Latest news with #LX
NZ Autocar
a day ago
- Automotive
- NZ Autocar
V8 Cruiser finally finished
Toyota New Zealand has confirmed the death of the Land Cruiser 70 V8. Concrete pumpers and Southern farmers were seen wiping away the odd tear today as the news broke. Although they say it was merely a bit of dust on the retina causing their watery eyes. Toyota NZ has now reduced the LC 70 range to four core models, all powered by the 1GD four pot 2.8-litre diesel. This makes a similar amount of power as the V8 (150kW) and a lot more torque (500Nm v 430). But don't worry old timer, it's not a hybrid. However, it only comes hooked to an auto, which might not sit well with some. That the four cylinder LC emits less carbon dioxide per km will likely be lost on those living in the manosphere who think it's irrelevant what New Zealand does in the scheme of planetary emissions. Andrew Davis, Chief Strategic Officer, said the time had come to finally retire the V8-powered Land Cruiser 70. Read more 2024 Toyota Land Cruiser 70 LT Double Cab review 'We acknowledge it was a legendary powertrain, but we are confident the complete switch to the 1GD four-cylinder and auto transmission gives a better option for customers. This powertrain will offer better in-use performance with a smoother operation and better ride quality which customers have been quick to praise' he says. The four grades of the LC 70 line up are the LT ute with either a two-door single cab or four-door double cab, the LX double cab ute and the LX wagon.
Miami Herald
4 days ago
- Automotive
- Miami Herald
These 10 SUVs Have Shockingly Low Lease Payments Right Now
Leasing an SUV in June 2025 is looking more appealing than ever. With new models hitting showrooms and automakers eager to move inventory, many leases now offer low monthly payments, minimal down payments, and impressive standard features. If you're keeping a close eye on your monthly budget, you'll be glad to know that most of the SUVs featured this month can be leased for less than $300 per month. From roomy subcompacts to midsize crossovers, this month's lease offers represent a wide range of body styles, capabilities, and tech features. Keep in mind that while the pricing outlined below is available nationally, incentives often vary by region and dealership. Also, don't forget to factor in taxes, title, license fees, and any possible loyalty or conquest bonuses that might apply. The 2025 Kia Seltos continues to impress after last year's update. It offers more interior room than many rivals in its class, along with a comfortable ride and smart tech. The lease special for June applies to the base LX trim, which comes standard with all-wheel drive-a feature not often included at this price point. For $3,499 down and $259 a month over 36 months, drivers can get into a well-rounded and stylish subcompact SUV that feels bigger than it is. It's a solid pick for first-time leasers or budget-conscious buyers who need something reliable year-round. Honda's smallest SUV, the HR-V, continues to stand out for its efficient use of space and thoughtful design. For 2025, every HR-V includes driver assistance features and active noise cancellation technology, making it an ideal pick for city drivers who want peace and quiet on the go. Leases for the two-wheel-drive LX start at $289 per month with $3,299 due at signing. The price-to-space ratio here is among the best in the subcompact class, especially for those prioritizing a quiet, comfortable ride. The 2025 Chevrolet Trax was redesigned last year, and the results were impressive. With more interior space, modern tech, and a sharp new exterior, it offers a surprising amount of practicality at an approachable price. This month's lease deal is aimed at current lessees of 2020 or newer models, offering the midlevel LT trim for $279 a month with just $1,789 down over 24 months. It's a short-term lease with low upfront costs-perfect for those who value flexibility. Recently redesigned, the 2025 Hyundai Kona continues to offer an appealing blend of style and functionality. Its larger size provides better rear legroom and cargo capacity than older models, and standard safety tech helps it stand out in a crowded segment. This month's deal applies to the SEL trim, which balances affordability with useful upgrades. For $3,999 down and $249 a month for 36 months, the Kona is one of the most accessible subcompacts on the market. For drivers looking to lease something a little more capable, the 2025 Subaru Outback remains a compelling choice. With standard all-wheel drive and a reputation for long-term dependability, the Outback is built for families, weekend warriors, and commuters alike. June's lease deal applies to the Base trim, with a monthly payment of $299 and $3,049 due at signing over a standard 36-month term. That's excellent value for a midsize SUV with real capability and a strong list of standard safety features. Those looking for a more premium feel in a compact SUV should consider the 2025 Mazda CX-50. The 2.5 S Preferred trim comes with all-wheel drive, top-tier safety ratings, and an upscale cabin. While it's more expensive than some competitors, it offers a richer driving experience with engaging dynamics and intuitive controls. The lease special comes in at $321 per month with $3,999 down for 36 months. While it's one of the few deals on this list that pushes past the $300 threshold, the added quality and driving enjoyment help justify the extra cost. The 2025 Chevrolet Equinox has undergone a complete redesign, resulting in a more refined and rugged appearance while retaining its city-friendly size, which has made it a favorite among commuters. With a quiet cabin and solid acceleration, it offers a comfortable ride that won't wear you out in traffic. Dual displays, heated front seats, and Chevy's comprehensive Safety Assist suite come standard. This month, lessees can sign for a front-wheel-drive LT model at $249 per month with $4,029 due at signing for 36 months. The deal is available to current lessees of 2020 or newer vehicles, and with an MSRP under $30,000, it's one of the best value plays for a compact SUV this summer. With a recent refresh, the 2025 Hyundai Tucson adds subtle design updates and more interior tech while keeping its value-focused reputation intact. The base SE trim, available this month at $259 per month with $3,999 down for 36 months, comes with an impressive suite of safety features and a spacious, quiet interior. Buyers looking for just a bit more comfort might want to step up to the SEL trim for only $10 more per month. The small bump in price gets you amenities like a power liftgate, heated mirrors, and push-button start, making it a great value for those willing to spend just a bit more. Kia continues to pack a punch in the compact SUV market with the 2025 Sportage. The LX trim, available this month for $259 per month with $3,999 down over 36 months, comes well-equipped and boasts a ride quality that feels like it belongs in a more expensive vehicle. If you want more traction, you can upgrade to all-wheel drive for only $20 more per month. With best-in-class warranty coverage and Kia's Drive Wise suite of driver assistance features, the Sportage offers one of the strongest all-around values in this month's crop of lease deals. Buick's 2025 Envista stands out with its coupe-inspired looks, roomy cabin, and whisper-quiet ride. The base Preferred trim, available to current lessees of 2020 or newer vehicles, can be leased for $229 per month with $3,709 down over 24 months. Standard equipment includes wireless smartphone connectivity, automatic emergency braking, pedestrian detection, and lane-keeping assist. If you want a touch of luxury without paying luxury-brand prices, the Envista could be your best bet. June presents a wealth of SUV lease opportunities, whether you're drawn to the rugged versatility of the Subaru Outback, the upscale charm of the Mazda CX-50, or the budget-friendly appeal of the Chevrolet Trax and Buick Envista. Many of these deals feature monthly payments well under $300 and provide a great way to drive a new, tech-packed SUV without committing to long-term ownership. As always, be sure to check with your local dealership for region-specific pricing and read the fine print to make sure the lease terms align with your needs. With this month's wide range of offerings, there's likely a lease deal out there that fits both your lifestyle and your wallet. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
The Advertiser
24-05-2025
- Automotive
- The Advertiser
2025 Lexus LX700h review: Quick drive
Lexus LX Pros Lexus LX Cons Lexus recently unveiled its updated 2025 LX range which – apart from gaining some new tech features – is also bolstered by the addition of a new hybrid variant known as the LX700h. Pairing the 3.4-litre twin-turbo V6 from the LX600 with an electric motor that sits between the engine the 10-speed automatic transmission, the LX700h's outputs are bumped up to 341kW and 790Nm, versus 305kW and 650Nm for the lesser non-hybrid. While the refreshed LX range is Australia-bound this year, the LX700h is yet to be confirmed for our market. Even so, we managed to snare a test vehicle in the United Arab Emirates (UAE), where the opulent 4WD SUV just went on sale. The LX700h has the same 700mm maximum wading depth as other variants – thanks to a waterproof casing for the battery – and is fitted with a second starter motor on top of the regular alternator so the car can start its engine independently of the electric motor if required. Chassis strengthening measures include the addition of a third cross-member to support the hybrid battery, as well as redesigned mounting cushions that attach to the upper body. These upgrades are claimed to improve rigidity and reduce vibrations on the road. WATCH: Paul's video review of the 2023 Lexus LX600 Ultra Luxury Also new are strengthened rear engine mounts, along with a revised position for the under-slung spare wheel to accommodate the battery without compromising the departure angle. In addition, the 12-volt battery moves from the engine to the rear of the vehicle. Other improvements include a 12.3-inch widescreen digital instrument cluster that replaces the previous 8.0-inch screen (and is available across the revamped LX lineup), an 'air bladder' in the front seats claimed to reduce fatigue, and a new electronic gear selector in the hybrid model. Added safety features include autonomous emergency braking for intersections, and a new driver