Lexus LX 2022 Review

The all-new 2022 Lexus LX is a big, arrogant full-size luxury SUV – and that bravado is warranted. Mostly. With more creature comforts and technology than ever before, it’s a quantum leap ahead of its predecessor.

It doesn’t match its German and British rivals in every single respect, but the upmarket push is significant and easily spotted with the use of high quality materials in the cabin – think super-supple leather seats, plush pile carpets and open-pore woodgrain trim.

The muscled-up Lexus LX’s genetic links to the sought-after Toyota LandCruiser 300 Series naturally inflate its ego further. This is one very capable SUV, a genuine mud-slinger.

The national launch drive across several hundred kilometres on- and off-road demonstrated that the Japanese car-maker is hungry for more success, and with three interior layouts – seven-, five- or four-seat business class seats – it’s new-found confidence and move upstream won’t go unnoticed.

Prices have headed northwards too, starting with the regular Lexus LX (from $148,800) and moving up to Sports Luxury (from $165,800), F Sport (from $171,800) and Ultra Luxury (from $210,800) variants.

The latter two model grades are new and have already accounted for a third of all LX orders between them in Australia.

But even the more vanilla models have impressive equipment levels, including LED headlights and tail-lights, 20-inch alloy rims (and an underslung full-size spare wheel), a 12.3-inch and 7.0-inch dual-screen infotainment set-up, plus an 8.0-inch multi-information driver’s display and a colour head-up display.

There’s a fingerprint sensor on the starter button of up-spec models which is pretty schmick, linking to seat and steering wheel memory functions and storing up to 10 fingerprints. Other highlights include a new NANOE X air purifying system that moisturises skin and hair, apparently.

There’s a digital interior mirror, heated and powered front seats with excellent leather quality, and a superb 25-speaker Mark Levinson audio system – the highest number of speakers ever deployed in a Lexus. It’s an awesome sound system, make no mistake.

Adaptive and height-adjustable suspension is standard across the range, as is a full-time four-wheel drive system with a Torsen lockable centre diff and dual-range transfer case with low-ratio gearing for proper rock-hopping.

The entry-level Lexus LX 600 and LX 500d seven-seat models can be fitted with an enhancement pack, a $5500 option that adds 22-inch alloy wheels, a large glass sunroof and kick-to-open hands-free powered tailgate.

Two engines are up for grabs: a twin-turbocharged V6 diesel or V6 petrol, the latter adding $3500 to the asking price along with a 30-litre secondary fuel tank on top of the main 80-litre bladder.

Up-spec Sports Luxury and F Sport diesel-powered models get the dual tank set-up as well, which Lexus reckons enables a driving range of 1447km.

If you were keen to get one soon and haven’t ordered one yet, you’ll be waiting a while; the entire year’s allocation of 400 vehicles has already sold out.

The Lexus LX is backed by a five-year/unlimited-kilometre warranty which is on par with Audi, Mercedes-Benz and Land Rover, but better than BMW’s three-year guarantee.

Membership to the Lexus Encore Platinum owner benefits program is also part of the deal. The three-year subscription includes four annual Lexus car loans for up to eight days for interstate travel and even tripping around New Zealand.

The aftersales pitch also includes capped-price servicing for three years totalling $3570. Service intervals are a bit iffy at six months or 10,000km, each costing $595, meaning the vehicle will be out of action at least twice a year.

The 2022 Lexus LX delivers the goods in terms of safety and technology, starting with 10 airbags as standard on all models, and 12 airbags on the Ultra Luxury flagship via rear seat cushion airbags.

There’s a full suite of semi-autonomous driving systems, including autonomous emergency braking (AEB), adaptive cruise control and automatic steering via lane tracing assist, the latter working well on mild freeway bends but struggling a bit with tighter corners.

Given the LX’s large size and colossal weight – between 2.6 and 2.7 tonnes depending on the model grade – it feels solid and safe on the road, while features such as automatic high beams, road sign recognition and 360-degree surround-view cameras improve or automate oft-used functions.

Intersection turn assist, emergency steering assist and curve speed reduction come in handy when fatigue sets in, and are joined by off-road systems like crawl control with turn assist that will brake an inside rear wheel to improve the turning circle on unsealed surfaces.

