LX

For most buyers the entry Luxury LX 500d makes the most sense. It seats seven, carries the full 3,500kg braked towing rating and the same core luxury kit as the dearer grades, and its diesel V6 is the pick for torque and touring range, all for the lowest price. Step up to the Overtrail if you regularly head off the bitumen and can live with five seats, since its 18-inch all-terrain tyres make it the most capable grade. The LX 700h hybrid is the refined, efficient flagship if hush matters more than towing. The buying guide above breaks down what each grade adds.

The LX 500d diesel makes 227kW and 700Nm and is the most economical and longest-legged, which makes it the default for touring and towing. The LX 600 petrol V6 makes more power at 305kW but less torque, is smoother and quieter around town, and is noticeably thirstier at an official 11.9L/100km against the diesel's 8.9. The 2026 LX 700h hybrid tops the range at 341kW and 790Nm and is the most refined and efficient of the petrol-based options, though it is pitched at buyers who value hush over outright towing range. For most Australian buyers the diesel is still the sensible default.

Yes. The LX shares the LandCruiser 300's full-time four-wheel drive and off-road hardware, with around 210mm of ground clearance and roughly 22 to 23 degrees of approach. The Overtrail is the grade built for the rough, and the only one to swap the range's 22-inch wheels for 18-inch rims on 265/70 R18 all-terrain tyres, the change that matters most off the blacktop, at the cost of its third row. If off-road use is the point of the car, the Overtrail is the one to shortlist.

Every LX tows 3,500kg braked and 750kg unbraked, the class maximum. No grade drops below that, including the 700h hybrid and the F Sport on its 22-inch wheels. Gross vehicle mass runs from 3,280 to 3,380kg depending on grade. Lexus Australia does not publish a payload or gross combination mass figure for the LX, so if you tow near the limit, check the compliance plate on the specific car to confirm how much you can legally carry at the same time. For heavy touring, the diesel's torque and range make it the natural choice.

No. The current Lexus LX is unrated by ANCAP, and it does not inherit the LandCruiser 300's five-star rating, because ANCAP ratings are model-specific and do not transfer between models. That makes it untested, not unsafe: the active-safety kit is extensive and standard across the range, with autonomous emergency braking, adaptive cruise control, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, pedestrian detection, a driver attention monitor and 10 airbags. If a current ANCAP star rating is a hard requirement for your household or a fleet policy, note that the LX does not have one today.

Servicing is the LX's main ownership catch. It runs on a six-month or 10,000km interval, whichever comes first, at a capped price of around $695 a visit as of mid-2026, which adds up to roughly $6,950 over five years and 100,000km. That is a short interval and a dear per-visit cost for the class, and it chips at the value story the LX otherwise builds against the cheaper LandCruiser 300. On the other side of the ledger, the warranty is strong at five years and unlimited kilometres, and the diesel's economy keeps fuel costs in check. If running costs lead your brief, the diesel is the one to have.