monitoring camera that watches the driver's eyes and can instruct the vehicle to pull itself over on the side of the road if the driver is detected to be unresponsive. We tested the Lexus LX700h in the United Arab Emirates, where the entry-level Signature model is priced from AED590,000 (A$251,950) while the flagship LX700h F Sport starts at an eye-watering AED635,000 (A$271,170). For now, these figures are hypothetical for Australia as the hybrid model is yet to be confirmed for our market. However, if the LX700h is eventually offered here and local pricing is reflective of the LX700h's UAE prices, it would put the Lexus up against the likes of the Range Rover, BMW X7 M60 xDrive, Mercedes-AMG GLS63 and Porsche Cayenne Turbo E-Hybrid. Of these rivals, only the Range Rover could lay claim to be a genuine all-terrainer. Whether or not any Rangie owners actually venture beyond the beaten track is another matter. In Australia, the updated 2025 Lexus LX range starts from $158,700 for the LX500d Luxury, and tops out at $220,950 for the LX600 Ultra Luxury – we'd expect the LX700h to carry a premium over the equivalent LX600. Read our full price and specs story here. To see how the Lexus LX lines up against the competition, check out our comparison tool The leather-lined Lexus LX700h is largely as per the lesser LX600 inside, and in updated form it features a fully digitised instrument panel that does away with the analogue secondary gauges of the non-hybrid variant. The LX700h also sports a Prius-style e-shifter in lieu of the conventional gearshift in the LX600 A 12.3-inch touchscreen mounted atop the dashboard controls most of the infotainment functions, while a 7.0-inch secondary touchscreen that sits below it displays mostly driving-related data such as ride height, throttle and brake position and the lateral inclination of the vehicle. This screen can also be used to control the HVAC settings. There are physical buttons and twist knobs to select drive mode, set ride height, engage the centre differential, select low range and engage Downhill Assist/Crawl Control. The overall interface is a bit of a hotch-potch as there's far too much for the eye to take in at a glance. That said, once you're familiar with the vehicle your eyes and brain figure out which bits to filter out when not needed. The LX700h features a digital overhead mirror rather than a conventional reflective unit and, while I'm usually not a fan of the former, in the Lexus it functions quite well, providing a clear and unobstructed view of the road behind. The front seats are superbly comfortable and supportive, so my spine and torso were none the worse for wear after a full-day safari that encompassed highway schlepping, some rock/gravel traversing and gliding up and down sand dunes as the sun was setting. The second-row seats are heated, cooled, and and are adequately comfortable for the two window-seat occupants, but the unlucky sod in the centre pew will have drawn the short straw as they'd be occupying the space designated for the armrest and the largedriveshaft tunnel eats into their legroom. There are air-conditioning vents for the rear occupants, two USB-C ports, a power outlet, map pockets in the back of the front seats, and rear shades to cover the large side windows. As for the third-row seats, they're more spacious than is the case with most seven-seaters, but you wouldn't want to be cooped up back there for too long as your knees end up almost chest high. Luggage capacity is a paltry 204 litres with the third-row seats in the upright position due to the hybrid battery pack eating into the cargo bay. Even when the rear seats are folded, they sit on top of the battery pack, so you still only get 878 litres of space. To see how the Lexus LX lines up against the competition, check out our comparison tool The LX700h packs a 3.4-litre V6 twin-turbo petrol and 10-speed automatic, as per the LX600, but integrates an electric motor-generator with a clutch between the engine and transmission. Outputs of 341kW and 790Nm are a handy bump on the 305kW/650Nm eked out by the LX600, although weight also bloats out to 2780kg with the added hybrid componentry (versus 2660kg for the non-hybrid LX600). As with the LX600, the petrol-electric model is equipped with full-time four-wheel drive system and a low-range transfer case. Lexus refers to the LX700h's powertrain as a "high-performance parallel hybrid" that offers "the reliability and durability customers expect when heading deep into bush or snow". The LX700h is the brand's first parallel hybrid to feature both an alternator and a starter motor, reducing reliance on the electric motor. This enables engine ignition independent of the electric motor, with the alternator powering the 12V auxiliary battery. Out in the real world, the hybrid powertrain gels relatively seamlessly, with the interface between petrol engine and electric motor calibrated in such a way that you wouldn't necessarily detect from behind the wheel that there are two separate elements providing propulsion. Where the instant grunt of the electric motor proves especially useful is when crawling over rocks or manoeuvring between tight obstacles as it allows for precise throttle control at low speeds. The hybrid powertrain also improves performance out on open tarmac roads, and our seat-of-the pants impression suggests the big SUV could dispatch the 0-100km/h sprint in about 6.0 seconds. To see how the Lexus LX lines up against the competition, check out our comparison tool As per the LX600, the LX700h shares its body-on-frame GA-F platform (with a solid axle at the rear and double-wishbone setup up front) with the Toyota LandCruiser 300 Series The Lexus LX700h is a reasonably pleasant chariot to pedal, although its sheer opulence and raft of electronic driver aids can't mask the fact that it has a truck chassis. As such, its steering lacks the crispness and precision you'd get in a BMW X7, Mercedes GLS or Range Rover; while Porsche's Cayenne sits in a different universe dynamically. The Lex is a sizeable entity (measuring 5100mm long and 1990mm wide), so slotting it into tight parking spaces isn't the easiest exercise. That said, the reversing camera and parking sensors take the guesswork out of backing into narrow spots. Out on the open road, the Lexus lacks the firmly planted feel of the German luxo-SUVs and Range Rover, with its somewhat vague and floaty responses belying its utilitarian underpinnings. Ride quality is generally okay, although it gets jiggly over high-frequency bumps. This was particularly evident over a corrugated gravel road that we traversed during our test. Adaptive hydraulic suspension enables ride height to be raised from the standard 210mm to over 250mm when crawling over large rocks or tackling towering sand dunes, so the LX700h isn't lacking versus its blue-collar LandCruiser 300 cousin (235mm clearance) in this regard. The LX700h is also the first hybrid Lexus with a wading depth comparable to combustion-powered off-roaders at 700mm, with the hybrid battery sitting within a specially designed waterproof casing under the rear floor. The AC inverter, located under the centre console, is also waterproof. It allows for external power supply of up to 1500W or 2400W, depending on the region. Our off-road adventures were limited to traversing some rock-strewn trails, gravel tracks and sand-dune surfing under the setting sun. The Lexus was able to conquer it all without breaking a sweat. Only one or two sections required the ride height to be raised, while locking the centre diff ensured the big Lex was able to effortlessly find traction across soft sandy dunes. The LX700h could have tamed rougher terrain than we traversed, but that wouldn't in any case have been representative of the vehicle's typical usage pattern in the hands of owners. Few LX700h buyers are likely to bash their $250k Lexus across humungous boulders and get the 22-inch forged rims all dinged up. That said, buyers in some markets (such as the US) also have access to an Overtrail model that rides on 18-inch rims with 33-inch all-terrain tyres. This variant also gets locking front and rear differentials and a gloss-black grille and bodywork trim in lieu of chrome. To see how the Lexus LX lines up against the competition, check out our comparison tool Lexus hasn't confirmed if the LX700h is coming to Australia just yet, but given the LX engine variants aren't tied to specific trim levels, here's a look at the specification offered across the local LX500d and LX600 lineup for MY25. 2025 Lexus LX500d Luxury + LX600 Luxury equipment highlights: LX500d + LX600 Overtrail add (over Luxury): LX500d + LX600 Sports Luxury add (over Luxury): LX500d + LX600 F Sport add (over Luxury): LX600 Ultra Luxury adds: To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: To see how the Lexus LX lines up against the competition, check out our comparison tool While the LX700h isn't sold here as yet, the wider LX range is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX700h is an accomplished luxo-SUV that provides both hardcore off-road ability as well as carpark cred when you rock up at your exclusive private golf club. The new hybrid flagship mightn't have the on-road finesse you'd get in a Range Rover or any of the German super SUVs, but it can venture farther beyond the beaten track than anything else in its segment – arguably apart from a Mercedes G-Wagen. However, the question we're left asking is whether the LX700h's added cost and complexity vis-à-vis the cheaper LX600 are justified – though we don't know just how much it will cost in Australia, yet. The addition of an electric motor brings some advantages in tricky low-speed off-road conditions, as well as marginal fuel economy benefits, but apart from that the non-hybrid LX600 can do everything the LX700h can. However, if you simply must have the most expensive and powerful Lexus SUV on the planet, then the LX700h may hold some appeal for you. Interested in buying a Lexus LX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Lexus LX Content originally sourced from: Lexus LX Pros Lexus LX Cons Lexus recently unveiled its updated 2025 LX range which – apart from gaining some new tech features – is also bolstered by the addition of a new hybrid variant known as the LX700h. Pairing the 3.4-litre twin-turbo V6 from the LX600 with an electric motor that sits between the engine the 10-speed automatic transmission, the LX700h's outputs are bumped up to 341kW and 790Nm, versus 305kW