It’s no secret that Lexus is big on electrification, and now that even extends to the largest SUV in the brand’s entire portfolio. Say hello to the electrified 2025Â Lexus LX 700h. The model designation of this SUV might be a bit of an exaggeration, but the effects include an off-road trim that looks to satiate full-size Land Cruiser owners who find the new Prado-based model a bit too small, and the regular Lexus LX to be a bit too road-focused. Let’s dig into it.
First, let’s talk about the name. In the past, the numbers after the letters in a Lexus name roughly corresponded to displacement. The IS 250 had a 2.5-liter V6, the GX 470 had a 4.7-liter V8, hell, the current IS 350, ES 250, and LC 500 use a 3.5-liter V6, a 2.5-liter inline-four, and a five-liter V8, respectively. However, the hybrids always had a little bit of a fudge factor — the LS 600hL had a five-liter V8 with electrification, the RX 400h used a 3.3-liter V6 and electrification, the CT 200h used a 1.8-liter four-banger in its hybrid system, you get the drill.
However, the 3.4-liter twin-turbocharged V6 engine in the LX 600 is essentially the same V35A-FTS engine as the one in the LS 500, but number creep set in by adding an entire hundred to the model designation. Of course, with the hybridized drivetrain, Lexus couldn’t go with a smaller number because that would look bad, so presto, the LX 700h. Admittedly, 700 is a great-sounding number, but it’s also somewhat meaningless here, other than to denote the top-dog LX.
In this application, that V35A-FTS engine combined with a nickel-metal hydride battery pack and an electric motor upstream of the transfer case pumps out 457 horsepower and 583 lb.-ft. of torque. Featuring a ten-speed automatic transmission, and both a starter motor and an alternator so this big SUV can still be driven, as Lexus puts it, “in the event the hybrid system is inoperative.” Odd flex, but potentially useful for overlanding. As a bonus, Lexus expects the hybrid system to boost fuel economy by one MPG, which probably doesn’t matter to the sort of person buying an LX 700h. What might matter is that since the electric motor is placed before the transfer case, this thing can use hybrid assistance in low range for serious rock-crawling torque.
However, the big perk of the LX 700h is the new Overtrail trim, which is basically as close as Americans will be able to get to buying a brand new full-sized Land Cruiser. This model adds front and rear locking differentials, a front skid plate, 33-inch all-terrain tires on sensible 18-inch wheels, a 2.4 kW power inverter, and some functional cosmetic bits like rubber floor liners and fender flares. Why no mention of a transmission pan skid plate? That’s because it’s not unique to the Overtrail, it’s standard on every LX. With the choice of two or three rows of seats, the Overtrail seems primed to be a fan favorite, even if its pricing will likely fall close to top-dog territory. Come on, doesn’t this look tremendous?
Of course, for those more interested in on-road behavior than off-road capability, and looking to stick with the regular LX 600 model, there’s the LX F Sport Handling, which adds retuned dampers, a rear anti-roll bar, 22-inch wheels, tweaked power steering, and a Torsen limited-slip differential installed in an unspecified location. Rear axle, probably, right? Add in a whole host of cosmetic bits, and bam, an SUV that goes heavier on the S.
Oh yeah, and then there’s the LX 700h Ultra Luxury, for when a Mercedes-Maybach GLS is a bit too vulgar. It’s certainly unusual that Lexus offers a true executive rear seating setup on its largest SUV, including reclining thrones, TVs, sunshades, and all, but here it is. There’s something very New England about it, even if the grille is more Orange County, because most people wouldn’t expect such opulence inside.
The 2025 Lexus LX 700h is expected to go on sale early next year, and if there’s one thing that’s guaranteed, it’s that this flagship Lexus SUV is going to be expensive. Pricing hasn’t been released yet, but the 2024 LX 600 starts at $93,915 and quickly climbs into six-figure territory by speccing one trim up from the base, so with this hybrid option sitting atop the existing LX 600 in the range, it’ll almost certainly have three digits either side of the comma.
(Photo credits: Lexus)
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I guess I don’t understand who is buying this vehicle. I live in a ski town where you can’t swing a dead cat without hitting some six-figure full-size SUV, and yet I can’t remember the last time I saw one of these. The 20-year-old versions in Lexus gold with 250k on the clock, pimped out for overlanding by the original owners’ teenage kid, sure, but never these newer ones with the big chrome face. They keep refreshing it so it must be selling somewhere…?
