First Drive: 2025 Lexus LX700h Hybrid Is The New King Of Toyota Offroaders

Off-road luxury SUVs have become the ultimate expression of wealth. Range Rover, G-Wagon, Defender, Land Cruiser. While originally designed to take their passengers to places no normal luxury sedan could, these machines have ended up being the target of well-off individuals wanting to tell the entire world that they’ve made it. These folks didn’t buy the most expensive SUV out there because they plan on climbing a mountain with it. They bought it because they could.

Other carmakers have also taken a stab at this trend in recent years, introducing hyper-expensive go-anywhere models like the Ford Bronco Raptor or the Jeep Wrangler Rubicon 392. But the one carmaker that has capitalized the most from the glitzy SUV trend has been Toyota’s Lexus division. In recent years, it has overhauled both its GX and LX Land Cruiser-derived utility vehicles to meet the demands of the adventure-seeking ultrarich.

The 2025 Lexus LX700h, a hybrid, is the latest addition to Toyota’s portfolio of expensive offroaders. If you’re in the market for one of these things, you should know that this one towers the Lexus SUV lineup. It’s the ultimate expression of everything Toyota and Lexus currently have in stock.

2025 Lexus LX700h First Impressions: Overtrail Or Ultra Luxury?

I don’t mind the way the Lexus LX looks, as it effectively carries over all the familiar Lexus SUV design traits. But ever since the more attractive GX was introduced, the larger LX has been shoved to second place. I don’t necessarily find this vehicle attractive per se, but I do admire the general quality that’s oozing out of it; fantastic paint and super-tight panel gaps.

Except for the LX700h badge on its tailgate, there’s nothing about this model that really allows it to distinguish itself from the rest of the LX lineup. But if you know your Lexus products well, then you’ll be well aware that the Overtrail model pictured here is exclusive to this model. This means that if you want the maximum off-road capability out of your Lexus LX, the hybrid powerplant is the only way to go.

The Overtrail model also looks considerably more dramatic thanks to its Active Height Control technology, which raises the truck’s air suspension to make it look like an all-conquering monster. This is unique to the Overtrail, by the way, as well as underbody skid plates, 33-inch off-road tires, model-specific 18-inch black wheels (which I hate), an electronically controlled front and rear differential and a 2,400-watt inverter. The blacked-out grille is too much, in my opinion, but I’ll admit that the rig does look considerably more badass than the more civilized Ultra Luxury model (called Executive VIP in Canada).

2025 Lexus LX700h Exterior Dimensions

2025 Lexus LX700h: Differences Between The U.S. And Canadian Market

The U.S. sells this model through four available trims: Overtrail, F SPORT Handling, Luxury, and Ultra Luxury. In Canada, there are only two trim levels: Overtrail and Executive VIP. Both markets also offer this SUV in a two or three-row configuration, but Canada charges $2,095 CAD extra for the third row. From a mechanical standpoint, both markets essentially sell the same vehicle.

U.S. Versus Canada Lineup Breakdown And Starting MSRP (model tested in bold)

Driving Impressions And Performance: Smooth As Butter, Even When Driving It Through Hell

While I wasn’t able to spend as much time with the LX700h as I normally do for these reviews, I did get a chance to put its off-road capability to the test in a snow-covered closed circuit Lexus had prepared for journalists and content creators. Plus, I had already driven the LX600 before, so I kind of knew what to expect.

It’s important to mention that the new hybrid powerplant hinders none of the LX’s already fantastic four-by-four capability. That’s because, unlike other Toyota and Lexus hybrid setups which fit an electric motor on the vehicle’s rear axle for four-wheel locomotion, the LX700h preserves its driveshaft, longitudinally installed twin-turbocharged 3.5-liter V-6, and rear differential. Actually, in this Overland trim, the hybrid is more capable than an LX600 thanks to its ability to lock that differential for improved grip.

In essence, the LX carries over much of the Toyota Tundra’s hardware all the way to its body-on-frame architecture. It also inherits the Land Cruiser’s solid rear axle because, well, in other markets, the Lexus LX is sold as a Toyota Land Cruiser. In other words, it’s not part of the Prado family like our Land Cruiser or the Lexus GX. The LX is the real deal.

Like the Toyota Tundra’s i-Force MAX powerplant, the 48-horsepower AC electric motor was sandwiched between the V6 and the ten-speed automatic transmission. For the sake of efficiency, this is a less effective setup. The electric motor works with the internal combustion engine (ICE) to move around the truck’s four-by-four system and differentials instead of simply being connected to the wheels. But it allows the LX to lose none of its capabilities. The obvious upside to this setup, however, is increased horsepower and torque without hindering fuel consumption (more on that later) and CO2 emissions.

You therefore get a healthy total combined output of 457 horsepower and a staggering 583 lb-ft of torque, but you won’t feel much of it from the inside, as the LX700h is always butter-smooth and vault-like quiet. Suspension damping is soft and jiggly over road imperfections, but the LX’s body-on-frame configuration is somehow mitigated through what feels like a generally composed and easily controllable ride.

The driver and their passengers will merely be observing the outdoor views pass in front of them as the LX700h will pick itself up with haste and put down a more than acceptable sub-six-second 0 to 60 MPH time. Actually, the transitions between gasoline and electric propulsion are never felt, another clear benefit of integrating the electric motor within the ICE powerplant rather than using it as a third-party object. There’s more coherence in the way this setup executes its intended function, leading to a fantastic throttle response and a linear delivery of power.

