Denza B8 vs Lexus LX

The B8 is dramatically cheaper. It runs from $99,518 driveaway for the seven-seat 7S to $106,980 for the six-seat 6S, where the Lexus LX starts at $177,319 and climbs past $217,000 for the hybrid F Sport. That means the most expensive B8 still lands roughly $70,000 under the cheapest LX. For that saving the Denza gives up a proven badge, an established dealer network and a known resale record, which the Lexus has in full. So the B8 wins the price argument outright, and the LX asks you to pay a large premium for pedigree rather than for more car on paper.

The B8 wins on outright power. Its plug-in-hybrid drivetrain makes 425kW and 760Nm and claims 4.8 seconds to 100km/h, genuinely quick for a three-tonne wagon. The LX tops out at 341kW in the 700h hybrid, with a 227kW diesel and a 305kW petrol below it, though that hybrid flagship edges the Denza on torque with 790Nm. So the B8 leads on power and pace across the board, while the dearest LX answers with a fraction more pulling torque and a drivetrain proven over years. For straight-line urge the Denza is clearly ahead; for towing-friendly torque the pair is closer than the power figures suggest.

The B8 can be far cheaper to run, provided you plug it in. Its plug-in-hybrid drivetrain offers real electric-only range for daily trips and a rated 3.9L/100km combined, where the LX has no plug-in option and uses 8.9L/100km as a diesel or up to 11.9 as the petrol. Charge the Denza at home and many commutes cost little in fuel. If you never charge, the advantage shrinks, but it still undercuts the Lexus. The LX answers with the simplicity and long range of a proven diesel and its 110-litre tank, no charging required. For low running costs the B8 leads; for fuss-free touring the diesel LX holds its own.

Both are seriously capable, but they get there differently. The B8 brings steeper approach and departure angles, 310mm of clearance, 890mm of wading and locking differentials, plus instant electric torque for low-speed control. Its low-range, though, is an unconventional two-speed gearset on the rear axle with the front motor speed-matched by computer, not a traditional transfer case, and some reviewers question whether that counts as true low-range. The LX runs proven LandCruiser 300 hardware: full-time four-wheel drive with a genuine low-range transfer case and a long outback record. So the B8 wins the numbers and the tech, the LX the proven mechanicals. Which suits depends on whether you trust electronics or a known driveline more.

On tested crash safety the B8 leads. It carries a five-star ANCAP rating from 2025 and a large airbag count, including a centre airbag, with the full suite of active aids as standard. The current Lexus LX has no ANCAP rating at all, which means untested rather than unsafe: it was never submitted, and it still runs autonomous emergency braking, lane keeping and the expected driver aids. So the B8 is the one with an independent five-star result to point to, while the LX asks you to take its safety on the badge and its shared LandCruiser engineering. If a current crash rating matters to you, only the Denza can show one.

On the headline number they are level, both rated to tow 3500kg braked and 750kg unbraked, and the B8 ships with a factory towbar. The tie-breakers sit either side. The LX diesel brings proven long-range torque and a 110-litre tank, so it can haul a big van over distance without needing to charge, a known quantity for touring. The B8 counters with strong electric torque and a plug-in efficiency edge that fades under a heavy load, when the petrol engine does most of the work. So for a big caravan over long distances the LX diesel is the more familiar tool, while the B8 matches the rating and adds the towbar.

Both are three-row-capable, so this is closer than it looks. The B8 seats seven in the 7S or six with captain's chairs in the 6S, and its cabin brings Nappa trim, big screens and plug-in running that cut the daily fuel bill. The LX offers five or seven seats depending on grade and answers with a quieter, more resolved cabin and a proven ownership story. Boot figures do not compare cleanly, since the Denza's smaller number is measured behind a third row that the five-seat Lexus figure is not. For lower running costs and more seats for the money the B8 leads; for cabin polish and pedigree the LX does.

This is the heart of the decision. The B8 is a new nameplate from a brand still building its Australian reputation, so it has no long-term reliability record, a thin dealer network and an unwritten resale story, where the LX has decades of proven service, deep dealer reach and strong resale that is worth real money over time. The Denza counters with a six-year warranty, a five-star rating and far more size, power and equipment for the outlay. If proven ownership and resale matter most, the Lexus is the safer bet. If the value, space and technology win you over, the B8 makes a strong case for roughly half the money.