That interior shot is really strange… The headrest cant possibly be that big, right?
edit: It looks like that photo was taken from a 2022 LX600 press release
The seat is huge, so, it makes sense. Maybe they are targeting people with big heads (the only good reference that comes to my mind is Michael Kyle Jr.)
I thought (by Toyota’s logic) that the A-Trac was so good that their 4x4s don’t need a front locker. That’s why there’s no front locker option on any Toyota on sale today, including the Trail Hunter which is marketed for rock crawling.
This makes the omission that much more glaring when comparing the new LC250 to a Wrangler or Bronco. Even more-so on the Sequoia and Tundra which share the same platform.
The trailhunter isn’t marketed for rock crawling, its for overlanding where you really don’t need a front locker very often. That being said, Toyota has been obnoxiously stingy about front lockers and even rear lockers for too long. Lets hope there is a trend to reverse that oversight. I use my front locker very rarely and if I had ATRAC I probably would use it even less. I love having it, but its as much a liability for people who don’t how to use them as it is an asset.
As for a front locker on a Sequoia or Tundra…why? It’s not that you couldn’t build one up to go places where you would need one, but they certainly don’t need one stock.
You’re right but between TRD Pro and TrailHunter, the TH is more suited for the Rubicon trail, though it could be argued a standard TRD O/R is the best platform to start with as none of them are Rubicon capable in stock form.
Why put it in the LX700 and not the Sequoia or Tundra TRD which likely use the exact same diff? Nothing needs a stock front locker but why not include it as a factory option for those who want it
IMO a proper mechanical locker, when used correctly, reduces stress on drivetrain components, reduces tire wear, reduces the need for bigger tires, and reduces unnecessary trail erosion, while getting you to where you’re going with less hassle and less stress with very few downsides that I can think of.
I love having a front, but I can’t agree with this
IMO a proper mechanical locker, when used correctly, reduces stress on drivetrain components, reduces tire wear, reduces the need for bigger tires, and reduces unnecessary trail erosion, while getting you to where you’re going with less hassle and less stress with very few downsides that I can think of.
Front lockers are HARD on drivetrain components, especially IFS. CV’s and Tie rods DO NOT LOVE front lockers. Granted ATRAC is also hard on CVs. Don’t get me wrong, I think Toyota should offer front and rear lockers on all their trucks and SUV’s, but strictly speaking, they are a pretty niche need these days.
My coworker has a new Tundra with a camper and he drives the crap out of it. Nothing crazy but he does a lot of off-road miles in Moab through mild rock gardens and ledgy climbs. He admits the crawl control features are surprisingly useful but he still laments not having a proper, selectable locker. His family was growing out of his FJ80 so it was either move to a Sequoia or Tundra.
I’ve not used modern A-Trac but watching a buddy in a FJC use it, it seemed…aggressive. There was a lot of wheel spin, a lot of kicked up dust and rocks, and when it eventually engaged, he was carrying a lot of momentum up the obstacle and bouncing around.
Is A-Trac enough for most people on most trails? Probably Yes. But we both agree it should be an option, especially when it’s so readily available in the competition.
yes, I would love it if they optioned it like they use to. Check a box, pay a small price. get lockers. That’s how they did it with my 80 series. $995 bucks and you have front/rear lockers on any trim you want. Would people pay 2-3 grand for that today? Probably. I know that if you could option Toyotas the way people wanted they would have a lot more happy customers.
It’s been a long long time (28 years) since we had an LX with locking front and rear differential option. I wish it was a standalone option like it used to be, since the overtrail is going to be basically loaded and priced out of reach of people who want this option and would use it, but its still great news. I still think the 300 series is a hot mess design wise and I will never forgive Toyota for offering a Land Cruiser without a split tailgate but the front end treatment of the overtrail is better. I sure hope there is an LX600 overtrail option, so you can get it with a 3rd row and without that huge battery hump destroying cargo volume.
The Sequoia looks to be all-hybrid for 2025 with the same HP and TQ numbers.
The Sequoia has been all hybrid since its release.
Man, if they could just tuck in that underbite, this would be such a great looking/performing SUV. And now that Lexus/Toyota have figured out their awful UI and tech, you could even live with one daily.
Damn. That’s a big V6!
…so big that most of us called it a V8!
Haha I know I always did!