and 650Nm for the lesser non-hybrid. While the refreshed LX range is Australia-bound this year, the LX700h is yet to be confirmed for our market. Even so, we managed to snare a test vehicle in the United Arab Emirates (UAE), where the opulent 4WD SUV just went on sale. The LX700h has the same 700mm maximum wading depth as other variants – thanks to a waterproof casing for the battery – and is fitted with a second starter motor on top of the regular alternator so the car can start its engine independently of the electric motor if required. Chassis strengthening measures include the addition of a third cross-member to support the hybrid battery, as well as redesigned mounting cushions that attach to the upper body. These upgrades are claimed to improve rigidity and reduce vibrations on the road. WATCH: Paul's video review of the 2023 Lexus LX600 Ultra Luxury Also new are strengthened rear engine mounts, along with a revised position for the under-slung spare wheel to accommodate the battery without compromising the departure angle. In addition, the 12-volt battery moves from the engine to the rear of the vehicle. Other improvements include a 12.3-inch widescreen digital instrument cluster that replaces the previous 8.0-inch screen (and is available across the revamped LX lineup), an 'air bladder' in the front seats claimed to reduce fatigue, and a new electronic gear selector in the hybrid model. Added safety features include autonomous emergency braking for intersections, and a new driver monitoring camera that watches the driver's eyes and can instruct the vehicle to pull itself over on the side of the road if the driver is detected to be unresponsive. We tested the Lexus LX700h in the United Arab Emirates, where the entry-level Signature model is priced from AED590,000 (A$251,950) while the flagship LX700h F Sport starts at an eye-watering AED635,000 (A$271,170). For now, these figures are hypothetical for Australia as the hybrid model is yet to be confirmed for our market. However, if the LX700h is eventually offered here and local pricing is reflective of the LX700h's UAE prices, it would put the Lexus up against the likes of the Range Rover, BMW X7 M60 xDrive, Mercedes-AMG GLS63 and Porsche Cayenne Turbo E-Hybrid. Of these rivals, only the Range Rover could lay claim to be a genuine all-terrainer. Whether or not any Rangie owners actually venture beyond the beaten track is another matter. In Australia, the updated 2025 Lexus LX range starts from $158,700 for the LX500d Luxury, and tops out at $220,950 for the LX600 Ultra Luxury – we'd expect the LX700h to carry a premium over the equivalent LX600. Read our full price and specs story here. To see how the Lexus LX lines up against the competition, check out our comparison tool The leather-lined Lexus LX700h is largely as per the lesser LX600 inside, and in updated form it features a fully digitised instrument panel that does away with the analogue secondary gauges of the non-hybrid variant. The LX700h also sports a Prius-style e-shifter in lieu of the conventional gearshift in the LX600 A 12.3-inch touchscreen mounted atop the dashboard controls most of the infotainment functions, while a 7.0-inch secondary touchscreen that sits below it displays mostly driving-related data such as ride height, throttle and brake position and the lateral inclination of the vehicle. This screen can also be used to control the HVAC settings. There are physical buttons and twist knobs to select drive mode, set ride height, engage the centre differential, select low range and engage Downhill Assist/Crawl Control. The overall interface is a bit of a hotch-potch as there's far too much for the eye to take in at a glance. That said, once you're familiar with the vehicle your eyes and brain figure out which bits to filter out when not needed. The LX700h features a digital overhead mirror rather than a conventional reflective unit and, while I'm usually not a fan of the former, in the Lexus it functions quite well, providing a clear and unobstructed view of the road behind. The front seats are superbly comfortable and supportive, so my spine and torso were none the worse for wear after a full-day safari that encompassed highway schlepping, some rock/gravel traversing and gliding up and down sand dunes as the sun was setting. The second-row seats are heated, cooled, and and are adequately comfortable for the two window-seat occupants, but the unlucky sod in the centre pew will have drawn the short straw as they'd be occupying the space designated for the armrest and the largedriveshaft tunnel eats into their legroom. There are air-conditioning vents for the rear occupants, two USB-C ports, a power outlet, map pockets in the back of the front seats, and rear shades to cover the large side windows. As for the third-row seats, they're more spacious than is the case with most seven-seaters, but you wouldn't want to be cooped up back there for too long as your knees end up almost chest high. Luggage capacity is a paltry 204 litres with the third-row seats in the upright position due to the hybrid battery pack eating into the cargo bay. Even when the rear seats are folded, they sit on top of the battery pack, so you still only get 878 litres of space. To see how the Lexus LX lines up against the competition, check out our comparison tool The LX700h packs a 3.4-litre V6 twin-turbo petrol and 10-speed automatic, as per the LX600, but integrates an electric motor-generator with a clutch between the engine and transmission. Outputs of 341kW and 790Nm are a handy bump on the 305kW/650Nm eked out by the LX600, although weight also bloats out to 2780kg with the added hybrid componentry (versus 2660kg for the non-hybrid LX600). As with the LX600, the petrol-electric model is equipped with full-time four-wheel drive system and a low-range transfer case. Lexus refers to the LX700h's powertrain as a "high-performance parallel hybrid" that offers "the reliability and durability customers expect when heading deep into bush or snow". The LX700h is the brand's first parallel hybrid to feature both an alternator and a starter motor, reducing reliance on the electric motor. This enables engine ignition independent of the electric motor, with the alternator powering the 12V auxiliary battery. Out in the real world, the hybrid powertrain gels relatively seamlessly, with the interface between petrol engine and electric motor calibrated in such a way that you wouldn't necessarily detect from behind the wheel that there are two separate elements providing propulsion. Where the instant grunt of the electric motor proves especially useful is when crawling over rocks or manoeuvring between tight obstacles as it allows for precise throttle control at low speeds. The hybrid powertrain also improves performance out on open tarmac roads, and our seat-of-the pants impression suggests the big SUV could dispatch the 0-100km/h sprint in about 6.0 seconds. To see how the Lexus LX lines up against the competition, check out our comparison tool As per the LX600, the LX700h shares its body-on-frame GA-F platform (with a solid axle at the rear and double-wishbone setup up front) with the Toyota LandCruiser 300 Series The Lexus LX700h is a reasonably pleasant chariot to pedal, although its sheer opulence and raft of electronic driver aids can't mask the fact that it has a truck chassis. As such, its steering lacks the crispness and precision you'd get in a BMW X7, Mercedes GLS or Range Rover; while Porsche's Cayenne sits in a different universe dynamically. The Lex is a sizeable entity (measuring 5100mm long and 1990mm wide), so slotting it into tight parking spaces isn't the easiest exercise. That said, the reversing camera and parking sensors take the guesswork out of backing into narrow spots. Out on the open road, the Lexus lacks the firmly planted feel of the German luxo-SUVs and Range Rover, with its somewhat vague and floaty responses belying its utilitarian underpinnings. Ride quality is generally okay, although it gets jiggly over high-frequency bumps. This was particularly evident over a corrugated gravel road that we traversed during our test. Adaptive hydraulic suspension enables ride height to be raised from the standard 210mm to over 250mm when crawling over large rocks or tackling towering sand dunes, so the LX700h isn't lacking versus its blue-collar LandCruiser 300 cousin (235mm clearance) in this regard. The LX700h is also the first hybrid Lexus with a wading depth comparable to combustion-powered off-roaders at 700mm, with the hybrid battery sitting within a specially designed waterproof casing under the rear floor. The AC inverter, located under the centre console, is also waterproof. It allows for external power supply of up to 1500W or 2400W, depending on the region. Our off-road adventures were limited to traversing some rock-strewn trails, gravel tracks and sand-dune surfing under the setting sun. The Lexus was able to conquer it all without breaking a sweat. Only one or two sections required the ride height to be raised, while locking the centre diff ensured the big Lex was able to effortlessly find traction across soft sandy dunes. The LX700h could have tamed rougher terrain than we traversed, but that wouldn't in any case have been representative of the vehicle's typical usage pattern in the hands of owners. Few LX700h buyers are likely to bash their $250k Lexus across humungous boulders and get the 22-inch forged rims all dinged up. That said, buyers in some markets (such as the US) also have access to an Overtrail model that rides on 18-inch rims with 33-inch all-terrain tyres. This variant also gets locking front and rear differentials and a gloss-black grille and bodywork trim in lieu of chrome. To see how the Lexus LX lines up against the competition, check out our comparison tool Lexus hasn't confirmed if the LX700h is coming to Australia just yet, but given the LX engine variants aren't tied to specific trim levels, here's a look at the specification offered across the local LX500d and LX600 lineup for MY25. 