The trio of LED screens in the cockpit don’t have the grandiose feeling of some luxury competitors, but the main central touch-screen, a 12.3-inch unit, has super-crisp visuals and an intuitive menu system. And it’s a big improvement on the brand’s polarising and fiddly remote touch system.

Below the big screen sits a smaller 7.0-inch touch-screen that feels a bit contrived, especially given most of the controls that can be accessed there have physical buttons, such as the climate, drive mode and off-road controls.

However, it can display useful off-road system info, such as the suspension ride height level.

The 8.0-inch digital driver’s display isn’t as large or sophisticated as what you’ll find in a Mercedes-Benz SUV, but it’s easy to read and has reasonable driving intel. A colour head-up display projects crucial driving info onto the windscreen as well.

The native sat nav is excellent, and digital radio is in there along with a wireless phone charger and USB-C ports across all three seat rows. A single USB-A port in the front is the only way to hook up Apple CarPlay and Android Auto.

Although there’s no hybrid powertrain yet – it’s expected soon with an almighty 325kW and 790Nm wallop – there are turbocharged petrol and diesel engines that have more power and better fuel efficiency than before.

As well as sharing the TNGA-F body-on-frame platform that underpins the Toyota LandCruiser 300 Series, the 2022 Lexus LX also inherits the LC300’s lusty 3.3-litre twin-turbo diesel V6 engine, codenamed F33A-FTV.

The 3346cc oiler bangs out a very handy 227kW at 4000rpm and 700Nm at 1600-2600rpm, eclipsing the output of the previous turbo-diesel V8, while delivering lower fuel consumption.

Lexus claims the diesel uses around 8.9L/100km on the combined city/highway driving cycle, and while our testing showed a figure closer to 12L/100km, it was still an impressive result for the heavy luxo-cruiser.

The diesel is a very easy engine to live with, delivering excellent low-rev thrust and would be the smart choice if you plan to tow something heavy, despite the towing capacity for both engines being 3500kg.

There’s been a lot of talk about the 3.5-litre twin-turbo V6 petrol engine, largely because Aussie Toyota LandCruiser 300 Series buyers have been denied access to it. And it’s a shame because it pairs beautifully with the new 10-speed automatic gearbox while delivering better refinement, throttle response and acceleration.

The F35A-FTS twin-turbo intercooled V6 pumps out 305kW at 5200rpm and 650Nm at 2000-3600rpm, and while it’s got 50Nm less torque than the diesel, you wouldn’t know it. It’s faster to 100km/h – 7.0 seconds versus 8.0 seconds – and the 3445cc six-cylinder engine provides a more engaging drive experience.

The petrol V6 ticks over at 1500rpm in 10th gear at 105km/h and Lexus claims it’ll drink the juice at a rate of 12.1L/100km. Our testing showed 15.9L/100km. Either way it’s thirstier than the diesel and requires 95 octane petrol.

Around 60 per cent of Aussie buyers have chosen the petrol engine thus far, and after our first drive we reckon the petrol V6 feels like a more harmonious pairing for the Lexus LX.

Lexus has crafted a sophisticated luxury SUV experience with the 2022 Lexus LX, its quiet cabin letting in very little wind noise even at 100km/h, which is quite a feat given its slab-sided, brick-like design.

There’s precious little tyre noise and both engines are unobtrusive when cruising.

For the most part, the new LX is an exceedingly comfortable SUV and the light steering makes it feel far smaller than its 5.1-metre length would have you believe, especially in urban situations as evidenced when navigating the tight inner-city streets of Hobart.

Effortless to drive in most scenarios, there’s not much that can be done for its immense mass, which is felt through sweeping country road corners, the adaptive suspension often struggling to supress body roll even in the most dynamic Sport+ driving mode.

Steering response is a little slow and the vehicle doesn’t like quick changes in direction, the nose floating around like a blimp in a squall; the BMW X7 certainly has nothing to worry about in this respect.

That said, for such a tall ladder-chassis rig, the double-wishbone front suspension and four-link rigid rear axle deliver admirable driving dynamics and will be more than dextrous enough for most purposes.

