Fast Facts - Lexus TX 500h
🏎️ Power: 366 hp and 406 lb-ft from a 2.4-liter + dual-motor hybrid system
🛣️ Fuel Economy: 27 mpg combined (EPA estimated)
📦 Cargo: 20.2 cu ft behind rear seats, 57.4 cu ft behind second row, 97 cu ft behind first row
🎯 Price: Starts at $73,160 MSRP including destination
🏆 Safety: Standard Lexus Safety System+ 3.0 driver aids
🎵 Tech: 14" touchscreen, 12.3" digital cluster, Mark Levinson Premium Audio
2025 Lexus TX 500h Review: Big Power Meets Big Luxury
Welcome to the big show. Lexus has a range of appealing SUVs in a variety of sizes, but this is the biggest. The TX is a monster of a three-row machine, and in the 500h F Sport Performance trim, it's a deceptively quick one, too, with 366 horsepower coming from a turbocharged hybrid-enhanced engine.
Power and handling are not the sorts of things you expect from a vehicle like this, but can this big SUV deliver performance on par with its luxury? Here's our take on the TX 500h.
Drive Time
There's a lot of ground to cover in the TX 500h, quite literally, so let's start with the engine that moves this thing. The heart of the experience is a turbocharged 2.4-liter four-cylinder, a small displacement you'd think would be hopelessly unsuited for propelling something just shy of 17 feet long.
And on its own, it might be. Good thing this one's been augmented with a nickel-metal hydride battery pack and not one but two electric motors. The combined system sends 366 horsepower and 406 pound-feet of torque to all four wheels.
That's enough to tow 5,000 pounds if you're into that sort of thing, a feat made easier by the TX's standard adaptive suspension. The F Sport trim comes with firmer tuning to that setup, paired with 22-inch wheels that look great and help this big SUV's handling, allowing it to turn in quicker than you might expect from something that seats up to six. This combination can be a bit harsh on particularly bumpy roads, though.
Cabin Comfort
Of course, ride quality is only part of the story. Let's move inside. The first question I'm always wondering when testing a three-row SUV is whether I'll risk injuring myself when climbing into the third row, and just how uncomfortable I'll be once I get back there. Imagine my surprise when I was able to duck into the TX's wayback quickly and easily and, once there, sit comfortably upright.
Okay, so my head did brush against the ceiling at first, but thanks to the seat's power recline functionality, I was able to lean back a bit and get myself quite comfortable. The flat seats back there aren't exactly world-class, but with USB-C power output and a decent view out the side glass, it's not a bad place to be.
The captain's chairs in the second row are a big upgrade, though. These have both heating and ventilation, flip-down armrests, dedicated controls for the second-row climate system, and not only two USB-C ports but a three-prong 120-volt outlet as well.
That said, the best seats are up front. Again, heating and ventilation will keep your posterior in its happy place thermally, while extensive power adjustment settings meant I was quickly in my perfect position. I really like the light gray upholstery, which is a combination of perforated leather in the centers and suede microfiber on the bolsters. They look great and feel great, too.
Touchscreen Tech
The bulk of the TX's controls can be found in the software that powers the 14-inch central display, but Lexus left a good number of physical buttons for frequent controls like bringing up the surround-view camera system and toggling the automatic parking system.
For just about anything else, though, it's touchscreen time. The software is reasonably snappy and has a large, dedicated area for climate control. Pair your phone for wireless Android Auto or Apple CarPlay, and that takes over the upper portion of the display, but you still have quick access to frequently used controls for tasks like changing drive modes or toggling lane-keep assist.
There's also a 12.3-inch digital gauge cluster and a bright, clear head-up display projected onto the windscreen, which thankfully works just fine with polarized glasses (historically a challenge for these systems). You'll be using it a lot, as the thumb controls on the steering wheel are unlabeled. To find out what they do, you need to rest your thumb on a button, then look at the guide that pops up on the projected display. It's a little awkward at first, but you'll quickly get the hang of it. Otherwise, the steering wheel is nicely shaped, and the dimpled leather grips feel good in the hand.
On the Go
Between the engine, six-speed automatic transmission, and the pair of hybrid electric motors, there are a lot of systems that need to wake up when you put your foot to the floor in the TX 500h. Given that, there's a bit of throttle lag before the thing starts to accelerate, but once it does, it just keeps on picking up power with surprising ferocity. It doesn't make the most evocative noise, but it does provide plenty of thrust that ensures you're never lagging behind traffic.
Okay, it's not a particularly sporty ride, but at just shy of 5,000 pounds and 17 feet in length, it never was going to be. If you need to haul a lot of people and don't want to do it in an SUV that will put you to sleep, this is it.
The hybrid system helps keep things reasonably frugal. The TX 500h is EPA rated for 27 mpg in the city, 28 on the highway, and 27 combined. In my testing, I came out a bit lower, at 23.2 mpg.
Worth the Premium
There's a lot of volume inside the TX 500h, but Lexus has done a great job of making it look and feel luxurious throughout. Even the third-row seats have a clean design, and from the driver's seat, all the major touchpoints have the right materials to ensure I'd be happy reaching for them day after day.
It's a premium machine that comes at a premium price (this one is stickered at $78,534 MSRP, including destination). The F Sport trim does give up a bit when it comes to comfort and ride quality, but in exchange, you get a surprisingly eager powertrain and driving feel that belies this thing's bulk.
* All mileage is EPA estimated.
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