It’s far from the nicest cabin in the class, but it wins on space and efficiency, as we found in our test drive.

For years, a three-row family crossover was missing from the Lexus lineup. Sure, the GX and LX both offered a third row, but their truck-based platforms made them less practical as people/cargo haulers. The RX-L tried its best to fill this hole in Lexus’ product portfolio, but it was also too cramped and compromised and died out in 2022. Enter the 2024 Lexus TX and TX Hybrid, the first dedicated three-row mid-size crossover from the Japanese luxury brand.

Though it’s not priced like a flagship, the TX is now the largest Lexus vehicle, stretching beyond even the LX 600. That substantial size results in a crossover that can carry up to seven passengers comfortably with room for their bags. And the TX isn’t just larger than its Lexus siblings, its underpinnings from the Toyota Grand Highlander make it one of the most spacious vehicles in its class.

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Lexus doesn’t skimp on powertrain options for the TX; it’s sold with a turbocharged gas engine, a conventional hybrid, and a plug-in hybrid. CarBuzz recently spent a week driving the TX 550h+, the PHEV variant, to find out how well it fulfills the mission of luxurious but efficient family transportation. In some respects, the TX shines as a fuel-sipping people hauler, but it’s not perfect.

Exterior: Lexus Design Done Big

Unlike the boxy and rugged GX, Lexus didn’t stray too far from its familiar design with the TX. It’s a three-row family crossover with a giant body-color Lexus Spindle Grille up front, albeit modernized, and the new signature connected light bar at the back.

The color palette is bleak; Lexus must assume parents don’t want to stand out when taking the kids to school. Wind Chill Pearl (white), Celestial Silver Metallic, Caviar (black), and Nightfall Mica (blue) are all no-cost, while Cloudburst Gray adds $500. Available only on the TX 500h F Sport Performance, a flat shade of gray called Incognito is borrowed from the IS 500 sport sedan. Failing to offer the excellent Copper Crest from the RX here is a punishable offense.

Though we’d never describe it as “aggressive,” the TX can be called slightly sporty in appearance. The base TX 350 rides on 20-inch wheels with the option to step up to 22-inch ones for $2,140. Those are the same wheels that come standard on the TX 550h+ we had on test (pictured here), which look premium and luxurious with a dark silver finish. The TX 500h F Sport Performance looks the most interesting of the bunch with unique 22-inch split five-spoke wheels in a dark gray and black finish.

To get a full scope of the TX, you must know where it stacks up against the competition and other Lexus models in terms of size – this is a big car. It is longer than almost everything in its class, and it has a longer wheelbase. Only the outgoing Buick Enclave outmatches the TX in size, but it competes at a slightly lower price. Buick hasn’t shared dimensions for the recently-revealed 2025 Enclave facelift, but it will be larger than the TX.

Interior: Grander Highlander

The TX’s massive size translates to a roomy interior, where every passenger has more space than any previous Lexus crossover because it shares a platform with the equally spacious Grand Highlander. That platform sharing is beneficial for interior volume and ergonomics, but it can be felt when you start touching stuff. Nothing in the TX’s cabin feels outright cheap or ugly, but it doesn’t necessarily stand out compared to its Toyota sibling.

Your interior choices boil down to either all black or a black/white combination that Lexus calls Birch. The latter goes a long way to brightening up the cabin, but there are still vast surfaces covered by swaths of leather or other materials without any colors or stitch patterns to break them up. By comparison, the Acura MDX and Infiniti QX60 do a far better job standing out from their Honda and Nissan counterparts with intricate leather contrast stitching, and unique material usage. The TX isn’t bad, per se. Maybe the Grand Highlander is just too nice?

Technology: Easy But Befuddling

Every TX trim gets a 14-inch touchscreen as standard equipment. It is fairly simple to use, though we hate that Toyota/Lexus no longer has a “home menu” where you can parse through all the various functions. We sampled the upgraded 21-speaker Mark Levinson premium audio system, which sounds clear but lacks the punch and clarity of the ELS Studio system in the MDX.

Our main complaint is levied against the touch-sensitive controls on the steering wheel. They are unlabeled, requiring you to tap your finder to see what each button does via the head-up display or the gauge cluster if a HUD is not equipped. There are two directional pads on each side of the wheel, both of which can swap functions using the buttons below them. This is an overly complicated way to have steering wheel controls, and we’ve seen it executed more effectively in the Lincoln Nautilus.

Practicality: As Big As They Come

In nearly every interior measurement, the TX comes out ahead of the competition. Combined head and legroom is best-in-class, meaning even adults can be comfortable riding in the third row. The TX boasts space for up to seven passengers, but since the third row only has two seatbelts, opting for the second-row captain’s chairs brings the seat count down to six. On the positive side, the captain’s chairs can be heated and ventilated, a feature that few competitors offer. A single button tilts the second row forward with a slide assist spring to make third row access easier, but the second row seat doesn’t then return to its set position.

• 

  
  2024 Lexus TX
  

  Lexus

  Legrooom Front|Rear

  41.6 | 39.5 | 33.5 inches

  Headroom Front|Rear

  41.4 | 40.1 | 37.2 inches

  Cargo Space

  20.2 – 97 ft³

• 

  
  2024 Acura MDX
  

  Acura

  Legrooom Front|Rear

  41.6 | 38.5 | 29.1 inches

  Headroom Front|Rear

  38.5 | 38.1 | 36.2 inches

  Cargo Space

  18.1 – 95 ft³

• 

  
  2024 Infiniti QX60
  

  Infiniti

  Legrooom Front|Rear

  42.1 | 37.7 | 28 inches

  Headroom Front|Rear

  40.8 | 37.5 | 35.7 inches

  Cargo Space

  14.5 – 75.4 ft³

Cargo space is once again best-in-class, meaning there is plenty of room for bags even with the third row in use. Lowering the third row requires only two button presses, though the power-folding process is a slow one.

