I loved testing the 2024 Lexus TX 500h F Sport, until it stopped loving me.
The Lexus TX is a roomy family-class, three-row SUV crossover with sophisticated styling and three powertrains, two of which are hybrid. (Photography courtesy of Lexus or as credited)
Jump To Special Features
An Electrical Gremlin?
The Amateur Diagnosis
Lexus Responds
About the 2024 Lexus TX
2024 Lexus TX Pricing
Safety Features
Interior Function
Why Buy the 2024 Lexus TX 500h?
Specifications
BY MARK MAYNARD
The 2024 Lexus TX 500h is a big, roomy, family-class, three-row SUV crossover with sophisticated styling and innovative features. The 366-hp turbocharged, four-cylinder gasoline-electric powertrain exceeds performance expectations for its 5,000-pound curb weight with all-wheel drive. Standard rear-wheel steering is an urban dweller’s godsend, chopping a foot or more from the turning circle. At 38 feet curb to curb, the TX empowers drivers to go where large vehicles usually fear to tread.
Inside, the cabin has tall headroom of 40 inches amid luxury class materials and leather-trimmed upholstery. Lexus loaded the TX 500h F Sport model with a full complement of powered and pampering conveniences. The pair of second-row captain’s chairs have impressive legroom of 39.5 inches. Even the power-folding third-row seats are not a penalty pad with decent legroom (33.5 inches). And those in the waaay back have full-service treatment with air vents, reclining seatback, ports for phone charging, cup holders, and lighting.
I gladly went out to run errands in this nearly 17-foot-long F Sport people mover, which has a Trail Mode. Lexus doubled down on soundproofing and body reinforcements. The exterior styling is handsome with only the broad and louvered F Sport grille as the lone gimmick. Its bold statement will be marred with a license plate.
The weeklong evaluation was thoroughly enjoyable, until it wasn’t. My pleasurable job of testing this TX 500h F Sport hit a short circuit that nearly left me stranded.
The Lexus TX has front headroom of 40 inches with a panorama glass roof.
An Electrical Gremlin?
I had been out on a long note-taking drive on a Friday morning and then parked the TX at home. I did not drive the TX on Saturday but demonstrated its charms to a Lexus-owning neighbor couple. I showed them the power tailgate, the power-folding third-row, and the power push-pull electric door releases. On Sunday, I made a Home Depot run for garden soil, a distance no farther than six miles round-trip.
Upon my return home, I backed the TX into our driveway and unloaded the bags of soil. With the tailgate raised, I took the opportunity to measure the cargo space for liftover, width, depth, and height. When I went around to the rear side door to lower the seatback, the door would not open. Hmm, what am I doing wrong?
This TX model has door-release sensors on all side doors. I touched the lock sensor again, and again, but nothing. I pulled out the key fob and hit the unlock button. Nothing.
I then moved to the front doors, which were also locked.
Earlier in the week, I noticed that the driver’s door handle end cap to access the key port was loose. It was held in place by a thin strip of Velcro. Odd, I thought, and surely not factory. I wondered if a previous driver had a similar experience to mine, needing entry by the valet key.
It was then that the girlfriend-wife came out to the TX, and I explained the situation. She volunteered to climb through the open tailgate, across and around the second-row seats, to reach the driver door release lever. Success. The driver’s door opened, but no other doors would unlock.
Versatile seating and a dramatic panorama glass roof with an opening forward section.
The Amateur Diagnosis
And there was no response when I hit the start button.
Was the problem a dead or dying battery in the remote key fob? If the 12-volt battery were dead, why could I open and close the tailgate, several times?
I consider myself a semiprofessional auto journalist with 33 years of experience. But it was time to use my lifeline and call a friend. My neighbor Peter Badore is a retired Chrysler International Operations vice president and former military engineer. He is always up for an automotive problem. (Peter is also a Porsche collector who buys and repairs German cars. He also owns two hybrid cars and an electric Ford Mach-E.)
He answered my call, and we reviewed the processes I had just completed. He came over with his digital voltmeter and a hefty jumper box.
The under-hood battery decal.
We raised the TX hood in search of a positive battery post but found none. Peter happened to notice a 2-by-1-inch decal under the hood. It is a tiny graphic showing the locations of the hybrid battery (under the second-row seats) and an image of a 12-volt battery identified as Pb. Some of us might remember from high school chemistry that Pb is the metallic element of lead. (Peter did, I did not.)
