One thing you can't accuse Lexus of is change for change's sake. Take the GX SUV.
The last time I drove one, it was the 2021 model, which was scarcely changed from the 2010. The '10 replaced the first-gen GX, which had been around since 2003.
The new GX is the most radically-changed GX ever. It debuted as a 2024 model, and that's what came to me via the Lexus press fleet---I'll update pricing to 2025 equivalents as we go on in this review.
The GX always seemed unique---no obvious direct connection to a Toyota model. That's because the GX was based on the Toyota Land Cruiser Prado, a model we didn't get in America.
That changed in 2024, as Toyota decided to discontinue the old, big Land Cruiser in the USA, let its replacement be sold here only as the Lexus LX, and bring the Prado stateside to be sold as...the new Land Cruiser.
That does not mean the GX is smaller this time. In fact, it's just the opposite. This new-gen GX is five inches longer, four inches wider and two inches taller than the last one.
The major difference between the GX and the Land Cruiser comes under the hood---where the Land Cruiser's four-cylinder hybrid and eight-speed automatic transmission is replaced by a 349-horsepower twin-turbo 3.4-liter V6 with a 10-speed automatic. That powertrain change gives the Lexus GX 9,041 pounds of max towing capacity, compared to the Toyota's 6,000.
Zero to 60 happens in 6.5 seconds and the only critique I have is that Toyota/Lexus are apparently amplifying engine noise inside the cabin. There's no user-facing defeat switch, and from the looks of posts on user forums, it's not just me---it's an annoyance for buyers, too.
What are standard 18-inch wheels on the Land Cruiser become standard 20-inchers on the GX.
There's a fairly significant fuel economy penalty, though---the Toyota's EPA combined estimate of 23 mpg drops to 17 in the Lexus...unchanged from the 2021 model.
With the third-row seats in place, cargo capacity is pretty sparse---10.3 cubic feet. That improves to 40.2 cubic feet with the third row folded, as seen here, and 76.9 cubic feet with the third and second rows folded.
Second-row legroom is adequate at 36.7 inches.
Another big leap from the Land Cruiser to the GX is in interior quality. Overall, there's more plastic than I'd personally like in there, but it's all good-quality and the fit and finish live up to Lexus standards.
This test vehicle is the second-from-the-lowest trim level, the GX 550 Premium+. Base price for the 2025 model is $68,400 ($69,750 including destination). As is typical of Lexus, that includes a lot of standard equipment---Lexus' NuLuxe synthetic leather upholstery, a power tilt/telescoping steering column, a heated leather-trimmed steering wheel, heated and ventilated front seats, reclining, sliding 60/40 split middle-row seats (heated on the outboard sides), a power-folding third-row seat, a wireless phone charger, panoramic view monitor, ambient illumination, multi-zone climate control, driver's seat, outside mirror and steering wheel memory, a 10-speaker Lexus premium sound system, wireless Apple CarPlay and Android Auto, digital key, six USB-C ports, triple-beam LED headlights, LED foglamps, power-folding outsider mirrors, running boards, a power rear door with kick sensor, power tilt-and-slide moonroof with roof rails, a tow hitch receiver and a comprehensive suite of active safety features.
Our tester also had some extra-cost options:
Head-up display: $900
Cold area package: $200
Tonneau cover: $110
Digital Key with SmartAccess card key: $375
Traffic Jam Assist: $620
That puts the as-tested price at $71,955.
My take is that Lexus has done more than enough to differentiate the GX from the Toyota Land Cruiser. If you want a capable, luxurious three-row SUV, this is a solid choice.
