The Lexus LX nameplate was introduced in 1995—the exact year I was born. Being around for only six years up until that point, Lexus needed a flagship SUV to complement the LS sedan and SC coupe flagships. When the LX joined the lineup, it was a rebadged Toyota Land Cruiser with nicer accoutrements that nipped at the heels of Range Rovers and Mercedes-Benz G-Wagens at the time. It quickly became a status symbol, not just for tycoons of industry but celebrities as well, most notably Biggie Smalls (or Notorious B.I.G.) mentioning his bright red LX450 in Hypnotize. Thirty years later, the 2025 Lexus LX700h Overtrail+ is not just a follow-up to previous-gen models, but a blend of old- and new-school.
What’s new for 2025?
Powering this 6,200-pound chariot is a 3.4-litre twin-turbocharged V6 making 409 horsepower and 479 pound-feet of torque. It’s similar to what you would find in the GX 550, as well as the Toyota Tundra and Sequoia siblings. New for 2025 is the addition of a hybrid system; a single electric motor and a nickel metal-hydride battery pack bumps output to a combined 457 hp and 538 lb-ft of torque. That is sent to all four wheels via an extremely smooth-shifting 10-speed automatic transmission. Similar to its siblings, the hybrid powertrain here isn’t meant to maximize fuel economy, but rather performance while cementing the LX as the top dog in the Lexus sport-ute lineup. With a quoted 6.4-second sprint from zero to 100km/h, the LX 700h pulls effortlessly like a Japanese bullet train.
The Overtrail+ trim is also new for 2025, available in a standard two-row configuration, or our tester’s optional three-row layout for another $2,514. This trim adds front and rear electronically locking differentials, 33-inch all-terrain tires on 18-inch wheels, skid plates, blacked-out accents, and this metallic khaki colour called Earth, which is exclusive to the Overtail. On first blush, the LX 700h offers the same 8.1 inches of intial ground clearance as the standard LX, but with the addition of the hydraulic suspension setup, ground clearance increases to 12.1 inches.
Driving impressions and fuel economy
The LX 700h fulfills its mission statement as the ultra-buttery-smooth and supremely quiet flagship Lexus intends it to be. The transition between gas-to-electric power and vice-versa, along with its 10-speed automatic, is completely seamless. The numb and light steering is to be expected of a modern Lexus, though most LX buyers are not after steering feel but rather minimal effort in piloting this behemoth in relative comfort and ease. Contributing to the ride comfort and convenience is an adaptive and height-adjustable hydraulic suspension. It soaks up bumps and imperfections really well, making my daily commute through the city like riding on a cloud. Bigger potholes and harsh bumps are noticeable due to the LX’s body-on-frame nature, but it otherwise does an excellent job at cancelling out most of the poor roads around town.
With regards to fuel economy, this is where you see the discrepancy on paper versus the real world. To provide some context, the gas-only LX 600 is rated at 14.2 L/100 kilometres in the city, 10.8 on the highway, and 11.7 combined. Meanwhile, the 2025 Lexus LX 700h Overtrail+ comes in at 12.5/10.7/11.2 L/100 km city/highway/combined. My week with this behemoth returned a very thirsty 15.3 L/100 km in mostly city driving. This is where hybrids are typically the most efficient, but despite my efforts to utilize Eco mode for most of the week, the absolute lowest I was able to achieve was 15.0 L/100 km. Adding insult to the injury, the LX 700h uses a smaller, 68-litre fuel tank due to the addition of the battery pack and electric drivetrain bits, rather the standard 80 L tank on the LX 600. This means the total range decreases to a smidge under 400 kilometres on a single tank. If you plan on taking the LX 700h off-road for extended periods, be sure to pack a couple of extra jerry cans.
Interior design, comfort, and practicality
With regards to interior appointments, the LX 700h Overtrail+ feels a little lacklustre in terms of visual appeal. It is not outdated per se, but the main 12.3-inch infotainment screen being tacked on top of a separate seven-inch touchscreen for climate controls and drivetrain settings is a bit of an afterthought compared to the rest of the cabin. To its credit, the LX retains a lot of physical switchgear; newcomers into the LX fold might find it takes some getting used to, but knowing Lexus’ target demographic, it provides existing LX owners a sense of familiarity. The matte open-pore wood on the door panels and centre console adds a classy touch and interacting with all the switchgear is typical Lexus quality. In terms of accessibility, I did wish the massage seat functions could be accessed within the Climate Concierge menu within the HVAC panel, rather than being buried within several sub-menus in the main infotainment display. Other than that, the LX 700h Overtrail+ is an extremely comfortable daily commuter, if not slightly overkill on account of its sheer size.
Yet despite the size, cargo capacity is where the LX 700h falls short. Cargo capacity is rated at 373 litres with all seats up including the third row, 875 L with the third row down, and only 1,770 with the second and third rows stowed. Even with the third row seats down, the unusually high load floor on account of the third-row seats themselves and hybrid battery pack made lifting heavy items a bit of a challenge. If constantly carrying cargo and a lower load floor is a high priority for you, it’s best to stick with the two-row layout. Furthermore, the high floor is even more apparent while sitting back there. It’s an awkward fit for full-size adults even in a pinch. The rest of its competitors, namely the Cadillac Escalade and Lincoln Navigator, are much more spacious, offering a maximum cargo capacity of 3,480 and 2,925 litres, respectively. If you are looking at towing, the LX 700h Overtrail+ is still more than capable with its 8,000-pound towing capacity rating, enough to lug around a small to medium size Airstream camping trailer with relative ease.
Is the Lexus LX 700h worth it?
For 2025, the non-hybrid Lexus LX 600 starts at $130,454, while our LX 700h Overtrail+ tester comes in at $149,374 as-tested with the third row. The rest of its competitors—such as the BMW X7 and Infiniti QX80, and the aforementioned domestics—offer similar accoutrements and better cargo capacity for less money, albeit minus the off-road capability.
In the world of luxurious, full-size, body-on-frame SUVs, very few can match the 2025 Lexus LX 700h Overtrail+ it in terms of both on-road livability and extreme off-road capability, hence the higher price tag compared to the rest of the competition. Think of it as The Rock in a tuxedo—a well-rounded and brutal absolute unit that isn’t afraid to step into the ring to get his tux a little ruffled and dirty.