The decal showed the 12-volt battery in the right quarter panel of the cargo area. There was no identifier on the side panel to indicate a battery, but we popped it off, and there it was. Peter used the voltmeter to check the battery health, which was indeed low, down to 9 volts. It should have been closer to 11 or 12 volts for cranking power.
Start-Up Stumbles
It was time now to charge the battery for an hour or two. But the battery is tucked so low into the side compartment that getting the positive charger clamp to stay on the post was a struggle. Peter persevered and wrestled the clamp into position.
A tight location to jump-start the 12-volt battery.
With power flowing from the jumper box, I tried to start the TX. But instead of engine cranking, a dialog box appeared in the center gauge display. I was instructed to touch the remote fob on the stater button so the system could recognize the key. It made an immediate connection, and I could start the TX.
At last, it appeared we were exiting the electrical resistance — but would the charge hold? Or was there a parasitic drain? Indeed, the charge held for the next two days before the TX went back to its L.A. press fleet.
If this happened to an owner and family who had just spent a fun day at Disneyland, the TX would need to be towed to a dealership. Trust would be lost in the vehicle, if only temporarily.
Toyota can and should do better under the hood and in the cargo area to clarify and illustrate jump-starting procedures.
Lexus Responds
My contact in Lexus PR responded to my email query: “Thanks so much for bringing this to my attention and I’m so sorry to hear that! This was a prototype vehicle, rather than production and we have not experienced this issue on our other prototypes. I am keeping track of all prototype issues, and again, I appreciate you sharing this.”
Lexus got back to me in a week with this reply: “We have identified that it was a one-off battery issue and we have addressed this with our quality team.”
F Sport leather-trimmed heated and ventilated front seats.
About the 2024 Lexus TX
There are seven SUVs in the Lexus lineup, but only two models — the midsize GX and large LX — have seats for six to seven. Neither, however, is ideal for a growing family. However, Lexus has filled its people-mover gap with the TX three-row SUV crossover.
Lexus benefits from several upcycled vehicles from its parent company, Toyota. Its latest addition, the 2024 Lexus TX, is based on the Toyota Grand Highlander, introduced last year.
The TX is now the brand’s most efficient vehicle for a growing family. It could become the choice for drivers who cringe at the M-word — minivan. The second and third rows are easily entered with tip-and-slide seats, and the cargo space is broad, square, and functional.
Three-row competitors include the Acura MDX, Audi Q7, Infiniti QX60, and Volvo XC90.
The 2024 Lexus TX is available in five trim levels with three powertrains of gasoline, gasoline-electric hybrid, or gasoline-electric plug-in hybrid. The hybrids use two battery chemistries: nickel-metal hydride for the TX 500h F Sport and lithium-ion for the TX 500h+ F Sport plug-in hybrid. Both hybrid models include F Sport Performance features, rear-wheel steering, and all-wheel drive.
Five paint colors have no additional cost on F Sport models, but Cloud Burst Gray is a $500 hue on the TX 350.
Tire and wheel sizes are 20 inches on non-F Sport models and 22 inches for F Sport.
The 12.3-inch-wide digital gauge array.
Lexus TX Pricing
Today’s review is of the 2024 TX 500h F Sport Performance Luxury, which has an as-tested price of $77,235.
Here is the price walk of the three trims:
275-hp TX 350: 2.4-liter turbocharged inline four-cylinder with eight-speed Direct Shift automatic transmission. Front-wheel-drive fuel economy ratings are 21/27/23 mpg city/highway/combined and 20/26/23 mpg AWD. Lexus recommends premium fuel for all TX powertrains. Toyota, however, recommends 87 octane or higher for its Grand Highlander Hybrids. The TX 350 is available in three trim levels with starting prices of $55,050 (front-wheel drive) to $62,550 AWD.
366-hp TX 500h F Sport Performance Premium AWD, $69,350: 2.4-liter turbocharged gas-electric hybrid with DIRECT4 AWD and six-speed automatic transmission. The parallel hybrid system integrates a front 64-kW motor and a rear 76-kW eAxle. Lexus says this system provides near-instantaneous power to the rear wheels. The TX 500h combines DIRECT4 and Dynamic Rear Steering. The 288-volt nickel-metal hydride battery of 240 cells has a 5 amp-hour charge and 1.4 kW of total power.
