 12.3-inch digital instrument cluster (up from 8.0-inch), and an enhanced suite of active safety and driver assist technology detailed further down in this article. The 2025 Lexus LX range is offered with a choice of two engines, three seating configurations and five trim levels. First local customer deliveries have already commenced. Lexus Australia hasn't published specific fuel consumption, weight or emissions figures for the Overtrail. We'll update this article when these become available. Lexus Australia has yet to publish dimensions for the LX Overtrail. The Lexus LX is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: There are five trim levels offered in the 2025 Lexus LX lineup. The LX500d Luxury and LX600 Luxury come standard with the following: The LX500d and LX600 Overtrail add (over Luxury): The LX500d and LX600 Sports Luxury add (over Luxury): The LX500d and LX600 F Sport gain (over Luxury): The LX600 Ultra Luxury adds: The optional Enhancement Pack on the Luxury adds: MORE: Everything Lexus LX Content originally sourced from: The Lexus LX range is expanding for 2025 to include a new, more off-road-focused Overtrail variant, though the hybrid LX700h has yet to be locked in for our market. The Overtrail is available in either diesel LX500d or petrol LX600 guise, but exclusively with a five-seat interior layout. Unveiled in October 2024, it's the second Overtrail-badged Lexus to be added to the brand's lineup, following the nameplate's debut on the Toyota Prado-based GX. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. While it features more black exterior trim than other LX variants, the changes are more than skin-deep. The Overtrail gets front, centre, and rear locking differentials, which help to provide its unique 18-inch wheels and 265/70R18 Toyo Open Country all-terrain tyres the maximum amount of grip at all times. Seven exterior finishes are available on the LX, including a new Moon Desert tan/brown that's exclusive to the Overtrail. The Overtrail's arrival will coincide with that of wider updates to the LX range, which includes a 12.3-inch digital instrument cluster (up from 8.0-inch), and an enhanced suite of active safety and driver assist technology detailed further down in this article. The 2025 Lexus LX range is offered with a choice of two engines, three seating configurations and five trim levels. First local customer deliveries have already commenced. Lexus Australia hasn't published specific fuel consumption, weight or emissions figures for the Overtrail. We'll update this article when these become available. Lexus Australia has yet to publish dimensions for the LX Overtrail. The Lexus LX is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: There are five trim levels offered in the 2025 Lexus LX lineup. The LX500d Luxury and LX600 Luxury come standard with the following: The LX500d and LX600 Overtrail add (over Luxury): The LX500d and LX600 Sports Luxury add (over Luxury): The LX500d and LX600 F Sport gain (over Luxury): The LX600 Ultra Luxury adds: The optional Enhancement Pack on the Luxury adds: MORE: Everything Lexus LX Content originally sourced from: The Lexus LX range is expanding for 2025 to include a new, more off-road-focused Overtrail variant, though the hybrid LX700h has yet to be locked in for our market. The Overtrail is available in either diesel LX500d or petrol LX600 guise, but exclusively with a five-seat interior layout. Unveiled in October 2024, it's the second Overtrail-badged Lexus to be added to the brand's lineup, following the nameplate's debut on the Toyota Prado-based GX. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. While it features more black exterior trim than other LX variants, the changes are more than skin-deep. The Overtrail gets front, centre, and rear locking differentials, which help to provide its unique 18-inch wheels and 265/70R18 Toyo Open Country all-terrain tyres the maximum amount of grip at all times. Seven exterior finishes are available on the LX, including a new Moon Desert tan/brown that's exclusive to the Overtrail. The Overtrail's arrival will coincide with that of wider updates to the LX range, which includes a 12.3-inch digital instrument cluster (up from 8.0-inch), and an enhanced suite of active safety and driver assist technology detailed further down in this article. The 2025 Lexus LX range is offered with a choice of two engines, three seating configurations and five trim levels. First local customer deliveries have already commenced. Lexus Australia hasn't published specific fuel consumption, weight or emissions figures for the Overtrail. We'll update this article when these become available. Lexus Australia has yet to publish dimensions for the LX Overtrail. The Lexus LX