2025 Lexus LX500d Luxury + LX600 Luxury equipment highlights: LX500d + LX600 Overtrail add (over Luxury): LX500d + LX600 Sports Luxury add (over Luxury): LX500d + LX600 F Sport add (over Luxury): LX600 Ultra Luxury adds: To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: To see how the Lexus LX lines up against the competition, check out our comparison tool While the LX700h isn't sold here as yet, the wider LX range is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX700h is an accomplished luxo-SUV that provides both hardcore off-road ability as well as carpark cred when you rock up at your exclusive private golf club. The new hybrid flagship mightn't have the on-road finesse you'd get in a Range Rover or any of the German super SUVs, but it can venture farther beyond the beaten track than anything else in its segment – arguably apart from a Mercedes G-Wagen. However, the question we're left asking is whether the LX700h's added cost and complexity vis-à-vis the cheaper LX600 are justified – though we don't know just how much it will cost in Australia, yet. The addition of an electric motor brings some advantages in tricky low-speed off-road conditions, as well as marginal fuel economy benefits, but apart from that the non-hybrid LX600 can do everything the LX700h can. However, if you simply must have the most expensive and powerful Lexus SUV on the planet, then the LX700h may hold some appeal for you. Interested in buying a Lexus LX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Lexus LX Content originally sourced from: Lexus LX Pros Lexus LX Cons Lexus recently unveiled its updated 2025 LX range which – apart from gaining some new tech features – is also bolstered by the addition of a new hybrid variant known as the LX700h. Pairing the 3.4-litre twin-turbo V6 from the LX600 with an electric motor that sits between the engine the 10-speed automatic transmission, the LX700h's outputs are bumped up to 341kW and 790Nm, versus 305kW and 650Nm for the lesser non-hybrid. While the refreshed LX range is Australia-bound this year, the LX700h is yet to be confirmed for our market. Even so, we managed to snare a test vehicle in the United Arab Emirates (UAE), where the opulent 4WD SUV just went on sale. The LX700h has the same 700mm maximum wading depth as other variants – thanks to a waterproof casing for the battery – and is fitted with a second starter motor on top of the regular alternator so the car can start its engine independently of the electric motor if required. Chassis strengthening measures include the addition of a third cross-member to support the hybrid battery, as well as redesigned mounting cushions that attach to the upper body. These upgrades are claimed to improve rigidity and reduce vibrations on the road. WATCH: Paul's video review of the 2023 Lexus LX600 Ultra Luxury Also new are strengthened rear engine mounts, along with a revised position for the under-slung spare wheel to accommodate the battery without compromising the departure angle. In addition, the 12-volt battery moves from the engine to the rear of the vehicle. Other improvements include a 12.3-inch widescreen digital instrument cluster that replaces the previous 8.0-inch screen (and is available across the revamped LX lineup), an 'air bladder' in the front seats claimed to reduce fatigue, and a new electronic gear selector in the hybrid model. Added safety features include autonomous emergency braking for intersections, and a new driver monitoring camera that watches the driver's eyes and can instruct the vehicle to pull itself over on the side of the road if the driver is detected to be unresponsive. We tested the Lexus LX700h in the United Arab Emirates, where the entry-level Signature model is priced from AED590,000 (A$251,950) while the flagship LX700h F Sport starts at an eye-watering AED635,000 (A$271,170). For now, these figures are hypothetical for Australia as the hybrid model is yet to be confirmed for our market. However, if the LX700h is eventually offered here and local pricing is reflective of the LX700h's UAE prices, it would put the Lexus up against the likes of the Range Rover, BMW X7 M60 xDrive, Mercedes-AMG GLS63 and Porsche Cayenne Turbo E-Hybrid. Of these rivals, only the Range Rover could lay claim to be a genuine all-terrainer. Whether or not any Rangie owners actually venture beyond the beaten track is another matter. In Australia, the updated 2025 Lexus LX range starts from $158,700 for the LX500d Luxury, and tops out at $220,950 for the LX600 Ultra Luxury – we'd expect the LX700h to carry a premium over the equivalent LX600. Read our full price and specs story here. To see how the Lexus LX lines up against the competition, check out our comparison tool The leather-lined Lexus LX700h is largely as per the lesser LX600 inside, and in updated form it features a fully digitised instrument panel that does away with the analogue secondary gauges of the non-hybrid variant. The LX700h also sports a Prius-style e-shifter in lieu of the conventional gearshift in the LX600 A 12.3-inch touchscreen mounted atop the dashboard controls most of the infotainment functions, while a 7.0-inch secondary touchscreen that sits below it displays mostly driving-related data such as ride height, throttle and brake position and the lateral inclination of the vehicle. This screen can also be used to control the HVAC settings. There are physical buttons and twist knobs to select drive mode, set ride height, engage the centre differential, select low range and engage Downhill Assist/Crawl Control. The overall interface is a bit of a hotch-potch as there's far too much for the eye to take in at a glance. That said, once you're familiar with the vehicle your eyes and brain figure out which bits to filter out when not needed. The LX700h features a digital overhead mirror rather than a conventional reflective unit and, while I'm usually not a fan of the former, in the Lexus it functions quite well, providing a clear and unobstructed view of the road behind. The front seats are superbly comfortable and supportive, so my spine and torso were none the worse for wear after a full-day safari that encompassed highway schlepping, some rock/gravel traversing and gliding up and down sand dunes as the sun was setting. The second-row seats are heated, cooled, and and are adequately comfortable for the two window-seat occupants, but the unlucky sod in the centre pew will have drawn the short straw as they'd be occupying the space designated for the armrest and the largedriveshaft tunnel eats into their legroom. There are air-conditioning vents for the rear occupants, two USB-C ports, a power outlet, map pockets in the back of the front seats, and rear shades to cover the large side windows. As for the third-row seats, they're more spacious than is the case with most seven-seaters, but you wouldn't want to be cooped up back there for too long as your knees end up almost chest high. Luggage capacity is a paltry 204 litres with the third-row seats in the upright position due to the hybrid battery pack eating into the cargo bay. Even when the rear seats are folded, they sit on top of the battery pack, so you still only get 878 litres of space. To see how the Lexus LX lines up against the competition, check out our comparison tool The LX700h packs a 3.4-litre V6 twin-turbo petrol and 10-speed automatic, as per the LX600, but integrates an electric motor-generator with a clutch between the engine and transmission. Outputs of 341kW and 790Nm are a handy bump on the 305kW/650Nm eked out by the LX600, although weight also bloats out to 2780kg with the added hybrid componentry (versus 2660kg for the non-hybrid LX600). As with the LX600, the petrol-electric model is equipped with full-time four-wheel drive system and a low-range transfer case. Lexus refers to the LX700h's powertrain as a "high-performance parallel hybrid" that offers "the reliability and durability customers expect when heading deep into bush or snow". The LX700h is the brand's first parallel hybrid to feature both an alternator and a starter motor, reducing reliance on the electric motor. This enables engine ignition independent of the electric motor, with the alternator powering the 12V auxiliary battery. Out in the real world, the hybrid powertrain gels relatively seamlessly, with the interface between petrol engine and electric motor calibrated in such a way that you wouldn't necessarily detect from behind the wheel that there are two separate elements providing propulsion. Where the instant grunt of the electric motor proves especially useful is when crawling over rocks or manoeuvring between tight obstacles as it allows for precise throttle control at low speeds. The hybrid powertrain also improves performance out on open tarmac roads, and our seat-of-the pants impression suggests the big SUV could dispatch the 0-100km/h sprint in about 6.0 seconds. To see how the Lexus LX lines up against the competition, check out our comparison tool As per the LX600, the LX700h shares its body-on-frame GA-F platform (with a solid axle at the rear and double-wishbone setup up front) with the Toyota LandCruiser 300 Series The Lexus LX700h is a reasonably pleasant chariot to pedal, although its sheer opulence and raft of electronic driver aids can't mask the fact that it has a truck chassis. As such, its steering lacks the crispness and precision you'd get in a BMW X7, Mercedes GLS or Range Rover; while Porsche's Cayenne sits in a different universe dynamically. The Lex is a sizeable entity (measuring 5100mm long and 1990mm wide), so slotting it into tight parking spaces isn't the easiest exercise. That said, the reversing camera and parking sensors take the guesswork out of backing into narrow spots. Out on the open road, the Lexus lacks the firmly planted feel of the German luxo-SUVs and Range Rover, with its somewhat vague and floaty responses belying its utilitarian underpinnings. Ride quality is generally okay, although it gets jiggly over high-frequency bumps. This was particularly evident over a corrugated gravel road that we traversed during our test. Adaptive hydraulic suspension enables ride height to be raised from the standard 210mm to over 250mm when crawling over large rocks or tackling towering sand dunes, so the LX700h isn't lacking versus its blue-collar LandCruiser 300 cousin (235mm clearance) in this regard. The LX700h is also the first hybrid Lexus with a wading depth comparable to combustion-powered off-roaders at 700mm, with the hybrid battery sitting within a specially designed waterproof casing under the rear floor. The AC inverter, located under the centre console, is also waterproof. It allows for external power supply of up to 1500W or 2400W, depending on the region. Our off-road adventures were limited to traversing some rock-strewn trails, gravel tracks and sand-dune surfing under the setting sun. The Lexus was able to conquer it all without breaking a sweat. Only one or two sections required the ride height to be raised, while locking the centre diff ensured the big Lex was able to effortlessly find traction across soft sandy dunes. The LX700h could have tamed rougher terrain than we traversed, but that wouldn't in any case have been representative of the vehicle's typical usage pattern in the hands of owners. Few LX700h buyers are likely to bash their $250k Lexus across humungous boulders and get the 22-inch forged rims all dinged up. That said, buyers in some markets (such as the US) also have access to an Overtrail model that rides on 18-inch rims with 33-inch all-terrain tyres. This variant also gets locking front and rear differentials and a gloss-black grille and bodywork trim in lieu of chrome. To see how the Lexus LX lines up against the competition, check out our comparison tool Lexus hasn't confirmed if the LX700h is coming to Australia just yet, but given the LX engine variants aren't tied to specific trim levels, here's a look at the specification offered across the local LX500d and LX600 lineup for MY25. 