The TX 500h F Sport’s gasoline-electric engine generates 273 hp.
TX 500h F Sport Performance Luxury AWD, $72,650. This trim uses the same gas-electric hybrid powertrain as the TX 500h F Sport Performance.
404-hp TX 550h+ Luxury AWD, $78,050: 3.5-liter V-6 plug-in hybrid and e-CVT transmission. The plug-in system provides fuel economy of 28/29/28 mpg city/highway/combined, with 33 miles of battery driving. TX550h+ Luxury has a fuel tank of 14.5 gallons, which is 3.3 gallons smaller than the standard TX 500h. The lithium-ion battery adds 408 pounds above the 500h for a curb weight of 5,357 pounds. However, the TX PHEV cannot recharge the battery while driving. Mazda provided this game-changing technology for its CX-90 PHEV, which costs around $60,000 fully loaded.
Price Check
For a pricing comparison, a top-trim level Toyota Grand Highlander Hybrid will cost $60,000.
Check current Lexus and TX pricing here.
Find special offers here.
The 500h F Sport rolls on 22-inch Continental tires on smoked gray and black alloy wheels.
Lexus TX Enhancements
Transitioning from a Toyota model, Lexus engineers reinforced the TX body rigidity, including robot-applied automotive glue (adhesive) in optimal locations. Other stiffening enhancements include: Spot welding; rear multilink suspension design; widened front and rear tracks.
To help control weight gain, Lexus says the outer panel thickness has been “fine-tuned” on the side members, front door assembly, and rear door assembly. The hood and front fenders are aluminum, and the back door is steel, optimized for front-to-rear weight distribution.
The 550h F Sport has auto-leveling Bi-LED headlights and LED fog lights.
TX Suspensions
Entry-level TX models have a MacPherson strut-type front suspension and a rear five-arm multilink. F Sport models have standard rear-wheel steering and an adaptive variable suspension. AVS uses solenoid-type actuators to modify the shock absorbers’ damping force on all four wheels. Near-instant damping adjustments are based on driving and road conditions. When driving on a rough road surface, the damping force keeps a lower rating for a comfortable ride. When entering a turn, the damping force sharpens responsiveness and control.
All TX models have four-wheel ventilated disc brakes. The front-drive TX 350 has front disc rotors of 13.3 inches. TX 500h hybrid models have 15.7-inch rotors, and all models have 13.3-inch rear rotors. And all TX trim levels can tow up to 5,000 pounds.
*More chassis components are in the specifications at the end of this story.
Modular, multifunction cup holders, an e-bin charging area, and electronic eight-speed shifter.
TX Safety Features and Technologies
There are eight air bags in the Lexus TX, including a driver knee bag and front passenger-seat-cushion air bag. Under the skin of the TX, there is NASA launch capability for the sensors and computer calculations.
Among the safety technologies is the Lexus safety system 3.0. It protects occupants and the TX with level II semi-autonomous driver assist. It is a reliable lane-centering system without drifting across the white lines or Botts dots, as do some systems. If you manage to activate the rear cross-traffic alert, know the braking response is set to “Slam stop.” It is rewarding, and frightening.
Elements of Safety System 3.0 include:
- Lane-tracing assist;
- Road sign assist;
- Pre-collision system with pedestrian detection;
- Dynamic radar cruise control with curve speed management;
- Lane departure alert with steering assist;
- Intelligent high beam headlights (dimming).
Worth noting is the infrared driver eyesight monitoring camera on top of the steering column. The camera detects driver distraction and will give a chime for too much rubbernecking. I got a message saying to “Sit Up” on the center gauge display. My remedy was to lower the power steering wheel a bit.
Among the F Sport features is a stylized grille.
Interior Function
With 60 inches of door-to-door room, there is plenty of space for ergonomic and intuitive control and switch placement. Sightlines are unobstructed across the fenders, at the side mirrors, and over the shoulder.
The F Sport seats, however, have “sporty” wedgie-inducting seat-bottom bolsters. And I felt some seat-bottom sag after an hour on the road. The second-row captain’s chairs are short on thigh support, likely to benefit legroom.