But it’s when driven over the tough stuff that the LX flexes its strongest muscles. It’s obvious that Toyota and Lexus have learned a few lessons from selling Land Cruisers and LXs around the world for several years. This is a carmaker that knows how to tune an SUV to tackle the gnarliest of surfaces. I was obviously driving the LX in a controlled environment, so I wasn’t really able to push it further than what it can actually do, but even when sending it through a series of hard dunes, the LX700h always felt smooth and controlled.

2025 Lexus LX700h Technical Specifications

2025 Lexus LX700h Fuel Consumption

While the LX700h’s hybrid system acts more as an efficient way of adding power, it’s still slightly more fuel-efficient than the non-hybrid LX600. The EPA rates the LX600 at a combined fuel consumption average of 19 MPG, while Lexus estimates the hybrid at 20 MPG. It’s obvious that the 700h is more fuel efficient in the city, returning a claimed 19 MPG versus 17. Since this was a short and controlled event, I was unable to fully test out the LX700’s real-world fuel consumption. I’ll need to live with the vehicle for a longer period of time to assess this.

EPA And As Tested Fuel Consumption

Interior Design And Comfort: Premium Materials, Lots Of Comfort And Cool Tech, But Slightly Cramped

Where the Lexus LX trails behind the rest of the full-size luxury SUV segment is in cabin space. In a world where vast models such as the

or Jeep Grand Wagoneer exist, the LX feels small and cramped by comparison. And while Lexus does provide a drink cooler for the center console, its available storage area is tiny compared to what its American rivals will sell you these days. It’s also clear that Lexus focused mostly on the vehicle’s off-road capability rather than its ability to carry seven passengers comfortably.

But the LX does luxury in a way no other vehicle in this segment manages to pull off. While never necessarily attractive or even eye-catching from the myriad of buttons and knobs scattered throughout its dashboard, the rich-feeling leather surfaces and the impeccable build quality allow the LX to shine strong as its own unique thing. There’s also a highly functional look to everything, which further reinforces its go-anywhere core mission.

Seats are incredibly comfortable and supportive, while the second row can comfortably sit even the tallest of passengers. Yes, you sit upright front and rear, but the LX offers a commanding view of the road and its environment. Do yourself a favor, though, and skip the third row altogether. Sure, Lexus puts at your disposal a neat front-flipping sequence at the push of a button, which eases rear access. But, unless you’re eight years old or very petite, you’ll have a hard time fitting back there.

2025 Lexus LX700h Interior Dimensions

Technology And Ease Of Use: The Infotainment System Is Great, But Why The Second Screen?

The Lexus LX’s technology is all pretty straightforward to operate. That is when you’ve finally figured out what all the acronyms, such as MTS and DAC, actually mean. This is one of those vehicles in which you’ll need to take a few minutes to read its owner’s manual before playing in the mud with it.

The good news is that pretty much all the LX700h’s adventure-seeking toys are operated via large knobs, switches and buttons. And Lexus puts at your disposal a secondary screen underneath the infotainment system which shows you what’s happening in real time. It’s neat, but it also had me wondering why Lexus didn’t just cram everything in the larger, 12.3-inch display for this information. To its defense, the second screen also displays the LX’s climate control settings, but its graphical interface is nowhere near as nice as the main screen.

The latter, by the way, remains one of Toyota and Lexus’ best assets these days, as it acts mostly as a configuration and docking system, meaning that it exists mainly to project Android Auto or Apple CarPlay. Sure, you can use the system’s built-in navigation, voice commands and audio player, but this interface is best appreciated when operating a projection app. It also operates quickly and remains relatively simple and easy to understand.

Cargo And Storage Space: The Hybrid System Compromises Cargo Space

The Lexus LX is already plagued with a smaller cargo space than most of its rivals. For reference, an LX600 will only get you 64 cu-ft of total cargo space when all of its seats are folded flat, a much smaller number than the 121 cu-ft offered by the Cadillac Escalade and the 103 cu-ft found in a Lincoln Navigator. Due to the hybrid system’s battery being nestled underneath the cargo area, the LX700h shrinks that number again, making it the least practical full-size luxury SUV currently on sale.

2025 Lexus LX700h Cargo Space

You Get An LX700h Because You Want To Make A Statement

So, what kind of buyer opts for a Lexus LX700h versus a Cadillac Escalade or any other larger, more practical full-size SUV? I mean, the added fuel efficiency here is only marginal, so why even settle for the extra h?

The target buyer is obviously someone who wants something rugged and with the possibility of going everywhere, even if their truck will spend most of its lifetime parked in Costco parking lots. But the buyer of a Lexus LX also wants more than just the bling that’s associated with its nameplate. If that were the case, that same buyer would probably settle for a Range Rover or a Mercedes G-Class instead.

Rather, the LX700h buyer wants a Lexus: a solid, well-put-together, dependable SUV that’ll last for many years to come with minimal maintenance. That same buyer probably owns a cottage where the road to get to it gets rough come spring. That buyer also presumably has the means to choose the most powerful, most capable SUV in Lexus’ showroom. And, not necessarily because it’s a hybrid, but because it’s the king. Say what you will about Lexus’ product planning, but it sure understands its core audience. Don’t sell them a hybrid. Sell them the most badass LX you’ve ever built instead, which just so happens to be a hybrid.