The legendary 300-Series Toyota Land Cruiser continues to be forbidden fruit for Canadians but what if we told you that it has been in front of us the whole time? No, we’re not talking about the recently released 250-Series LC. We’re talking about the Lexus LX, essentially a glitzed-up, Canadian equivalent of the LC 300 that sits on the same ladder frame as the Toyota Tundra. It’s been here the whole time, just with a more North American-friendly moniker. 

This 4th-generation model continues to exhibit rugged performance, durability, and enough leather to suit an emperor. New for 2025 is a hybrid powertrain and Overtrail+ trim that adds off-roading features to outdo Raptors and Defenders in the countryside. There is still a non-hybrid LX 600 available, but the top-tier LX 700h combines its 3.4-litre twin-turbocharged V6 with a nickel-metal-hydride battery and an electric motor integrated into the 10-speed automatic gearbox. In total, it will generate 457 hp and 583 lb-ft, which is 48 hp and 104 lb-ft more than the LX 600, but it’s also towing around an additional 180 kg.

There’s more. Included on this LX 700 Overtrail+ model are 33-inch Toyo Open Country All-Terrain tires wrapped around 18-inch wheels, front and rear locking differentials, a metal skid plate, a 120v AC inverter, trailer brake system, heated, ventilated, and massage front seats with heated and ventilated second row seats, and the entire suite of Lexus driver assistance and safety features. Calling it fully loaded would be an understatement, but Overtrail+ is genuinely a bit of overkill.

We would only recommend it to those who will take advantage of the all-terrain tires and be more inclined to drive off-road rather than on-road, as its compromises are quite substantial and should not be overlooked. The tires impact comfort and on-road civility, and you feel every wiggle on the road as the tires bounce and undulate, developing into a soothing, rocking-like rhythm on glassier roads, but it’s far from the cloud-like ride you would experience in an RX or TX. The remedy to this would be to cough up an additional $42,000 for the Executive VIP Package, or skip the hybrid and opt for the LX 600 powertrain instead.

However, the hybrid has addressed one of our main complaints about the LX 600, namely its somewhat slow and lethargic acceleration. Here, the V6 feels strong with a cavernous pair of lungs. Though hybrid-assisted, it feels more like a large-displacement V8 with strong low-down thrust and a punchy mid-range. The hybrid polishes out the gearbox transitions too, meaning you never feel the ten cogs swapping places, resulting in seamless transitions between gears and modes of propulsion. It’s one of the smoothest Lexus hybrid units in play, and a far cry from the coarse four-cylinder hybrid in the Land Cruiser 250.  Even at wide-open throttle, the V6 remains muted, emitting only a slight whimper, fitting for the brand’s image. Quiet luxury has always been a hallmark of these Japanese SUVs. 

Yet, that light of luxury begins to dim the moment you turn the wheel. The LX is not as well-heeled or as adept at navigating pockmarked roads as the nimbler BMW X7 or Mercedes-Benz GLS. It heaves and pitches with gusto when braking or accelerating hard, and the ride is busy even with the adaptive suspension. Sitting in the driver’s seat, you feel on top of the world and in charge of the road, imposing the LX’s giant footprint between the lane markings. Its staggering dimensions are cleverly hidden by sharp creases and sculpted geometric tension behind the dusky Earth paint colour, and the darkened seven-slat grill tricks your eyes into thinking it’s got a slim waist when it’s actually packing stacks of muscle. 

But we’re perplexed how a car so large on the outside can feel so small and cramped on the inside, especially in the second row, where headroom and legroom are particularly sparse and less spacious than the comparative Infiniti QX80 and even Lexus’ own TX. Even the GX doesn’t feel that much smaller, which begs the question of why you would choose an LX over a GX in the first place. The third row of seats is manageable for six-foot adults but still admittedly cramped for longer journeys. The third row can fold flat to provide a decent amount of cargo space, but there is an oddly limited number of sunroofs, with only one for the front cabin and none for the rear, which contributes to the cramped atmosphere.

The cabin layout remains the same as it was in 2022, except for the new gear lever, and is overall more traditional than Lexus’ other offerings. There are buttons galore and dedicated switches for the air suspension and heating controls, so you’re not scrambling through the touchscreen looking for a tiny button prompt. The dual touchscreens, particularly the bottom one, aren’t very useful. We would have preferred a single large screen, like the NX, but the learning curve is low, the graphics are bright and crisp, and it’s positioned neatly on the dashboard, not interrupting the cabin’s design flow. The lack of those frustrating haptic touch sensors on the steering wheel gave us a sigh of relief, an issue that continues to plague the RX and TX models that integrate them. It’s a refreshing sight and simplifies the driver interface by knocking down a few layers of complexity. 

The interior is wide but from the driver’s seat, headroom isn’t generous and it can feel narrow due to the high door panels and elevated center console that doesn’t leave much room for your knees to flail around. There is no storage space under the center console, either, adding to the cramped feeling. The expansive center console contains empty space for storing your items but there are only two standard-sized cupholders and a wireless charging pad in front of the shifter. Otherwise, the space feels underutilized. If they relocated the shifter closer to the driver, they could have created a more ergonomic layout that’s workhorse-friendly. The center console is cooled and deep, but not particularly wide, as much of the space is allocated to the cooler box motor. 

The Lexus LX was crafted for durability and built for deserts, dunes, mud, and gravel. Smooth tarmac driving and daily errand use is secondary, and though the Overtrail+ trim could be seen as overkill, the same could be said about the Jeep Wrangler, Ford Bronco, or even the G-Wagon and Land Rover Defender. This is a Land Cruiser after all. Best not to forget that.

Specifications:

Model: 2025 Lexus LX 700h Overtrail+
Paint Type: Earth
Base Price: $136,059
Price as Tested: $138,804
Wheelbase(mm): 2,850
Length/Width/Height (mm): 5,095 / 1,990 / 1,895
Curb weight (kg): 2,840
Engine: 3.4-litre twin-turbocharged V6, nickel-metal-hydride battery, electric motor
Horsepower: 457 hp
Torque: 583 lb-ft
Transmission: 10-speed automatic
Engine & Drive Configuration: Front engine, 4WD
Observed Fuel Consumption (L/100km): 14.6
Tires: Toyo Open Country all-terrain 33-inch tires; 18-inch wheels