2024 Lexus TX350 FWD Review: Frilled yet focused

They’re closing in. Can you see it? Can you feel it?

We are refining the automobile, improvements coming in hundredths, not tenths. Eventually, we will have the perfect car. Every behavioral science department is humming. Teams armed with algorithms and reams of data are forecasting what buyers want and need. The technology exists—we can have an eleventy-twelve-speaker sound system, heated seats, and four cup holders. Heck, we could have 14 heated cup holders if that’s what the focus groups agreed on.

The Lexus TX is the logical product of this march toward customer optimization. It is technically a new entrant into the three-row, midsize luxury SUV segment. The TX replaces the enlarged Lexus RX, previously dubbed RX-L, and rides on the same platform as the Toyota Grand Highlander. Luxury buyers in America don’t want a minivan, so the ones with minivan needs buy something like this instead. Earlier this month, a 2024 Lexus TX 350 showed up to my Detroit doorstep wearing a coat of Wind Chill Pearl paint. I opened the driver’s door.

First impressions: This ute is nice. The Lexus ideals of comfort, quality materials, and subtle style converge here. It’s not an enthusiast’s zenith, like a 1968 L88 Corvette or a 1000-horsepower Mopar. But if you need to shuffle seven human beings to highway cruising velocity while every one of their phones charges, it’s then that you’re appreciative of the TX’s seven USB-C ports. A 14-inch touchscreen dominates the dashboard. There’s “NuLuxe” synthetic leather trim all over, save the leather-trimmed steering wheel, plus snazzy ambient lighting to jazz up the place at night.

More than anything, though, the unibody TX has space, for people and things. The aim here is full-size, body-on-frame SUV-like capacity (think Lexus GX) with better packaging, more car-like handling, and much better fuel economy—27 mpg highway in this front-drive TX vs. 21 mpg in the upcoming GX.

Most impressive was that this loaner TX was the base model, the TX 350, estimated to cost $55,050. (The average transaction price for a new car in 2023 is about $48,000.) I felt like a 19th-century peasant who time-traveled to Target’s clearance aisle. These lux sport utilities, even in standard trim, are mind-blowing in their tech and comfort. My daily driver, a last-gen Chevy Colorado, is a ’65 Mustang compared to the new TX.

The TX can be had in nine different variants, ranging from this base front-wheel-drive TX 350 to the all-wheel-drive hybrid TX550h+ Luxury. The latter is the only one of the bunch with a 3.5-liter six-cylinder, whereas the other flavors utilize a 2.4-liter turbocharged inline-four, with or without hybrid assistance. Inside, the trims are also varied in their level of equipment. The chief differences among the spread are the materials, sound system, and seat count. Luxury trims ditch the middle row bench for a pair of captain chairs, turning the seven-passenger Lexus into a sixer.

Regardless of where or how you sit, all chairs are super comfy. The front buckets are heated, and true to Lexus form, can hold buns for extended miles without causing cramping or tingling. Lexus, though, seems to be the most proud of its work in the back row. And unless you play in the NBA, the manual-folding third row ain’t too bad.

“It’s only human to want the best seat in the house. And it’s only Lexus to make every seat the best seat,” said Dejuan Ross, group vice president and general manager, Lexus Division. “TX prioritizes comfort in every row.” It helps that it is riding on a sport utility platform with a 116-inch wheelbase that’s only four inches shorter than the span you’d find on a Chevy Tahoe.