is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: There are five trim levels offered in the 2025 Lexus LX lineup. The LX500d Luxury and LX600 Luxury come standard with the following: The LX500d and LX600 Overtrail add (over Luxury): The LX500d and LX600 Sports Luxury add (over Luxury): The LX500d and LX600 F Sport gain (over Luxury): The LX600 Ultra Luxury adds: The optional Enhancement Pack on the Luxury adds: MORE: Everything Lexus LX Content originally sourced from: The Lexus LX range is expanding for 2025 to include a new, more off-road-focused Overtrail variant, though the hybrid LX700h has yet to be locked in for our market. The Overtrail is available in either diesel LX500d or petrol LX600 guise, but exclusively with a five-seat interior layout. Unveiled in October 2024, it's the second Overtrail-badged Lexus to be added to the brand's lineup, following the nameplate's debut on the Toyota Prado-based GX. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. While it features more black exterior trim than other LX variants, the changes are more than skin-deep. The Overtrail gets front, centre, and rear locking differentials, which help to provide its unique 18-inch wheels and 265/70R18 Toyo Open Country all-terrain tyres the maximum amount of grip at all times. Seven exterior finishes are available on the LX, including a new Moon Desert tan/brown that's exclusive to the Overtrail. The Overtrail's arrival will coincide with that of wider updates to the LX range, which includes a 12.3-inch digital instrument cluster (up from 8.0-inch), and an enhanced suite of active safety and driver assist technology detailed further down in this article. The 2025 Lexus LX range is offered with a choice of two engines, three seating configurations and five trim levels. First local customer deliveries have already commenced. Lexus Australia hasn't published specific fuel consumption, weight or emissions figures for the Overtrail. We'll update this article when these become available. Lexus Australia has yet to publish dimensions for the LX Overtrail. The Lexus LX is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: There are five trim levels offered in the 2025 Lexus LX lineup. The LX500d Luxury and LX600 Luxury come standard with the following: The LX500d and LX600 Overtrail add (over Luxury): The LX500d and LX600 Sports Luxury add (over Luxury): The LX500d and LX600 F Sport gain (over Luxury): The LX600 Ultra Luxury adds: The optional Enhancement Pack on the Luxury adds: MORE: Everything Lexus LX Content originally sourced from:
West Australian
15-05-2025
- Automotive
- West Australian
2025 Lexus LX price and specs: Luxury LandCruiser updates detailed
The Lexus LX range is expanding for 2025 to include a new, more off-road-focused Overtrail variant, though the hybrid LX700h has yet to be locked in for our market. The Overtrail is available in either diesel LX500d or petrol LX600 guise, but exclusively with a five-seat interior layout. Unveiled in October 2024, it's the second Overtrail-badged Lexus to be added to the brand's lineup, following the nameplate's debut on the Toyota Prado -based GX . Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now . While it features more black exterior trim than other LX variants, the changes are more than skin-deep. The Overtrail gets front, centre, and rear locking differentials, which help to provide its unique 18-inch wheels and 265/70R18 Toyo Open Country all-terrain tyres the maximum amount of grip at all times. Seven exterior finishes are available on the LX, including a new Moon Desert tan/brown that's exclusive to the Overtrail. The Overtrail's arrival will coincide with that of wider updates to the LX range, which includes a 12.3-inch digital instrument cluster (up from 8.0-inch), and an enhanced suite of active safety and driver assist technology detailed further down in this article. The 2025 Lexus LX range is offered with a choice of two engines, three seating configurations and five trim levels. First local customer deliveries have already commenced. Lexus Australia hasn't published specific fuel consumption, weight or emissions figures for the Overtrail. We'll update this article when these become available. Lexus Australia has yet to publish dimensions for the LX Overtrail. The Lexus LX is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: There are five trim levels offered in the 2025 Lexus LX lineup. The LX500d Luxury and LX600 Luxury come standard with the following: The LX500d and LX600 Overtrail add (over Luxury): The LX500d and LX600 Sports Luxury add (over Luxury): The LX500d and LX600 F Sport gain (over Luxury): The LX600 Ultra Luxury adds: The optional Enhancement Pack on the Luxury adds: MORE: Everything Lexus LX
