2025 Lexus GX review

There has been a rather big hullabaloo about the new Toyota Prado 250 Series finally landing in Australia, but it’s worth bearing in mind the closely related Lexus GX arrived here first.

WATCH: Paul’s video review of the 2025 Lexus GX550 Overtrail

While the 250 Series is the first all-new Prado in 15 years, this is the first time the Lexus GX – an equally big, but more luxurious large off-road SUV – has been made available in Australia. It has previously only been produced in left-hand drive guise.

The third-generation GX is based on the same TNGA-F ladder-frame platform that underpins not only the 250 Series, but the Toyota LandCruiser 300 Series wagon and the new Toyota Tundra pickup, plus the US-market Sequoia and Tacoma, as well as the Lexus LX.

For now, there are three variants on offer – Luxury, Overtrail and Sports Luxury – and all of them are powered by a 3.4-litre twin-turbo V6 petrol engine.

On test here is the entry-level variant in the range, the Lexus GX550 Luxury. Is V6 petrol power and more luxury worth the price premium over the four-cylinder diesel-only Prado? Read along to find out.

How much does the Lexus GX cost?

At $116,000 before on-road costs, the Lexus GX550 Luxury is priced about $16,000 higher than the top-of-the-range Prado Kakadu, and a big $43,500 more than the cheapest Prado variant, which somewhat confusingly continues to wear the GX badge.

To see how the Lexus GX shapes up against the competition, check out our comparison tool

What is the Lexus GX like on the inside?

Like the Prado, the GX550 Luxury has a boxy stance that’s imposing and stands out from the crowd but, if anything, its more premium and contemporary exterior design exudes more road presence than the Toyota’s retro styling.

Thanks to the large side steps – which are conveniently illuminated at night time – and chunky grab handles, it’s pretty easy to get into, especially for such a large wagon.

Once you’re inside, there are delicious-looking and feeling NuLuxe upholstered seats that are beautifully supportive. This is the kind of seat you could easily sink into for a long road trip.

Both the front seats offer eight ways of electric adjustment, including plenty of thigh support, which will be especially appreciated by taller folk. There’s also two-way lumbar support, which is good for those with crook backs, like myself.

Another great standard inclusion is heating and ventilation for the front seats. The automatic mode is also a clever touch, and very Lexus.

Ahead of the driver is a soft leather-wrapped steering wheel that’s perfectly sized and feels nice in the hands. The electrical steering column adjustment feels pretty bougie, but ultimately the Ford Everest’s manual system offers more tilt and reach adjustment.

All the buttons on the steering wheel are easy to understand and have a satisfying click. At the end of the day, this is just a Lexus steering wheel and it’s very similar to what other models get. Thankfully it doesn’t have those absolutely stupid trackpads.

Behind the steering wheel the stalks for the indicator and wipers are super satisfying to use. They operate with a solid thunk that feels premium.

As standard, there’s a 12.3-inch digital instrument cluster that’s very common among a number of current Lexus and Toyota models. It looks great and is high-resolution, plus you can configure it with different information to your heart’s content.

While it is nice having a crisp digital instrument cluster, it’s also great to have such a large head-up display as standard, and it’s capable of projecting an array of information onto the windscreen. You can choose from three different views, ranging from minimal to full.

Moving across, while you could easily mistake the GX for a Toyota based on the digital instrument cluster and head-up display alone, the central 14.0-inch touchscreen infotainment system is considerably larger than the one in the Prado.

The big, landscape-shaped screen is high-resolution and it’s easy to swipe around the menus and click on icons, basically like an iPad. Thankfully, the menu system isn’t overly convoluted, meaning you can’t really get lost.

While there is both wired and wireless forms of Apple CarPlay, Android Auto is only available with a cable to your phone. With my iPhone 15 Pro Max connected wirelessly, I did experience a few dropouts in known interference points, though it would typically reconnect with no issues.

An annoying part of the larger touchscreen is that the climate control functions are built into it, and they’re constantly shown on the bottom. But I do appreciate the two physical dials attached to the screen, which are used to adjust the temperature for the dual-zone climate control system.