2025 Lexus LX500d Luxury + LX600 Luxury equipment highlights: LX500d + LX600 Overtrail add (over Luxury): LX500d + LX600 Sports Luxury add (over Luxury): LX500d + LX600 F Sport add (over Luxury): LX600 Ultra Luxury adds: To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: To see how the Lexus LX lines up against the competition, check out our comparison tool While the LX700h isn't sold here as yet, the wider LX range is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX700h is an accomplished luxo-SUV that provides both hardcore off-road ability as well as carpark cred when you rock up at your exclusive private golf club. The new hybrid flagship mightn't have the on-road finesse you'd get in a Range Rover or any of the German super SUVs, but it can venture farther beyond the beaten track than anything else in its segment – arguably apart from a Mercedes G-Wagen. However, the question we're left asking is whether the LX700h's added cost and complexity vis-à-vis the cheaper LX600 are justified – though we don't know just how much it will cost in Australia, yet. The addition of an electric motor brings some advantages in tricky low-speed off-road conditions, as well as marginal fuel economy benefits, but apart from that the non-hybrid LX600 can do everything the LX700h can. However, if you simply must have the most expensive and powerful Lexus SUV on the planet, then the LX700h may hold some appeal for you. Interested in buying a Lexus LX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Lexus LX Content originally sourced from: Lexus LX Pros Lexus LX Cons Lexus recently unveiled its updated 2025 LX range which – apart from gaining some new tech features – is also bolstered by the addition of a new hybrid variant known as the LX700h. Pairing the 3.4-litre twin-turbo V6 from the LX600 with an electric motor that sits between the engine the 10-speed automatic transmission, the LX700h's outputs are bumped up to 341kW and 790Nm, versus 305kW and 650Nm for the lesser non-hybrid. While the refreshed LX range is Australia-bound this year, the LX700h is yet to be confirmed for our market. Even so, we managed to snare a test vehicle in the United Arab Emirates (UAE), where the opulent 4WD SUV just went on sale. The LX700h has the same 700mm maximum wading depth as other variants – thanks to a waterproof casing for the battery – and is fitted with a second starter motor on top of the regular alternator so the car can start its engine independently of the electric motor if required. Chassis strengthening measures include the addition of a third cross-member to support the hybrid battery, as well as redesigned mounting cushions that attach to the upper body. These upgrades are claimed to improve rigidity and reduce vibrations on the road. WATCH: Paul's video review of the 2023 Lexus LX600 Ultra Luxury Also new are strengthened rear engine mounts, along with a revised position for the under-slung spare wheel to accommodate the battery without compromising the departure angle. In addition, the 12-volt battery moves from the engine to the rear of the vehicle. Other improvements include a 12.3-inch widescreen digital instrument cluster that replaces the previous 8.0-inch screen (and is available across the revamped LX lineup), an 'air bladder' in the front seats claimed to reduce fatigue, and a new electronic gear selector in the hybrid model. Added safety features include autonomous emergency braking for intersections, and a new driver monitoring camera that watches the driver's eyes and can instruct the vehicle to pull itself over on the side of the road if the driver is detected to be unresponsive. We tested the Lexus LX700h in the United Arab Emirates, where the entry-level Signature model is priced from AED590,000 (A$251,950) while the flagship LX700h F Sport starts at an eye-watering AED635,000 (A$271,170). For now, these figures are hypothetical for Australia as the hybrid model is yet to be confirmed for our market. However, if the LX700h is eventually offered here and local pricing is reflective of the LX700h's UAE prices, it would put the Lexus up against the likes of the Range Rover, BMW X7 M60 xDrive, Mercedes-AMG GLS63 and Porsche Cayenne Turbo E-Hybrid. Of these rivals, only the Range Rover could lay claim to be a genuine all-terrainer. Whether or not any Rangie owners actually venture beyond the beaten track is another matter. In Australia, the updated 2025 Lexus LX range starts from $158,700 for the LX500d Luxury, and tops out at $220,950 for the LX600 Ultra Luxury – we'd expect the LX700h to carry a premium over the equivalent LX600. Read our full price and specs story here. To see how the Lexus LX lines up against the competition, check out our comparison tool The leather-lined Lexus LX700h is largely as per the lesser LX600 inside, and in updated form it features a fully digitised instrument panel that does away with the analogue secondary gauges of the non-hybrid variant. The LX700h also sports a Prius-style e-shifter in lieu of the conventional gearshift in the LX600 A 12.3-inch touchscreen mounted atop the dashboard controls most of the infotainment functions, while a 7.0-inch secondary touchscreen that sits below it displays mostly driving-related data such as ride height, throttle and brake position and the lateral inclination of the vehicle. This screen can also be used to control the HVAC settings. There are physical buttons and twist knobs to select drive mode, set ride height, engage the centre differential, select low range and engage Downhill Assist/Crawl Control. The overall interface is a bit of a hotch-potch as there's far too much for the eye to take in at a glance. That said, once you're familiar with the vehicle your eyes and brain figure out which bits to filter out when not needed. The LX700h features a digital overhead mirror rather than a conventional reflective unit and, while I'm usually not a fan of the former, in the Lexus it functions quite well, providing a clear and unobstructed view of the road behind. The front seats are superbly comfortable and supportive, so my spine and torso were none the worse for wear after a full-day safari that encompassed highway schlepping, some rock/gravel traversing and gliding up and down sand dunes as the sun was setting. The second-row seats are heated, cooled, and and are adequately comfortable for the two window-seat occupants, but the unlucky sod in the centre pew will have drawn the short straw as they'd be occupying the space designated for the armrest and the largedriveshaft tunnel eats into their legroom. There are air-conditioning vents for the rear occupants, two USB-C ports, a power outlet, map pockets in the back of the front seats, and rear shades to cover the large side windows. As for the third-row seats, they're more spacious than is the case with most seven-seaters, but you wouldn't want to be cooped up back there for too long as your knees end up almost chest high. Luggage capacity is a paltry 204 litres with the third-row seats in the upright position due to the hybrid battery pack eating into the cargo bay. Even when the rear seats are folded, they sit on top of the battery pack, so you still only get 878 litres of space. To see how the Lexus LX lines up against the competition, check out our comparison tool The LX700h packs a 3.4-litre V6 twin-turbo petrol and 10-speed automatic, as per the LX600, but integrates an electric motor-generator with a clutch between the engine and transmission. Outputs of 341kW and 790Nm are a handy bump on the 305kW/650Nm eked out by the LX600, although weight also bloats out to 2780kg with the added hybrid componentry (versus 2660kg for the non-hybrid LX600). As with the LX600, the petrol-electric model is equipped with full-time four-wheel drive system and a low-range transfer case. Lexus refers to the LX700h's powertrain as a "high-performance parallel hybrid" that offers "the reliability and durability customers expect when heading deep into bush or snow". The LX700h is the brand's first parallel hybrid to feature both an alternator and a starter motor, reducing reliance on the electric motor. This enables engine ignition independent of the electric motor, with the alternator powering the 12V auxiliary battery. Out in the real world, the hybrid powertrain gels relatively seamlessly, with the interface between petrol engine and electric motor calibrated in such a way that you wouldn't necessarily detect from behind the wheel that there are two separate elements providing propulsion. Where the instant grunt of the electric motor proves especially useful is when crawling over rocks or manoeuvring between tight obstacles as it allows for precise throttle control at low speeds. The hybrid powertrain also improves performance out on open tarmac roads, and our seat-of-the pants impression suggests the big SUV could dispatch the 0-100km/h sprint in about 6.0 seconds. To see how the Lexus LX lines up against the competition, check out our comparison tool As per the LX600, the LX700h shares its body-on-frame GA-F platform (with a solid axle at the rear and double-wishbone setup up front) with the Toyota LandCruiser 300 Series The Lexus LX700h is a reasonably pleasant chariot to pedal, although its sheer opulence and raft of electronic driver aids can't mask the fact that it has a truck chassis. As such, its steering lacks the crispness and precision you'd get in a BMW X7, Mercedes GLS or Range Rover; while Porsche's Cayenne sits in a different