Even in 2025, luxury SUVs continue to be in high demand, with three-row models being particularly popular. These are leather-lined, luxury chariots capable of accommodating entire hockey teams, transporting them to the arena, and returning them as fresh and comfortable as when they left. The BMW X7 and Mercedes-Benz GLS are top choices but their prices have swollen into the luxury tax category. On the Japanese end, those who loved the RX but needed to ferry an extra row of passengers found a remedy in the GX or LX, large off-roaders based on rigid truck platforms. They rode nicely and were incredibly durable, but were unwieldy to drive, thirsty and expensive on the wallet, and cabin space was compromised by narrow body dimensions. Lexus attempted to address this issue with the long-wheelbase RX L, but the third row proved too tight and was virtually unusable for adults. 

That’s where the Lexus TX comes into play, remedying that issue with the same platform as the RX and NX, and while you could categorize it as just a glamoured-up Toyota Grand Highlander, it’s much more layered than that, and is a proper alternative with seven-passenger capability, three powertrain choices, rear-wheel steering, and all the leather you would expect from a premium product.

From our perspective, the TX is the best-looking Lexus in years, and the new Nightfall Mica paint visually propels it upmarket. We’re glad the spindle grill has been manicured into a less offensive design. The silhouette of the spindle remains but it’s streamlined and less shouty. We want Lexus models to look like the way they drive – calm, soft, relaxing – and the TX finally achieves that. 

The cabin is a carbon copy of the RX but blown up in proportion, and the swaths of buttery leather, upgraded touchpoints, and a unique visual flair make this more than just a dressed-up Grand Highlander. This F Sport trim doesn’t get the semi-aniline seats of the Executive models, but it’s still convincingly premium. There’s a large touchscreen, a small gear lever lifted off the LC, and an innovative cupholder design that allows them to be detached with ease should you need to store larger items and don’t require individual compartments. After all, organization sparks joy. The same cupholder system is found between the second row of seats. They work incredibly well and we prefer them to the detachable holders in the Mercedes GLC.

Access to the third row of seats is made easy with a button on the second-row seat shoulder that throws it forward on its rails. The resulting entry portal is a decent size and once situated, we discovered generous space for my six-foot figure. Headroom and legroom are excellent but our favourite feature was the electronic recline button, which allows for a more relaxed seating position, a rarity in this segment. Of course, this does limit the usable trunk space. Otherwise, the individual USB-C plugs are much appreciated, but we would have liked seat heating back here as well.

The center touchscreen is gargantuan and easy to navigate. There’s a learning curve, and the small button prompts don’t help, but it’s a significant improvement over the last-generation interfaces that utilized the frustrating trackpad. TX models with the head-up display equipped get a slightly different steering wheel button layout. The pads on the left and right respond to haptic touch, and will sense your fingers hovering over them without being pressed. Annoyingly, there’s a delay between touch and the button registering it. So if you quickly use your finger and press the pad, it won’t register anything. You must first touch it, let the head-up display acknowledge the touch, and then click the button. This becomes frustrating when you want to quickly change a song or flip the driver’s gauge display. On the bright side, the trackpad offers multiple functions, such as adjusting the cabin temperature, so if you’re lazy like us and prefer to stay seated, this can be quite helpful. But we wish they used the wheel from the Toyota Land Cruiser instead, without the frustrating touch sensors. Keep things simple, Lexus.

There are two TX powertrains on offer. The TX 350 we drove is equipped with a 2.4-litre four-cylinder turbocharged engine, paired with an 8-speed automatic transmission and all-wheel drive, generating 275 horsepower and 317 lb-ft of torque. This is the same engine unit used in the NX 350 and RX 350. The TX 500h, on the other hand, utilizes the same engine but pairs it with a 64 kW electric motor and a 6-speed gearbox, resulting in a total output of 366 hp and 406 lb-ft. of torque.

Though the TX 500h is more efficient and hybrid-focused, we prefer the TX 350 and its simpler powertrain. Acceleration is nothing to get excited about but there’s more than enough thrust to adequately pick up speed, even with the cabin loaded up. The 8-speed automatic gearbox is much more refined and decisive than the 6-speed in the TX 500h and though you can’t drive guilt-free in EV mode like in the hybrid, the four-cylinder is quiet and doesn’t pierce the ears at wide open throttle. 

The adaptive variable suspension ensures the TX 350 rides well. It’s soft and absorbent, flattening the majority of bumps and remaining calm and stable at high speeds. Compared to the GX and LX, the TX is like riding on a cloud. However, the same complaints from the TX 500h also apply here, mainly regarding the lethargic brakes.

The brakes need more initial bite, as they required us to effectively stand on the pedal to bring the vehicle to a stop. The pedal isn’t like a springboard, as in other electric vehicles, and is positively linear and predictable by comparison. However, it doesn’t feel adequate for this large SUV, and subsequently snaps confidence out of the driver. It’s also silly that you have to re-activate the auto brake hold function on every ignition cycle. This goes for all Toyota and Lexus products, mind, but there’s a large, dedicated button for it below the shifter, so it’s not a dealbreaker. 

With remarkable road composure and a spacious and sumptuous cabin, the Lexus TX is a more convincing luxury product than the rivalling Lincoln Aviator and Acura MDX, and is an easy recommendation to those who desire seven-passenger capability. We would choose the TX 350 over the hybrid for its simpler and more refined powertrain, but its weak brakes remain a sore spot on an otherwise proper standalone luxury SUV.

Specifications:

Model: 2025 Lexus TX 350 F Sport 3
Paint Type: Nightfall Mica
Base Price: $80,644
Price as Tested: $81,791
Wheelbase(mm): 2,950
Length/Width/Height (mm): 5,160 / 1,990 / 1,780
Curb weight (kg): 2,125
Engine: 2.4-litre turbocharged inline-four
Horsepower: 275 hp @ 6,000 rpm
Torque: 317 lb-ft @ 1,700 rpm
Transmission: 8-speed automatic
Engine & Drive Configuration: Front engine, AWD
Observed Fuel Consumption (L/100km): 11.2
Tires: 255/45R22