Looking around the cabin, it’s rather blocky and also very wide. Like the Prados on which the Lexus GX has been historically based, there’s so much space between the front two seats, which makes sense given its focus on the North American market.

Despite this wealth of space, storage up front in the GX is not standout, and rather adequate. There are two cupholders, a wide and deep centre console box and smallish glovebox, plus a wireless charger that’s flat and doesn’t have any rubber grip to secure your phone.

A strange element of the GX’s cabin up front is that there’s a pronounced section at the base of the centre stack that looks like it should serve a purpose, but instead it’s just an elaborate retracting cover for the 12V socket.

The spacious cabin feels even larger, brighter and airier thanks to the sunroof that can tilt and slide to allow for more airflow.

It’s a hike to hop into the second row, especially for smaller kids, but thankfully the side steps and grab handles make the process easier. Once you’re back, the GX’s Prado roots are very evident.

There’s a generous amount of space in the second row, even for adults, and pushing it to three abreast isn’t too squishy. The only thing to consider is there’s a pronounced transmission hump, which means back-seat passengers will need to share foot space.

But to help with comfort, the second-row seats recline, just like in the Prado. Of course, this impacts knee space in the third row, and the second-row seats don’t slide forwards or backwards, which is a shame as it would further aid middle-row comfort or increase the legroom or cargo space behind them.

Another Prado feature that’s present in the GX550 Luxury is the separate third zone of climate control for rear passengers. The best part of this is the roof-mounted air vents, which are a Godsend when you hop back into the car on a hot day.

Other second-row amenities include USB-C ports, and a fold-down armrest with cupholders.

While both the Luxury and Sports Luxury (but not the off-road-focussed mid-range Overtrail) versions of the three-variant Lexus GX range come with seven seats, the new five-grade Prado lineup offers a third row of seats as standard – except for the base GX and the overlanding-oriented Altitude variant.

But unlike any version of the Prado, the GX550 Luxury tested here has electrically folding third-row seats. This is a pretty luxurious feature, but it takes forever for the seat to go up or down, which is annoying if you’re antsy to hop in.

Once you’re in the third row there’s an okay amount of space, though at a leggy 182cm tall I was very much knees-up, which isn’t great for long drives. The third row is much better suited to kids or smaller adults.

Third-row amenities thankfully include roof-mounted air vents, as well as USB-C ports and cupholders. It’s a little bit more sparse than the second-row and the finishes are a bit harder and plasticky.

Around the back there’s a power tailgate that opens and closes quickly. There’s also a separate opening glass window panel that’s handy to grab things out of the boot if you’re in a tight space and don’t want to open the tailgate entirely.

With the tailgate open, the cargo area is considerably better packaged than in the Prado. This is because the GX doesn’t have a 48V lithium-ion battery pack under the boot floor, as in all versions of the mild-hybrid diesel Prado.

It’s not perfect, however, because when all three rows of seating are in place, there’s barely any boot space available. Thankfully, it’s considerably better when you fold the third row down, but this of course dispenses with the practicality of seven seats.

Finally, there’s a cargo cover that can be used when the third row is stowed, but when it’s in use there’s no space to stow the cover. This means your passengers will either need to hold it or stand on it, or you’ll need to leave it at home.

To see how the Lexus GX shapes up against the competition, check out our comparison tool

What’s under the bonnet?

For now, the Lexus GX is powered exclusively by a 3.4-litre twin-turbo petrol V6, which is a detuned version of the engine in the larger LandCruiser 300 Series-based LX600.

There is a 2.4-litre turbo-petrol/electric hybrid powertrain offered in other markets, but it hasn’t been confirmed for the Australian market just yet.

To see how the Lexus GX shapes up against the competition, check out our comparison tool

How does the Lexus GX drive?

On startup, there’s a guttural engine rev surge from the twin-turbo petrol V6. It’s something to behold and it sounds feels tough, unlike many equivalent four-cylinder turbo-diesel powered models.

When you take off you’re acutely aware there’s plenty of power on tap, and in typical everyday driving you barely scratch the surface of this engine’s performance. It’s super easy to modulate acceleration with the throttle, as it has a long travel, a lot like the Land Rover Defender.