universe dynamically. The Lex is a sizeable entity (measuring 5100mm long and 1990mm wide), so slotting it into tight parking spaces isn't the easiest exercise. That said, the reversing camera and parking sensors take the guesswork out of backing into narrow spots. Out on the open road, the Lexus lacks the firmly planted feel of the German luxo-SUVs and Range Rover, with its somewhat vague and floaty responses belying its utilitarian underpinnings. Ride quality is generally okay, although it gets jiggly over high-frequency bumps. This was particularly evident over a corrugated gravel road that we traversed during our test. Adaptive hydraulic suspension enables ride height to be raised from the standard 210mm to over 250mm when crawling over large rocks or tackling towering sand dunes, so the LX700h isn't lacking versus its blue-collar LandCruiser 300 cousin (235mm clearance) in this regard. The LX700h is also the first hybrid Lexus with a wading depth comparable to combustion-powered off-roaders at 700mm, with the hybrid battery sitting within a specially designed waterproof casing under the rear floor. The AC inverter, located under the centre console, is also waterproof. It allows for external power supply of up to 1500W or 2400W, depending on the region. Our off-road adventures were limited to traversing some rock-strewn trails, gravel tracks and sand-dune surfing under the setting sun. The Lexus was able to conquer it all without breaking a sweat. Only one or two sections required the ride height to be raised, while locking the centre diff ensured the big Lex was able to effortlessly find traction across soft sandy dunes. The LX700h could have tamed rougher terrain than we traversed, but that wouldn't in any case have been representative of the vehicle's typical usage pattern in the hands of owners. Few LX700h buyers are likely to bash their $250k Lexus across humungous boulders and get the 22-inch forged rims all dinged up. That said, buyers in some markets (such as the US) also have access to an Overtrail model that rides on 18-inch rims with 33-inch all-terrain tyres. This variant also gets locking front and rear differentials and a gloss-black grille and bodywork trim in lieu of chrome. To see how the Lexus LX lines up against the competition, check out our comparison tool Lexus hasn't confirmed if the LX700h is coming to Australia just yet, but given the LX engine variants aren't tied to specific trim levels, here's a look at the specification offered across the local LX500d and LX600 lineup for MY25. 2025 Lexus LX500d Luxury + LX600 Luxury equipment highlights: LX500d + LX600 Overtrail add (over Luxury): LX500d + LX600 Sports Luxury add (over Luxury): LX500d + LX600 F Sport add (over Luxury): LX600 Ultra Luxury adds: To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: To see how the Lexus LX lines up against the competition, check out our comparison tool While the LX700h isn't sold here as yet, the wider LX range is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX700h is an accomplished luxo-SUV that provides both hardcore off-road ability as well as carpark cred when you rock up at your exclusive private golf club. The new hybrid flagship mightn't have the on-road finesse you'd get in a Range Rover or any of the German super SUVs, but it can venture farther beyond the beaten track than anything else in its segment – arguably apart from a Mercedes G-Wagen. However, the question we're left asking is whether the LX700h's added cost and complexity vis-à-vis the cheaper LX600 are justified – though we don't know just how much it will cost in Australia, yet. The addition of an electric motor brings some advantages in tricky low-speed off-road conditions, as well as marginal fuel economy benefits, but apart from that the non-hybrid LX600 can do everything the LX700h can. However, if you simply must have the most expensive and powerful Lexus SUV on the planet, then the LX700h may hold some appeal for you. Interested in buying a Lexus LX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Lexus LX Content originally sourced from:
7NEWS
24-05-2025
- Automotive
- 7NEWS
2025 Lexus LX700h review: Quick drive
Lexus recently unveiled its updated 2025 LX range which – apart from gaining some new tech features – is also bolstered by the addition of a new hybrid variant known as the LX700h. Pairing the 3.4-litre twin-turbo V6 from the LX600 with an electric motor that sits between the engine the 10-speed automatic transmission, the LX700h's outputs are bumped up to 341kW and 790Nm, versus 305kW and 650Nm for the lesser non-hybrid. While the refreshed LX range is Australia-bound this year, the LX700h is yet to be confirmed for our market. Even so, we managed to snare a test vehicle in the United Arab Emirates (UAE), where the opulent 4WD SUV just went on sale. The LX700h has the same 700mm maximum wading depth as other variants – thanks to a waterproof casing for the battery – and is fitted with a second starter motor on top of the regular alternator so the car can start its engine independently of the electric motor if required. Chassis strengthening measures include the addition of a third cross-member to support the hybrid battery, as well as redesigned mounting cushions that attach to the upper body. These upgrades are claimed to improve rigidity and reduce vibrations on the road. Also new are strengthened rear engine mounts, along with a revised position for the under-slung spare wheel to accommodate the battery without compromising the departure angle. In addition, the 12-volt battery moves from the engine to the rear of the vehicle. Other improvements include a 12.3-inch widescreen digital instrument cluster that replaces the previous 8.0-inch screen (and is available across the revamped LX lineup), an 'air bladder' in the front seats claimed to reduce fatigue, and a new electronic gear selector in the hybrid model. Added safety features include autonomous emergency braking for intersections, and a new driver monitoring camera that watches the driver's eyes and can instruct the vehicle to pull itself over on the side of the road if the driver is detected to be unresponsive. How much does the Lexus LX700h cost? We tested the Lexus LX700h in the United Arab Emirates, where the entry-level Signature model is priced from AED590,000 (A$251,950) while the flagship LX700h F Sport starts at an eye-watering AED635,000 (A$271,170). For now, these figures are hypothetical for Australia as the hybrid model is yet to be confirmed for our market. However, if the LX700h is eventually offered here and local pricing is reflective of the LX700h's UAE prices, it would put the Lexus up against the likes of the Range Rover, BMW X7 M60 xDrive, Mercedes-AMG GLS63 and Porsche Cayenne Turbo E-Hybrid. Of these rivals, only the Range Rover could lay claim to be a genuine all-terrainer. Whether or not any Rangie owners actually venture beyond the beaten track is another matter. In Australia, the updated 2025 Lexus LX range starts from $158,700 for the LX500d Luxury, and tops out at $220,950 for the LX600 Ultra Luxury – we'd expect the LX700h to carry a premium over the equivalent LX600. Read our full price and specs story here. To see how the Lexus LX lines up against the competition, check out our comparison tool What is the Lexus LX700h like on the inside? The leather-lined Lexus LX700h is largely as per the lesser LX600 inside, and in updated form it features a fully digitised instrument panel that does away with the analogue secondary gauges of the non-hybrid variant. The LX700h also sports a Prius-style e-shifter in lieu of the conventional gearshift in the LX600 A 12.3-inch touchscreen mounted atop the dashboard controls most of the infotainment functions, while a 7.0-inch secondary touchscreen that sits below it displays mostly driving-related data such as ride height, throttle and brake position and the lateral inclination of the vehicle. This screen can also be used to control the HVAC settings. There are physical buttons and twist knobs to select drive mode, set ride height, engage the centre differential, select low range and engage Downhill Assist/Crawl Control. The overall interface is a bit of a hotch-potch as there's far too much for the eye to take in at a glance. That said, once you're familiar with the vehicle your eyes and brain figure out which bits to filter out when not needed. The LX700h features a digital overhead mirror rather than a conventional reflective unit and, while I'm usually not a fan of the former, in the Lexus it functions quite well, providing a clear and unobstructed view of the road behind. The front seats are superbly comfortable and supportive, so my spine and torso were none the worse for wear after a full-day safari that encompassed highway schlepping, some rock/gravel traversing and gliding up and down sand dunes as the sun was setting. The second-row seats are heated, cooled, and and are adequately comfortable for the two window-seat occupants, but the unlucky sod in the centre pew will have drawn the short straw as they'd be occupying the space designated for the armrest and the largedriveshaft tunnel eats into their legroom. There are air-conditioning vents for the rear occupants, two USB-C ports, a power outlet, map pockets in the back of the front seats, and rear shades to cover the large side windows. As for the third-row seats, they're more spacious than is the case with most seven-seaters, but you wouldn't want to be cooped up back there for too long as your knees end up almost chest high. Luggage capacity is a paltry 204 litres with the third-row seats in the upright position due to the hybrid battery pack eating into the cargo bay. Even when the rear seats are folded, they sit on top of the battery pack, so you still only get 878 litres of space. To see how the Lexus LX lines up against the competition, check out our comparison tool What's under the bonnet? The LX700h packs a 3.4-litre V6 twin-turbo petrol and 10-speed automatic, as per the LX600, but integrates an electric motor-generator with a clutch between the engine and transmission. Outputs of 341kW and 790Nm are a handy bump on the 305kW/650Nm eked out by the LX600, although weight also bloats out to 2780kg with the added hybrid componentry (versus 2660kg for the non-hybrid LX600). As with the LX600, the petrol-electric model is equipped with full-time four-wheel drive system and a low-range transfer case. Lexus refers to the LX700h's powertrain as a 'high-performance parallel hybrid' that