A 14-inch color touchscreen display centers the instrument panel for navigation, cameras, and CarPlay apps. Below are temperature dials and a volume button. The display works well even when making adjustments while driving.
Below the center stack is the charging e-bin with a wireless pad and three USB ports. The short electronic shifter provides solid and unconfusing gear engagement. The center armrest console has a split-style padded top, which allows the passenger to flip a lid to dig into the storage space. Cup holders are modular and removable and can accommodate a favorite mug.
Because the big infotainment screen takes up so much space, the air vents are placed below and at both ends of the dashboard. The placement could be better; they tend to blow air on elbows or hands.
Somewhat unique in the TX specifications chart are measurements for “Couple Distances.” I’d not seen that before for any make or model. The Lexus TX has second-row couple-space of 39.3 inches shoulder to shoulder. But I’m not sure how that is relevant with the captain’s chairs.
Second-row captain’s chairs with recline and tip-and-slide for third-row entry.
Cargo Space
There is as much emphasis on utility as creature comforts in the TX. There is 20.2 cubic feet of grocery and gear space behind the third row. Bags of groceries won’t roll around, and there should be enough depth for a big golf bag.
Fold the third row for 57.4 cubic feet, stacked to the headliner. Power folding the third row, however, is painfully slow. I would rather have a manual release. But with both seat rows folded, there is 7 feet in length. Load-in entry is wide at 49 inches. And there are 33 inches of entry height to load tricycles, bikes, and boards.
Cargo space is generous and configurable. Fold both rows of seats for 7 feet in length.
Ride and Handling
The Lexus TX F Sport is not particularly sporty to drive, though it is quite capable of rapid cornering. Braking is absolute and balanced with tender engagement and no nose dive.
However, the adaptable suspension allowed a bouncy, jostling, but comfortable ride. The F Sport’s 22-inch tires and nearly 5,000-pound curb weight might be part of the sway.
Sharpening the suspension in Custom mode didn’t help, but it did make the ride feel harder. And in any suspension setting, the front end could take a hard jolt on the chin.
After bounding along some interstate undulations, the girlfriend-wife started to feel queasy. That tendency would be worse in the back rows.
Despite just slim roof rails (with optional cross bars), there was noticeable wind noise at highway speeds. Insulated side glass (despite a weight gain) might help reduce ambient interior noise.
The F Sport Luxury AWD tester was fitted with 22-inch Continental CrossContact LX 20 EcoPlus tires, 255/45. These are tough all-season tires with a fairly hard treadwear rating of 680 for a 70,000-mile limited warranty, per Continental. Continental says its EcoPlus Technology helps the tires stop shorter on wet roads and extends tread life. The tires’ flanged lower sidewall helps reduce the possibility of curb damage to wheels. Replacement tires will run around $350 each (before installation), per TireRack.com.
The pair of power-folding third-row seats have legroom of 33.5 inches.
Why Buy the 2024 Lexus TX 500h?
I was unaware I was evaluating a prototype rather than a production vehicle until I communicated with Lexus. (The tester had the quality construction of a production vehicle.) Had I known, my story would have been more of an overview of the TX, with a Lexus follow-up on the battery drain.
Journalists are usually advised in advance when manufacturers hold media drives that include prototype or preproduction vehicles. If a problem arises, the response is: “If you like it, it’s production. If not, it’s preproduction (prototype).”
The electrical issue I experienced could be dismissed as a growing pain and easily resolved. But it was worth the discussion and awareness.
Electric glitches are the bane of the modern automobile. Considering the thousands of neural synapses all talking simultaneously, it is surprising that I haven’t encountered such gremlins in testing other vehicles. Could a 48-volt battery be necessary to monitor all these systems in the TX F Sport models?
There is much I like about the F Sport styling and content, but not the front seats or adaptive suspension. My preference would be a Lexus TX 500h without F Sport glam, but an absolute yes for rear-wheel steering. For now, however, Lexus won’t say if such a choice is in the future.
Among the five TX paint colors is the tester’s Incognito gray.