Around town and with lighter throttle application, the 10-speed automatic transmission will flick through the gears quickly to keep the revs low, which in turn minimises fuel consumption. More on this later.

Thankfully there’s oodles of torque on tap so it doesn’t have to constantly flick down gears to accelerate, though if you flex your right foot it’ll drop a number of gears to increase engine speed. When you do this the engine makes a beautiful sound that oozes into the cabin in just the right amount.

It’s surprising just how quickly this vehicle moves for such a big wagon. It leans back and pulls hard, which is addictive and smile-inducing. You’ll likely win every traffic light grand prix, though you’ll pay for this heavily at the fuel bowser.

The GX550 also requires a minimum of 95-octane premium unleaded petrol, which hurts the hip-pocket even more.

Not helping matters is the lack of an engine idle stop/start function, which makes urban fuel consumption super high. On average, I recorded a lofty 15-20L/100km over a week of travelling to and from the office in the usual traffic with just myself and my backpack onboard.

Behind the wheel, however, you quickly forget about this as the GX is just so damn comfortable and satisfying to drive. The suspension setup is one of the most supple I’ve ever experienced, though it also leans a fair bit in the corners, even at lower speeds, and it still presents the characteristic body-on-frame shimmies on rough surfaces.

It’s a good compromise given this big luxury off-roader’s target audience, and another highlight of the GX is an electric power steering system that makes manoeuvring this big four-wheel drive easy and manageable. It’s nicely weighted, if a little on the light side at low speeds.

At higher speeds the suspension soaks up virtually everything you can throw at it without breaking a sweat. Despite this, the car has its dynamic limits and presents plenty of body roll in corners when pushed.

Unlike higher-end GX variants, the entry-level Luxury comes with passive dampers instead of adaptive units, which in some respects is better because the latter can sometimes amplify the softness of the suspension.

Even though this 4×4 can be steered easily, it doesn’t disguise just how big it is. At a smidge over five metres long and almost two metres wide, it fills a parking space with ease.

To make parking easier, however, there are front and rear parking sensors, plus a surround-view camera with fantastic quality.

Out on the open road this car really stretches its legs and settles into a comfortable groove. The transmission slots into top gear, where the engine revs just above idle, and it’ll sit there unless pushed.

The fuel economy drops considerably at highway speeds too, but the relatively small 80L fuel tank limits its overlanding and touring potential. The fuel range readout on the digital instrument cluster showed around 400km with a full fuel tank, which is much less than the diesel Prado and also less than many EVs can travel on a full charge.

That’s really disappointing because the GX feels like a properly premium overlander with a strong, commanding driving position and all the technology you’d need. If you’re after long-distance travel ability, you’d better look elsewhere unless you want to cart dirty and smelly fuel jerries around with you.

This time we didn’t have the opportunity to test the GX off-road, but as standard it comes with selectable low-range gearing via a transfer case, as well as a locking centre differential. You need to opt for the Overtrail variant if you want more off-road bells and whistles like a rear locking differential, among countless others.

On the safety front, the adaptive cruise control is pretty good at managing the distance between yourself and the car ahead. It’s not the most sophisticated system I’ve experienced, but far from the worst.

The lane centring system, or Lane Trace assist in Lexus-speak, which works in conjunction with the adaptive cruise control, is a good aid to minimise driver fatigue on longer drives, but on poorly marked roads it gets lost and pulls at the steering wheel.

Lastly, the GX550 Luxury comes with bright LED headlights, which is great when driving on dark roads in rural areas, but there’s no adaptive high-beam function – only auto high-beam.

If you want adaptive high-beam headlights you need to get the pricier Overtrail or Sports Luxury variants, which is a little disappointing given this car costs well over $120k drive-away, and when the Prado VX has them as standard despite being around $30k cheaper.

To see how the Lexus GX shapes up against the competition, check out our comparison tool

What do you get?

On test here is the entry-level variant to the Lexus GX range, the Luxury.