offers 'the reliability and durability customers expect when heading deep into bush or snow'. The LX700h is the brand's first parallel hybrid to feature both an alternator and a starter motor, reducing reliance on the electric motor. This enables engine ignition independent of the electric motor, with the alternator powering the 12V auxiliary battery. It also allows functions like ride height adjustment and Active Traction Control 2 (A-TRAC) to continue to operate even when the electric motor isn't in use. Out in the real world, the hybrid powertrain gels relatively seamlessly, with the interface between petrol engine and electric motor calibrated in such a way that you wouldn't necessarily detect from behind the wheel that there are two separate elements providing propulsion. Where the instant grunt of the electric motor proves especially useful is when crawling over rocks or manoeuvring between tight obstacles as it allows for precise throttle control at low speeds. The hybrid powertrain also improves performance out on open tarmac roads, and our seat-of-the pants impression suggests the big SUV could dispatch the 0-100km/h sprint in about 6.0 seconds. To see how the Lexus LX lines up against the competition, check out our comparison tool How does the Lexus LX700h drive? As per the LX600, the LX700h shares its body-on-frame GA-F platform (with a solid axle at the rear and double-wishbone setup up front) with the Toyota LandCruiser 300 Series The Lexus LX700h is a reasonably pleasant chariot to pedal, although its sheer opulence and raft of electronic driver aids can't mask the fact that it has a truck chassis. As such, its steering lacks the crispness and precision you'd get in a BMW X7, Mercedes GLS or Range Rover; while Porsche's Cayenne sits in a different universe dynamically. The Lex is a sizeable entity (measuring 5100mm long and 1990mm wide), so slotting it into tight parking spaces isn't the easiest exercise. That said, the reversing camera and parking sensors take the guesswork out of backing into narrow spots. Out on the open road, the Lexus lacks the firmly planted feel of the German luxo-SUVs and Range Rover, with its somewhat vague and floaty responses belying its utilitarian underpinnings. Ride quality is generally okay, although it gets jiggly over high-frequency bumps. This was particularly evident over a corrugated gravel road that we traversed during our test. Adaptive hydraulic suspension enables ride height to be raised from the standard 210mm to over 250mm when crawling over large rocks or tackling towering sand dunes, so the LX700h isn't lacking versus its blue-collar LandCruiser 300 cousin (235mm clearance) in this regard. The LX700h is also the first hybrid Lexus with a wading depth comparable to combustion-powered off-roaders at 700mm, with the hybrid battery sitting within a specially designed waterproof casing under the rear floor. The AC inverter, located under the centre console, is also waterproof. It allows for external power supply of up to 1500W or 2400W, depending on the region. Our off-road adventures were limited to traversing some rock-strewn trails, gravel tracks and sand-dune surfing under the setting sun. The Lexus was able to conquer it all without breaking a sweat. Only one or two sections required the ride height to be raised, while locking the centre diff ensured the big Lex was able to effortlessly find traction across soft sandy dunes. The LX700h could have tamed rougher terrain than we traversed, but that wouldn't in any case have been representative of the vehicle's typical usage pattern in the hands of owners. Few LX700h buyers are likely to bash their $250k Lexus across humungous boulders and get the 22-inch forged rims all dinged up. That said, buyers in some markets (such as the US) also have access to an Overtrail model that rides on 18-inch rims with 33-inch all-terrain tyres. This variant also gets locking front and rear differentials and a gloss-black grille and bodywork trim in lieu of chrome. To see how the Lexus LX lines up against the competition, check out our comparison tool What do you get? Lexus hasn't confirmed if the LX700h is coming to Australia just yet, but given the LX engine variants aren't tied to specific trim levels, here's a look at the specification offered across the local LX500d and LX600 lineup for MY25. 2025 Lexus LX500d Luxury + LX600 Luxury equipment highlights: 20-inch alloy wheels 7-seat configuration Soft-close doors (NEW) Three-beam LED headlights, adaptive high-beam 12.3-inch touchscreen infotainment system DAB+ digital radio Satellite navigation Wireless Apple CarPlay Wireless Android Auto (NEW) 7.0-inch lower screen 12.3-inch digital instrument cluster (NEW) 6 x USB-C outlets (up from 5) Head-up display 'Hey Lexus' natural speech recognition 25-speaker Mark Levinson sound system 4-zone climate control Centre console cool box (NEW) Leather upholstery 10-way driver and 8-way front passenger seat power adjustment Heated front seats 'Shimamoku' wood trim Wireless phone charging 360-degree camera Multi-terrain monitor Trailer wiring harness and towing hitch Lexus Connected Services with stolen vehicle tracking, automatic collision notification and SOS call functionality LX500d + LX600 Overtrail add (over Luxury): 5-seat configuration Sunroof Hands-free power tailgate 18-inch matte grey alloy wheels Toyo 5 Open Country all-terrain tyres Locking front and rear differentials Black grille, bumpers, door handles, wheel arches, mirror caps and door window mouldings Leather-accented seats in Monolith Sumi Ash black inlays LX500d + LX600 Sports Luxury add (over Luxury): 22-inch forged alloy wheels 5-seat configuration Ventilated front seats Heated and ventilated second-row seats Heated steering wheel Centre console cooler box Digital rear-view mirror Fingerprint identification push-button start Premium leather-accented seats 'Takanoha' ornamentation – wood veneer Dual 11.6-inch rear-seat screens Massaging front seats (NEW) 4-way adjustable head restraints (NEW) LX500d + LX600 F Sport add (over Luxury): Darkened 22-inch alloy wheels Sunroof Hands-free power tailgate Blacked-out mesh grille Hadori aluminium ornamentation Aluminium pedals and scuff plates Perforated F Sport seats with added bolstering Flare Red interior trim option Torsen rear limited-slip differential Performance dampers Adaptive Variable Suspension 5-seat configuration Massaging front seats (NEW) Four-way adjustable head restraints (NEW) LX600 Ultra Luxury adds: Front wireless phone charger (NEW) Dual rear captain's chairs with: Unique centre-rear console with: To see how the Lexus LX lines up against the competition, check out our comparison tool Is the Lexus LX700h safe? The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: Autonomous emergency braking Front and rear parking support brake with obstacle and vehicle detection Blind-spot monitoring Adaptive cruise control Lane departure alert Lane-keep assist Traffic sign recognition Emergency steering assist Safe exit assist (NEW) Emergency driving stop system (NEW) To see how the Lexus LX lines up against the competition, check out our comparison tool How much does the Lexus LX700h cost to run? While the LX700h isn't sold here as yet, the wider LX range is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. To see how the Lexus LX lines up against the competition, check out our comparison tool CarExpert's Take on the Lexus LX700h The Lexus LX700h is an accomplished luxo-SUV that provides both hardcore off-road ability as well as carpark cred when you rock up at your exclusive private golf club. The new hybrid flagship mightn't have the on-road finesse you'd get in a Range Rover or any of the German super SUVs, but it can venture farther beyond the beaten track than anything else in its segment – arguably apart from a Mercedes G-Wagen. However, the question we're left asking is whether the LX700h's added cost and complexity vis-à-vis the cheaper LX600 are justified – though we don't know just how much it will cost in Australia, yet. The addition of an electric motor brings some advantages in tricky low-speed off-road conditions, as well as marginal fuel economy benefits, but apart from that the non-hybrid LX600 can do everything the LX700h can. However, if you simply must have the most expensive and powerful Lexus SUV on the planet, then the LX700h may hold some appeal for you. Interested in buying a Lexus LX? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Lexus LX Pros The most luxurious way to go bush Genuinely capable across harsh terrain Hybrid powertrain delivers ample grunt Cons
West Australian
24-05-2025
- Automotive
- West Australian
2025 Lexus LX700h review: Quick drive
Lexus recently unveiled its updated 2025 LX range which – apart from gaining some new tech features – is also bolstered by the addition of a new hybrid variant known as the LX700h. Pairing the 3.4-litre twin-turbo V6 from the LX600 with an electric motor that sits between the engine the 10-speed automatic transmission, the LX700h's outputs are bumped up to 341kW and 790Nm, versus 305kW and 650Nm for the lesser non-hybrid. While the refreshed LX range is Australia-bound this year, the LX700h is yet to be confirmed for our market. Even so, we managed to snare a test vehicle in the United Arab Emirates (UAE), where the opulent 4WD SUV just went on sale. The LX700h has the same 700mm maximum wading depth as other variants – thanks to a waterproof casing for the battery – and is fitted with a second starter motor on top of the regular alternator so the car can start its engine independently of the electric motor if required. Chassis strengthening measures include the addition of a third cross-member to support the hybrid battery, as well as redesigned mounting cushions that attach to the upper body. These upgrades are claimed to improve rigidity and reduce vibrations on the road. WATCH: Paul's video review of the 2023 Lexus LX600 Ultra Luxury Also new are strengthened rear engine mounts, along with a revised position for the under-slung spare wheel to accommodate the battery without compromising the departure angle. In addition, the 12-volt battery moves from the engine to the rear of the vehicle. Other improvements include a 12.3-inch widescreen digital instrument cluster that replaces the previous 8.0-inch screen (and is available across the revamped LX lineup), an 'air bladder' in the front seats claimed to reduce fatigue, and a new electronic gear selector in the hybrid model. Added safety features include