The 2024 Lexus TX, a New Three-Row Luxury SUV, Mounts a Multi-Pronged Attack

12/6/23: This review has been updated with test results for TX350 FWD and TX500h AWD models.

It’s a testament to the success of the RX that Lexus was able to dominate the luxury-crossover space for so long without a legitimate three-row option. The cobbled-together previous-generation RX L didn’t really count, and neither did the body-on-frame GX and full-size LX, but the new 2024 Lexus TX finally aims straight for the heart of the three-row luxury crossover market—and largely hits its target.

Built on the same platform as the Toyota Grand Highlander, the TX is significantly bigger than the latest RX, with a nearly four-inch-longer wheelbase, almost three inches of extra width, and an overall length of just over 203 inches. There’s no swoopy roofline to be found here, as the squared-off rear end makes it clear the TX is a people hauler that places function over form.

Spacious Interior

Space for passengers and cargo is important in this segment, and that’s what the TX delivers. No matter whether you choose the seven-passenger configuration with a second-row bench or the six-passenger setup with captain’s chairs, all three rows are habitable for adults. The only real flaw in the rearmost seat is the low bottom cushion, but that’s true of most of the TX’s rivals, and at least Lexus offers a recline function along with armrests and USB ports. Also on the roster are a hushed 66 decibels of interior noise at 70 mph in the base TX350, with the TX500h registering only one decibel louder.

The environs up front will be familiar to anyone who has driven the new RX, with a large 14.0-inch touchscreen dominating the dash and a muted design without many flashy touches. Many premium vehicles have interiors that look better than they feel, but the latest Lexus cabins are the opposite, with lots of plush touch points and high-quality materials but little visual flair or panache. We found the touchscreen to be relatively clear and easy to use, but certain functions—such as the drive mode selector—are buried deeper in settings menus than we’d like. The touch-sensitive control pads on the steering wheel that display their selections on the head-up display are also not the most intuitive, and the electronic interior door-release buttons take some getting used to.

Wide Range of Powertrains

While many competitors offer merely a turbo four or a V-6 engine, Lexus is offering a wide range of powertrain choices in the TX, including two hybrids. The base TX350 has a 275-hp turbocharged 2.4-liter inline-four that provides merely adequate grunt for a big vehicle like this. The front-wheel-drive TX350 we tested got to 60 mph in 7.1 seconds, which is not a standout time for this class.

The turbo four is relatively well isolated from the cabin, but its occasionally grumbly tone makes us miss the smoothness of Lexus’s naturally aspirated 3.5-liter V-6—though that mill was also a bit sluggish and didn’t provide great fuel economy. The four-cylinder is better on that front, as we achieved an impressive 75-mph highway fuel-economy result of 31 mpg, substantially beating the EPA’s 27-mpg highway rating.

Things get more interesting with the 366-hp TX500h, a hybrid that comes exclusively with the F Sport Performance treatment. Its combination of the 2.4-liter turbo four with front and rear electric motors is nearly identical to the Hybrid Max system available in the Grand Highlander, and it’s similarly impressive here. We got the TX500h to 60 mph in a relatively swift 5.7 seconds—about on par with rivals such as the Acura MDX Type S. However, highway fuel economy is not the hybrid’s strong suit, as it only got 26 mpg in our real-world test, short of its EPA rating by 2 mpg.

We enjoyed hustling the TX500h through corners, as the powertrain is quick and responsive and the F Sport’s standard adaptive dampers tighten up the body motions, making the TX a surprisingly eager handler for its size. It gripped our skidpad at 0.85 g, versus the base model’s 0.82-g result. Stopping prowess also is respectable, with both of our test cars coming to a halt from 70 mph in less than 175 feet. The trade-off is ride quality, as our F Sport model on 22-inch wheels felt a bit too firm for this vehicle’s mission; our TX350’s 20-inchers felt better suited to traversing broken Midwestern pavement.

The final setup, which isn’t likely to make up a big portion of TX sales, is the plug-in-hybrid TX550h+ model that uses a naturally aspirated 3.5-liter V-6 gasoline engine (just like the old days) and is the most powerful choice in the lineup. It makes 404 horsepower in total but is also significantly heavier than the TX350 and TX500h due to its battery pack that enables a claimed electric driving range of 33 miles. While we haven’t tested one yet, we were impressed with the smoothness of this powertrain during our initial drive; compared with the F Sport, the TX550h+ rides well due to its softer suspension tune. It’s likely to be expensive (Lexus hasn’t yet released pricing for the plug-in; we’re estimating $77,500 to start) but is a solid option for those who are able to charge at home and make full use of the electric range in daily commuting.

Worth the Money?

Price could be somewhat of a hang-up for the standard models too. The TX, which starts at $55,050 and rises to over $77,000 for a loaded TX500h, is a few thousand dollars more expensive than luxury SUV rivals including the Acura MDX, Cadillac XT6, and Infiniti QX60. (It’s worth mentioning, too, that the Grand Highlander offers a similar package for thousands less, though admittedly without the prestigious badge.)

But the Lexus has plenty of tricks up its sleeve to increase its appeal. Compared with those familiar three-row models, the TX has a generous list of standard and optional equipment, lots of interior space, and myriad powertrain choices to sweeten the deal. We don’t think it will have any problem establishing itself as a major player in this important segment, just as the RX did decades ago.

Senior Editor

Despite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.