Lexus GX550 Luxury equipment highlights:

• 20-inch alloy wheels
• Auto LED headlights
• LED tail-lights
• Rain-sensing wipers
• Heated side mirrors with puddle lamps
• Roof rails
• Privacy glass
• Illuminated side steps
• Front and rear scuff plates
• Powered tailgate
• Rear opening glass hatch
• 12.3-inch digital instrument cluster
• 14-inch touchscreen infotainment system
• Wireless Apple CarPlay
• Wired Android Auto
• “Hey Lexus” natural voice recognition
• Satellite navigation
• DAB+ digital radio
• 10-speaker Pioneer sound system
• Colour head-up display
• Wireless charger
• 2 x 12V sockets
• 220V outlet
• Three-zone climate control
• Power tilt and telescopic steering wheel column
• Paddle shifters
• Interior ambient lighting
• Leather-accented gear shift knob and steering wheel
• NuLuxe seat upholstery
• 8-way front seat electric adjustment with 2-way lumbar
• Driver seat memory
• Heated and ventilated front seats
• Heated outboard second-row seats
• Power-folding third-row seats

To see how the Lexus GX shapes up against the competition, check out our comparison tool

Is the Lexus GX safe?

The Lexus GX hasn’t been tested by ANCAP just yet. The related Toyota Prado, however, received a five-star ANCAP rating in 2024.

Standard safety equipment includes:

• 9 airbags
• Front, rear autonomous emergency braking (AEB)
• Adaptive cruise control
• Lane departure warning
• Lane Trace Assist (lane centring)
• Blind-spot monitoring
• Safe Exit Assist
• Rear cross-traffic alert
• Driver monitoring system
• Speed sign recognition system
• Front, rear parking sensors
• 360-degree camera
• Trailer sway control
• Trailer pre-wiring harness
• Tyre pressure warning

To see how the Lexus GX shapes up against the competition, check out our comparison tool

How much does the Lexus GX cost to run?

The Lexus GX is covered by a five-year, unlimited-kilometre factory warranty. Logbook servicing is required every six months or 10,000km, whichever comes first, which is up to double the frequency of other mainstream rivals.

GX buyers also get three years of complimentary access to the Lexus Encore program, which gets you roadside assistance, a service loan car, Ampol fuel offers, as well as access to exclusive events and offers.

To see how the Lexus GX shapes up against the competition, check out our comparison tool

CarExpert’s Take on the Lexus GX

The Lexus GX, like many luxury SUVs, isn’t the type of car that makes rational sense to buy.

Instead, it’s like that block of chocolate that’s sitting on the supermarket shelf. You know you shouldn’t, but somehow it ends up in your shopping basket no matter how hard you resist.

The twin-turbo petrol V6 drinks like a fish around town, but it has so much character. It feels rather indulgent to push the throttle, and in return there’s a beautifully sonorous and addictive sound that emanates into the cabin.

This car is up there as one of the best highway tourers I’ve ever experienced. It’s so serene at high speeds, has oodles of power left in the tank for overtakes, and its suspension feels like it soaks up every single road imperfection.

This is why it’s so disappointing the GX550 doesn’t offer a fuel tank large enough to live up to its overlanding potential. Many people who buy these types of vehicles want to travel at least 1000km between refuels, and this just isn’t possible in the GX without looking to the aftermarket.

If this doesn’t worry you, however, the first GX available in Australia still offers plenty of appeal. Its cabin is generously appointed with all the latest tech, plenty of soft-touch surfaces and beautifully comfortable seats, and up front it’s different enough from the related Toyota Prado.

But then there’s the price. The Lexus GX is far from an affordable vehicle, and the four-cylinder turbo-diesel Prado is considerably cheaper. The fact you can get a top-spec Prado Kakadu for about $16,000 less than the base GX550 Luxury will sway many away but, on the other hand, if you want a full-size Lexus SUV the LX costs at least $40k more.

And the GX can still be viewed as a relatively affordable large luxury off-roader alongside the likes of a comparable Land Rover Defender, especially once you tick a few option packages.

Interested in buying a Lexus GX? Get in touch with one of CarExpert’s trusted dealers here

MORE: Everything Lexus GX

Pros

• Effortless twin-turbo V6 power
• Supremely comfortable ride
• Quiet interior ambience

Cons

• Loves to drink petrol around town
• Small fuel tank limits touring range
• Big price hike over the Prado 250 Series