Beyond the lack of an EV, Lexus has had another notable gap in its lineup – a 3-row family SUV. While Lexus technically has had 3 different 3-row SUV options, the current GX is in its 14th model year, the LX starts at almost $100k, and the RX L was more of a holdover until a dedicated model was created.
With the introduction of the 2024 TX, Lexus has a conventional car-based 3-row family SUV for those who want to upgrade from the competitive segment dominated by the Toyota Highlander and Honda Pilot. Based on the new Toyota Grand Highlander, the TX replaces the RX L and is now the longest Lexus SUV available.
Inside, there is a spacious and car-like interior with easy ingress and egress. The large windows are welcomed and make for great visibility and a nice airy cabin. The dash design is much cleaner than other recent Lexus models though it lacks a luxurious feel.
The middle row captain’s chairs were comfortable and featured a floor-mounted storage organizer including 2 cupholders instead of a larger console. It’s an interesting solution to adding storage without a large console that would block the entrance to the third row seat. This way passengers are not dependent on moving the captain’s chair forward to access the back row which can be more challenging when a car seat is in place. A 3-seat middle-row bench is available as well for 7-passenger seating.
In addition to decent accessibility, I was able to fit comfortably enough in the 2-seat 50/50 split third row. The Grand Highlander offers a 3-seat bench in the back row. Overall, it’s a capacious cabin and feels rightsized - large enough to be a true three-row crossover, but not ungainly large like the 3-row truck-based SUVs. Despite many claims of third-row capacity, having a truly usable third-row seat is still a novelty in this segment which is why the TX should be on a family’s shopping list.
The Chevy Traverse and Grand Cherokee L were the largest 3-row crossovers in the segment as of late, and now Toyota and Lexus also have a presence here. In Toyota’s case – two entries in the segment with the Highlander and larger Grand Highlander.
Given the popularity of the segment and its overall practicality, the TX has the potential to be a huge hit – from RX owners needing something larger to full-size SUV owners realizing the TX does a better job at suiting their needs.
Where the TX truly separates itself is offering hybrid powerplants including a plug-in option. With few 3-row EVs on the market, let alone PHEVS, the TX is well situated to appeal to customers currently in the market for a family EV.
The base TX 350 is powered by a 2.4-liter turbo 4-cylinder that produces 275 HP and 317 lb.-ft and 21 MPG. Stepping up to the TX 500h is a 2.4-liter turbo 4-cylinder Hybrid powerplant that 366 hp and 409 lb.-ft with an estimated combined 24 MPG. Those seeking Plug-in Hybrid capability will opt for the range-topping TX 550h+ which offers the 3.5-liter V6 that produces 406 hp and the manufacturer claims 30 MPG and 33 miles of EV range.
Tows 5000 pounds, is poised to be an efficiency leader with 2 hybrid powerplant options, has a functional interior with a usable third-row seat – how can the TX go wrong?
If you have looked at the pictures – especially the front end, you probably know the answer:
Styling.
The grille makes the TX stand on its own, separate from other Lexus models – but more Toyota-like. Upon closer look, the top front grille line below the hood that stretches between the headlights resembles a look employed by the Corolla and Crown. While I think it works on the Corolla, it’s generally not smart to copy one of the cheapest models in the lineup – it should be the other way around.
After receiving a lot of flak, Lexus has been in a “can’t win” situation with its spindle grille that seems to only get larger and larger with each iteration. In general, I think it works best on sedans like the ES. And, I have gotten used to it over time.
Here, you have Lexus going in a new styling direction – which is refreshing to see an automaker do. It’s hard to decipher the differences between some models of other makes because they look so much alike (I am looking at you Mercedes). I applaud Lexus for attempting to do something different, but it doesn’t work. I can almost see that they were trying to go for a more EV-like front end, but it seems like an afterthought.
The front end not only doesn’t match other vehicles in the lineup, but it also doesn’t match the rest of the car. The best angle of the TX is from the rear quarter looking forward.
Beyond the polarizing front end, the design is pretty ordinary. I would argue that the standard Highlander is a better-looking vehicle with a more cohesive design. The Aviator-like rear end is nice, but it lacks any of the Aviator’s exterior presence or interior luxuriousness. The interior fails to show a clear differentiation from the Grand Highlander.
After recently sitting in a new Pilot TrailSport, I can’t say I would put the TX in a different category than the Pilot when I expect there to be at least a $10k difference in price. If you removed the Lexus emblems from the TX, I would be curious if anyone would guess it’s a Lexus, let alone a luxury vehicle.
In the past, Toyota has been more successful than other OEMs at creating a greater separation between their non-luxury (Toyota) and luxury (Lexus) platform mates and avoiding the pitfalls of “badge engineering”. However, the TX and Grand Highlander have the closest similarities a Toyota and Lexus model have shared in a while. It is not necessarily a bad thing, as both vehicles have a lot of potential, but the luxury version is more likely to suffer in this situation.
Luckily, a front-end update is a relatively easy fix in a midcycle refresh. Until then, it would not surprise me if black is a popular color for the TX because it will probably mask the grille issue better than lighter color options.
Adding more luxury touches to differentiate the TX from its Toyota sibling, like chrome and a more traditional spindle grille, would make a big difference. Again, these are cosmetics and are easier to resolve as the model progresses. But it is concerning to launch a new model that’s instantly the less attractive option in the segment.
Not only are its luxury competitors better styled, but the TX also faces stiff competition from lower-priced, highly capable, better-looking non-luxury models like the Telluride and Palisade. To make matters worse, Mazda recently launched the CX-90 which also offers a plug-in hybrid option ($47-57k) most likely undercutting Lexus by at least $10-20k.
Pricing has yet to be announced, but as a frame of reference here’s where a few key competitors are priced:
Lincoln Aviator: $53k to $90k
Acura MDX: $50k-73k
Infinity QX60: $50k-65k
Cadillac XT6: $50k-60k
Jeep Grand Cherokee L Limited to Altitude to Summit Reserve models: $50k-$71k
GMC Acadia Denali starts at $50k
Given that the Grand Highlander starts at $43k and is close to $60k for the top trim Hybrid MAX Platinum, The RX Hybrid starts at $52k, and The RX Plug-in Hybrid starts at $70k, my pricing prediction is TX 350: $55k, TX 500h: $59k, TX 550h +: $73,995.
Lexus got a lot of things right with the TX and once pricing is announced we’ll have a better idea of its true competitiveness in the segment. Perhaps the new nose will grow on us. But for now, I find myself longing for the infamous spindle grille.
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