Performance: Choose Your Hybrid

Most of the latest Lexus powertrains are available here, meaning you can equip your TX with the option that fits your lifestyle best. The TX 350 is the simplest option, sending 275 horsepower and 317 lb-ft of torque out to the front wheels or optional all-wheel-drive from a 2.4-liter turbocharged four-cylinder gasoline engine. Fuel economy is just ‘fine’ on this model, barely outmatching the V6 engines in the Acura and Infiniti.

Things get a little more interesting on the hybrid front, where two unique powertrains are offered. The TX 500h is the more conventional of the two, coming only in F Sport Performance guise with the same turbo-four as the TX 350. It’s paired with electric motors, upping the output substantially to 366 hp and 406 lb-ft going out to standard Direct4 AWD via a six-speed automatic. Not only is the TX 500h more potent, but it’s also more efficient than the TX 350.

Then there’s the TX 550h+, the one we sampled in our week with the TX. This is the only version to pack a 3.5-liter naturally aspirated V6 under the hood, pushing 259 hp on its own. An 18.1 kWh battery supplies electricity to a 179-hp electric motor, combining with the gasoline engine to supply 406 hp – the most of any TX. Despite being the most powerful, the PHEV is not the sportiest due to its eCVT with planetary gearset configuration.

In our CarBuzz independent testing, the TX 500h+ hit 60 mph in 5.37 seconds, which is quicker than Lexus claims. We also ran the sprint in full electric mode, which took an expectedly long 10.84 seconds. The TX is obviously less eager to accelerate without the gas engine, but 0-30 mph times reveal how quick it actually is an EV in traffic. It took 2.13 seconds to hit 30 mph in hybrid mode, but only 3.03 seconds in EV mode – a minor 0.9-second difference.

The TX500h+ is the only version that can drive around on pure electricity for a prolonged period. Lexus quotes a 33-mile electric range, but we managed to squeeze 35.7 miles out of the battery on a trip to Disney World, which involved mostly highway driving in Florida heat with the A/C turned up. On a more temperate day with more city driving, we believe 40 miles is fully plausible. Recharging the TX on our Lectron L2 charger took three hours and 10 minutes, matching Lexus estimates. When the charge ran out, we noted 30.5 MPG in city driving, hinting that the TX is more efficient than Lexus claims – another feather in the brand’s cap.

Driving Impressions: Quiet… Most Of The Time

The TX PHEV has many positive attributes, being the most powerful and most efficient version of Lexus’ large family crossover. However, it may not be the ideal version based on your priorities. We were blown away by the PHEV powertrain’s efficiency, both in electric and hybrid modes. It’s easily the smoothest setup Lexus offers since there are no gears to run through or turbochargers to spool up.

In most driving scenarios, the TX 500h+ will impress with how quiet and effortless it feels. The electric motor can handle the bulk of the initial acceleration, then the V6 kicks in when needed. No matter how close attention we paid, we simply could not feel it when the V6 kicked on, a testament to Lexus hybrid smoothness. While we couldn’t feel the V6’s presence, we could certainly hear it. As we described, the TX 500h+ is nearly silent if you drive it like you’re not overly excited.

If you feel the urge to drive fast or need a burst of acceleration at highway speeds, however, the V6 fires to life with the vocal charm of a whale in distress. Lexus didn’t tune the eCVT to emulate gears, meaning the V6 engine picks a high-RPM sweet spot and stays there, howling in the background. It’s infrequent, but during hard acceleration, the TX PHEV doesn’t sound very dignified.

The TX pleases as a family luxury crossover, supplying a cushy ride without any roughness. There’s nothing particularly engaging about the steering, which is fine in a vehicle like this. The TX 500h F Sport feels a little more agile thanks to its Dynamic Rear Steering (DRS), which isn’t available on any other variant, however.

Pricing & Verdict: Nice Enough?

Pricing for the 2024 TX 350 starts at $53,700 before destination – add $1,600 if you want AWD. The gas model can reach $61,200 at the top of the range for the Luxury AWD trim level. Lexus only offers performance hybrid variants of the TX, so they cost significantly more.

It’s a significant premium to pay for the hybrid models over those with just internal combustion, but the F Sport Performance is quicker and more efficient. If you want the TX 500h+, it only comes in the Luxury specification, topping the range with a $76,700 starting price. Adding the $2,150 Technology Package, $895 Convenience Package, and a few other goodies pulls out tester to $81,269, before a $1,350 destination fee.

Assuming you can charge at home, the TX 500h+ has the potential to save money in the long run, since it can likely handle the school/work run on pure electricity alone. However, it comes at a substantial price increase over even the F Sport Performance model. On a lease, the PHEV might be cheaper than it looks on paper with a $7,500 federal tax credit, but if you are looking to purchase, we’d probably stick with the cheaper and sportier TX 500h.

The TX may not have the nicest interior in its class, but it’s by far th most spacious and offers three compelling powertrains where many rivals only have one. If you have been waiting for a Lexus that can fit your whole family and their gear, the TX fits the bill.