autonomous emergency braking for intersections, and a new driver monitoring camera that watches the driver's eyes and can instruct the vehicle to pull itself over on the side of the road if the driver is detected to be unresponsive. We tested the Lexus LX700h in the United Arab Emirates, where the entry-level Signature model is priced from AED590,000 (A$251,950) while the flagship LX700h F Sport starts at an eye-watering AED635,000 (A$271,170). For now, these figures are hypothetical for Australia as the hybrid model is yet to be confirmed for our market. However, if the LX700h is eventually offered here and local pricing is reflective of the LX700h's UAE prices, it would put the Lexus up against the likes of the Range Rover , BMW X7 M60 xDrive , Mercedes-AMG GLS63 and Porsche Cayenne Turbo E-Hybrid . Of these rivals, only the Range Rover could lay claim to be a genuine all-terrainer. Whether or not any Rangie owners actually venture beyond the beaten track is another matter. In Australia, the updated 2025 Lexus LX range starts from $158,700 for the LX500d Luxury, and tops out at $220,950 for the LX600 Ultra Luxury – we'd expect the LX700h to carry a premium over the equivalent LX600. Read our full price and specs story here . To see how the Lexus LX lines up against the competition, check out our comparison tool The leather-lined Lexus LX700h is largely as per the lesser LX600 inside, and in updated form it features a fully digitised instrument panel that does away with the analogue secondary gauges of the non-hybrid variant. The LX700h also sports a Prius-style e-shifter in lieu of the conventional gearshift in the LX600 A 12.3-inch touchscreen mounted atop the dashboard controls most of the infotainment functions, while a 7.0-inch secondary touchscreen that sits below it displays mostly driving-related data such as ride height, throttle and brake position and the lateral inclination of the vehicle. This screen can also be used to control the HVAC settings. There are physical buttons and twist knobs to select drive mode, set ride height, engage the centre differential, select low range and engage Downhill Assist/Crawl Control. The overall interface is a bit of a hotch-potch as there's far too much for the eye to take in at a glance. That said, once you're familiar with the vehicle your eyes and brain figure out which bits to filter out when not needed. The LX700h features a digital overhead mirror rather than a conventional reflective unit and, while I'm usually not a fan of the former, in the Lexus it functions quite well, providing a clear and unobstructed view of the road behind. The front seats are superbly comfortable and supportive, so my spine and torso were none the worse for wear after a full-day safari that encompassed highway schlepping, some rock/gravel traversing and gliding up and down sand dunes as the sun was setting. The second-row seats are heated, cooled, and and are adequately comfortable for the two window-seat occupants, but the unlucky sod in the centre pew will have drawn the short straw as they'd be occupying the space designated for the armrest and the largedriveshaft tunnel eats into their legroom. There are air-conditioning vents for the rear occupants, two USB-C ports, a power outlet, map pockets in the back of the front seats, and rear shades to cover the large side windows. As for the third-row seats, they're more spacious than is the case with most seven-seaters, but you wouldn't want to be cooped up back there for too long as your knees end up almost chest high. Luggage capacity is a paltry 204 litres with the third-row seats in the upright position due to the hybrid battery pack eating into the cargo bay. Even when the rear seats are folded, they sit on top of the battery pack, so you still only get 878 litres of space. To see how the Lexus LX lines up against the competition, check out our comparison tool The LX700h packs a 3.4-litre V6 twin-turbo petrol and 10-speed automatic, as per the LX600, but integrates an electric motor-generator with a clutch between the engine and transmission. Outputs of 341kW and 790Nm are a handy bump on the 305kW/650Nm eked out by the LX600, although weight also bloats out to 2780kg with the added hybrid componentry (versus 2660kg for the non-hybrid LX600). As with the LX600, the petrol-electric model is equipped with full-time four-wheel drive system and a low-range transfer case. Lexus refers to the LX700h's powertrain as a 'high-performance parallel hybrid' that offers 'the reliability and durability customers expect when heading deep into bush or snow'. The LX700h is the brand's first parallel hybrid to feature both an alternator and a starter motor, reducing reliance on the electric motor. This enables engine ignition independent of the electric motor, with the alternator powering the 12V auxiliary battery. It also allows functions like ride height adjustment and Active Traction Control 2 (A-TRAC) to continue to operate even when the electric motor isn't in use. Out in the real world, the hybrid powertrain gels relatively seamlessly, with the interface between petrol engine and electric motor calibrated in such a way that you wouldn't necessarily detect from behind the wheel that there are two separate elements providing propulsion. Where the instant grunt of the electric motor proves especially useful is when crawling over rocks or manoeuvring between tight obstacles as it allows for precise throttle control at low speeds. The hybrid powertrain also improves performance out on open tarmac roads, and our seat-of-the pants impression suggests the big SUV could dispatch the 0-100km/h sprint in about 6.0 seconds. To see how the Lexus LX lines up against the competition, check out our comparison tool As per the LX600, the LX700h shares its body-on-frame GA-F platform (with a solid axle at the rear and double-wishbone setup up front) with the Toyota LandCruiser 300 Series The Lexus LX700h is a reasonably pleasant chariot to pedal, although its sheer opulence and raft of electronic driver aids can't mask the fact that it has a truck chassis. As such, its steering lacks the crispness and precision you'd get in a BMW X7, Mercedes GLS or Range Rover; while Porsche's Cayenne sits in a different universe dynamically. The Lex is a sizeable entity (measuring 5100mm long and 1990mm wide), so slotting it into tight parking spaces isn't the easiest exercise. That said, the reversing camera and parking sensors take the guesswork out of backing into narrow spots. Out on the open road, the Lexus lacks the firmly planted feel of the German luxo-SUVs and Range Rover, with its somewhat vague and floaty responses belying its utilitarian underpinnings. Ride quality is generally okay, although it gets jiggly over high-frequency bumps. This was particularly evident over a corrugated gravel road that we traversed during our test. Adaptive hydraulic suspension enables ride height to be raised from the standard 210mm to over 250mm when crawling over large rocks or tackling towering sand dunes, so the LX700h isn't lacking versus its blue-collar LandCruiser 300 cousin (235mm clearance) in this regard. The LX700h is also the first hybrid Lexus with a wading depth comparable to combustion-powered off-roaders at 700mm, with the hybrid battery sitting within a specially designed waterproof casing under the rear floor. The AC inverter, located under the centre console, is also waterproof. It allows for external power supply of up to 1500W or 2400W, depending on the region. Our off-road adventures were limited to traversing some rock-strewn trails, gravel tracks and sand-dune surfing under the setting sun. The Lexus was able to conquer it all without breaking a sweat. Only one or two sections required the ride height to be raised, while locking the centre diff ensured the big Lex was able to effortlessly find traction across soft sandy dunes. The LX700h could have tamed rougher terrain than we traversed, but that wouldn't in any case have been representative of the vehicle's typical usage pattern in the hands of owners. Few LX700h buyers are likely to bash their $250k Lexus across humungous boulders and get the 22-inch forged rims all dinged up. That said, buyers in some markets (such as the US) also have access to an Overtrail model that rides on 18-inch rims with 33-inch all-terrain tyres. This variant also gets locking front and rear differentials and a gloss-black grille and bodywork trim in lieu of chrome. To see how the Lexus LX lines up against the competition, check out our comparison tool Lexus hasn't confirmed if the LX700h is coming to Australia just yet, but given the LX engine variants aren't tied to specific trim levels, here's a look at the specification offered across the local LX500d and LX600 lineup for MY25. 2025 Lexus LX500d Luxury + LX600 Luxury equipment highlights: LX500d + LX600 Overtrail add (over Luxury): LX500d + LX600 Sports Luxury add (over Luxury): LX500d + LX600 F Sport add (over Luxury): LX600 Ultra Luxury adds: To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. It comes as standard with a suite of safety features, including: To see how the Lexus LX lines up against the competition, check out our comparison tool While the LX700h isn't sold here as yet, the wider LX range is backed by a five-year, unlimited-kilometre warranty. Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595. To see how the Lexus LX lines up against the competition, check out our comparison tool The Lexus LX700h is an accomplished luxo-SUV that provides both hardcore off-road ability as well as carpark cred when you rock up at your exclusive private golf club. The new hybrid flagship mightn't have the on-road finesse you'd get in a Range Rover or any of the German super SUVs, but it can venture farther beyond the beaten track than anything else in its segment – arguably apart from a Mercedes G-Wagen . However, the question we're left asking is whether the LX700h's added cost and complexity vis-à-vis the cheaper LX600 are justified – though we don't know just how much it will cost in Australia, yet. The addition of an electric motor brings some advantages in tricky low-speed off-road conditions, as well as marginal fuel economy benefits, but apart from that the non-hybrid LX600 can do everything the LX700h can. However, if you simply must have the most expensive and powerful Lexus SUV on the planet, then the LX700h may hold some appeal for you. Interested in buying a Lexus LX? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Lexus LX