2024 Lexus TX 500h F Sport Specifications
Body style: 6-7 seat, 3-row gasoline-electric hybrid SUV Crossover with Direct4 all-wheel drive
Engine: 271-hp 2.4-liter 4-cylinder with D4-S direct and port injection; 339 lb.ft. torque from 2,000-3,000-rpm
Motor generators: permanent magnet synchronous, front and rear
Total system power: 273 hp (64 hp front motor, 75.9 hp rear motor)
Total max torque: front motor, 215 lb.-ft. from 2,000-3,000 rpm; rear motor 124 lb.-ft. from 2,000-3,000 rpm
Battery: Nickel-metal hydride; 288 volts; 240 cells; 5 amp hour capacity
Transmission: 6-speed automatic
0-60 mph acceleration: 6.1 seconds
Fuel economy: 27/28/27 mpg city/hwy/combined; premium fuel recommended
Drag coefficient: 0.34 Cd
Towing capacity: 5,000 pounds
BY THE NUMBERS
Fuel tank: 17.7 gallons
Cargo space: 20.2 to 57.4 cubic feet
Front head/leg room: 40/41.6 inches
2nd-row head/leg room: 38.5/39.5 inches
3rd-row head/leg room: 37.2/33.5 inches
Shoulder room front/rear: 60/60 inches
Hip room, front/rear: 56.5/56.8 inches
Length/wheelbase: 203.1/116.4 inches
Curb weight: 4,949 pounds
Turning circle: 36.5 feet, estimated with rear-wheel steering
FEATURES
Standard equipment includes: Lexus interface with 14-inch touchscreen display; panorama glass roof; Mark Levinson audio system; wireless phone charger; thematic ambient lighting; heated and ventilated second-row captain’s chairs; power-folding third row;
F Sport content: suspension tuning; dynamic rear steering; performance dampers; exterior front fascia and rear valance black roof rails; dark chrome window trim surrounds; power-folding black side mirrors; 22-inch wheels; leather-trimmed and heated steering wheel; aluminum pedals and scuff plates; leather-trimmed heated and ventilated power front seats with driver-seat memory presets;
Connected Technologies: Drive Connect with cloud navigation; Intelligent Assistant, Destination Assist (3-year trial, 4G dependent); Safety Connect and Service Connect with up to 10-year trials, remote connect 3-year trial (4G dependent); Wi-fi connect (AT&T hotspot) up to 30-day 3GM trial (4G dependent); satellite radio (3-month trial); wireless Apple CarPlay and Android Auto capability.
Safety features include: Blind spot monitor with rear cross-traffic alert; intuitive parking assist with auto braking, digital latch with safe-exit alert;
Safety technologies include: Lexus safety system 3.0: lane-tracing assist; road sign assist; pre-collision system with pedestrian detection; dynamic radar cruise control with curve speed management; lane departure alert with steering assist; intelligent high beam headlights (dimming).
CHASSIS COMPONENTS
Brakes: 4-wheel ventilated discs; 6-piston opposed aluminum monoblock front; rear floating-type single piston; 15.7 inches front, 13.3 inches rear
Steering: electric rack and pinion; 38-foot turning circle; electric parking brake; F Sport dynamic rear steering
Tires-wheels: 22-inch Continental CrossContact LX 20 EcoPlus, 255/45; UTQG 680
Suspension: F sport electrically adaptive with performance tuning
PRICING
Base TX 500h F Sport price: $72,650, including $1,350 freight charge; price as tested $77,235
Options on test vehicle: 120-volt/1,500-watt power outlet $560; logo side puddle lamps $175; wheel locks $85; USB fast phone charging cables $85; carpet cargo mat $150; door-edge guards $155;
Convenience package $895, includes front cross-traffic alert, traffic-jam assist (with Drive Connect subscription; 3-year trial included), digital key (with remote connect subscription)
Technology package $2,380, includes: Advanced Park with remote park, digital rearview mirror, and head-up display
Cold area package $100, adds windshield wiper de-icer
Where assembled: Princeton, Ind.
Warranties: 4-years/50,000-miles bumper to bumper with roadside assistance;
Free first and second maintenance services at 6-months/5,000 miles and 1-year/10,000-miles;
Wheel alignment and balancing: 1-year/12,000-miles;
Powertrain: 6-years/70,000-miles;
Hybrid system: 8-years/100,000-miles (covers hybrid control module, hybrid battery, and inverter with converter).