Specs: 2024 Lexus TX350 FWD

Price: $55,050/$55,050 (Base/as tested)
Powertrain: 2.4-liter turbocharged four-cylinder, eight-speed automatic transmission
Horsepower: 275 hp @ 6000 rpm
Torque: 370 lb-ft @ 1700–3600 rpm
Layout: front-wheel-drive, four-door, seven-passenger sedan
EPA-rated fuel economy: 21 city, 27 highway, 23 combined
0–60 mph: 7.1 seconds
Competitors: Acura MDX, Volvo XC90, BMW X5, Genesis GV80

Perhaps the most divisive part of this Lexus is its face. This seems to be the ongoing trend and the key differentiator amongst luxury cruisers that can do it all. The GV80’s giant argyle smile or the X5’s big ol’ kidney bean—if you want to be a competitor in this space, you better thrill with the grille. Even after a week-long loan of the TX, the verdict is still out. On one hand, the horizontal slats look menacing, like a Cylon Centurion helmet. On the other, it has the same face as my wall-unit air conditioner.

Like an appliance, the drivetrain performs the intended task with acute reliability. I drove the TX to Indianapolis for a weekend and whether we were open-road motoring or gridlock juking, the mid-size SUV was unfazed. The eight-speed automatic delivers smooth, consistent power from the 275-horse turbocharged four-cylinder. (I would prefer a shifter that moved and clicked rather than rocked into gear, however.) This Goldilocks power output should work well for anyone. Even the towing capacity is decent at 5000 pounds. To put that in perspective, that’s a thousand more than the turbo-four-powered Ford Maverick.

Given the size, the TX overachieves with its turning radius and is perfectly capable of navigating the tightest spots, despite its three-row status. There aren’t any glaring blind spots and the vehicle’s four corners feel within your grasp. It’s big, but not ungainly. The brakes do their job, but they felt a bit soft, and required a long push and a heavy foot for stop signs. Stopping and starting are smooth nonetheless with MacPherson struts up front and a five-arm multi-link out back. The rig feels composed in abrupt turns and highway cloverleaf exits.

It’s an extremely pleasant ride, and even with base trim, the TX still knows how to cosset its occupants. The touchscreen works well, and dual physical knobs allow for quick adjustments while maintaining a view of the road. The seven-inch digital instrument display clearly provides all pertinent driving information. The buttons on the wheel aren’t as overwhelming as some of the new luxury wheels, though I did struggle to toggle between regular cruise and adaptive cruise and was fed a this-feature-is-not-available-now message regarding the cruise on multiple occasions. (In fairness, this is technically a prototype vehicle and thus not part of the regular production run.)

Lexus’ NuLuxe synthetic leather is applied liberally throughout the spacious cabin. I also enjoyed the adjustable cup holders in the center that could be unclipped if you wanted to place something larger or oblong between the front row. My only big gripe for the interior may be a sign of my dinosaur status, but there were only USB-C ports, no older types.

The standard 12-speaker sound system is plenty loud but lacks that refined clarity that true audiophiles seek. I’d be curious what the 21-speaker PurePlay Surround Sound (available in Premium and Luxury variants for $1160) can do for the ear.

Of course, when you start tacking on the available options like 22-inch wheels for $2140 or the $895 convenience package that includes a Traffic Jam Assist, the three-row SUV that I tested for $55,050 quickly surpasses the $60K or even $70K threshold. At that mark, this vehicle is out past its depth into waters filled with sharks like the Mercedes-Benz GLE or a Genesis GV80 Prestige.

This base-model TX is right where it should be, in among the other handsome seven-passenger haulers like the Acura MDX or the Volvo XC90. And if refining the automobile in 2024 means everything you need and pretty much nothing you don’t, I get the appeal. Buyer decisions for a segment like three-row crossovers often come down to the most minute differences in aesthetics or utility, like a grille with horizontal vs. vertical slats or a center console with removable cup holders. The Lexus TX manages to give the focus groups what they want, without losing focus on the comfort and usability fundamentals that matter most.

2024 Lexus TX 350 FWD

Highs: Seems even bigger on the inside, can hold seven adults comfortably, powertrain is smooth and predictable.

Lows: Too many buttons on the steering wheel, slightly spongy brake pedal, infotainment menus have a learning curve.

Takeaway: The TX might be a new name, but it looks, feels, and drives like a veteran three-row luxury family hauler.