Ride comfort is best described as soft and smooth, even on the 22-inch rollers. There are subtle jiggles and shimmeys through the chassis at slower speeds, with mild reverberations resonating through the frame and body when meandering along chopped-up, patchwork urban roads.

Ultimately, the Lexus LX’s rugged underpinnings cannot quite match the refinement of an SUV with a car-like monocoque chassis, on which most large luxury SUVs are based, but the legacy of the ladder-frame platform it shares with the Toyota LandCruiser has its benefits.

On gravel and dirt roads, the Lexus is superb. It sails smoothly across ruts and potholes as if they weren’t there. Deeper puddles barely register, either. The handling is surefooted and predictable on unsealed surfaces; its confidence is tremendous.

Push the Lexus further off-road and it continues to impress, eating up almost anything you throw at it. The adaptive suspension with ride height adjustment ranges from 200mm (and slightly below to improve entry/exit) to a whopping 303mm, ensuring it can traverse a wide variety of terrain – within reason. Those 22-inch wheels are not exactly tailor-made for rough stuff.

Unlike most luxury SUVs that use air suspension to adjust ride height, the Lexus LX changes the hydraulic pressure in the shock absorbers (which can be extended or compressed), in turn adjusting the vehicle height and spring strength.

We headed up a few steep, rocky climbs, testing out the low-range (4L) gearing, and the LX absolutely strolled across them. It’s got so much confidence in low-ratio mode with the ride height maxxed out, and you’ve got hill descent controls with adjustable speed crawl control and an intuitive dial-based multi-terrain select system, which made a slippery, pebbly, steep descent effortless.

The new LX tackles off-road trails easily and capably, all in the lap of luxury, and although the huge bonnet can obscure your view, making it hard to place the front wheels, the off-road cameras do a good job of adding extra pairs of eyes underneath and to the sides of the vehicle.

The LX also gets what Lexus claims is the world’s first rear underfloor view.

Ultimately, the Lexus LX is unlikely to head off-road very often and the 22-inch alloy wheels are not designed for challenging fire trails and bush tracks. But knowing that it has the capability if required is hugely reassuring.

It’s a practical vehicle too, the seven-seat entry-level model we spent most time in offering loads of space to second-row passengers and excellent amenity, and reasonable room and easy access to the third row via folding and tumbling seats.

There’s twin USB-C ports, quad-zone climate control (with central and top-mounted air vents), sun blinds and a fold-out arm rest with cup holders to keep passengers happy, and if you really want the ultimate experience the Lexus LX Ultra Luxury four-seat model features business-class reclining and massaging seats, complete with an ottoman lounge for the seat on the left-hand side.

Cargo capacity is cramped when the seven-seat models have all seats in place, with just 174 litres of boot space, but the power-folding third-row seat opens up a useful 982 litres, expanding to 1871 litres with manually-operated second-row seats folded flat.

After 14 long years, it’s no surprise the all-new 2022 Lexus LX is a significant improvement over its predecessor, but it’s the unexpectedly high levels of luxury that will raise eyebrows and could attract buyers who’ve never considered a Lexus before.

The lavish Lexus flagship SUV’s breadth of capability is arguably far greater than most of its rivals and gives it bragging rights in this respect, while the choice of petrol and diesel engines is another big plus.

It’s unlikely that Range Rover buyers will be rushing out to trade in their British chariots just yet, but the new LX is one of the most compelling models we’ve seen from Lexus in recent times and will go a long way towards changing perceptions around the Japanese brand.

How much does the 2022 Lexus LX 600 cost?
Price: $152,300 (plus on-road costs)
Available: Now
Engine: 3.5-litre V6 twin-turbo petrol
Output: 305kW/650Nm
Transmission: 10-speed automatic
Fuel: 12.1L/100km (ADR Combined)
CO2: 275g/km (ADR Combined)
Safety rating: Not tested

How much does the 2022 Lexus LX 500d cost?
Price: $148,800 (plus on-road costs)
Available: Now
Engine: 3.3-litre V6 twin-turbo diesel
Output: 227kW/700Nm
Transmission: 10-speed automatic
Fuel: 8.9L/100km (ADR Combined)
CO2: 235g/km (ADR Combined)
Safety rating: Not tested