2026 Lexus TX Hybrid Reviews, Pricing & Specs

For 2026, the base non-hybrid TX 350 is available in Canada with Luxury, Ultra Luxury, Executive, and F Sport 3 packages. The TX 500h is only available with F Sport Performance spec in two different tiers. The TX 350 starts at $72,060 including the $2,205 destination charge, and the TX 500h starts at $87,605. (Note the U.S. test vehicle shown is the TX 550h+ plug-in hybrid, which is not offered in Canada.)

Except for its angry, spindle-grilled face, the Lexus TX has appealing styling. This is especially true when it’s fitted with 22-inch wheels, which are standard on the TX 500h. The Matador Red paint looks terrific, too, and is a darker and more elegant hue perfectly in keeping with this SUV’s luxury mission.

Inside, the test vehicle had the Birch semi-aniline leather, a light grey providing rich contrast against the otherwise black interior for a premium look and sumptuous feel. A panoramic sunroof is standard on the TX in Canada, and the natural light really made the cabin colour pop.

Unfortunately, there's too much evidence of the underlying Toyota Grand Highlander on which the TX is based. This is mostly confined to the plastic on the lower third of the interior, but the test vehicle’s centre console also flexed too much under pressure, the glovebox door felt cheap and flimsy, and all four doors had trouble closing without a slam. We expect more refinement and a greater sense of solidity at the TX’s price point.

Lexus builds the TX 500h model’s powertrain around a 2.4-litre turbocharged four-cylinder engine. It’s paired with a six-speed automatic transmission and Lexus’s Direct4 two-motor all-wheel-drive (AWD) system. Power output measures at 366 horsepower and 409 lb-ft of torque. Natural Resources Canada rates its fuel economy at 8.7 litres per 100 kilometres combined in the city, 8.4 on the highway, and 8.6 combined, which are impressive figures for a three-row luxury SUV.

We’re not saying the TX is fun to drive because, in many modern vehicles, dynamic competence doesn’t necessarily translate into driving enjoyment. That said, the soft but predictable TX made remarkably quick work of a winding mountain road despite the modest grip limit of its all-season tires. The steering is fluid and precise, if not quick and communicative. The brakes displayed no hint of heating or fade, and the pedal response remained consistent and predictable. Vertical body motions are evident but not excessive, and body roll in curves and corners isn’t a significant issue.

Despite the TX’s size, it’s easy to place the corners and to park. We squeezed it into undersized spaces with little trouble, and the huge exterior mirrors help with outward visibility. However, the reversing camera’s fisheye effect distorts the surroundings. It can seem like other cars are reversing simultaneously or that pedestrians are suddenly a lot closer to the back of the TX.

Even in base format, the TX 500h comes loaded with features such as heated and ventilated front seats with a range of power adjustments, and heated and ventilated second-row captain’s chairs. Those individual second-row seats, and a two-person third-row seat, limit passenger capacity to six. A seven-seat configuration is available on the gas-only TX 350.

Up front, the driver and passenger enjoy comfortable seats offering plenty of leg support. However, they lack a massage function. Storage space is generous, and Lexus even hides a bin underneath the wireless charging pad.

Second-row passengers sit high with a good view. There's plenty of legroom and footroom, and both captain’s chairs recline and have adjustable inboard armrests for added comfort. A rear climate control panel is standard.

Entering the third-row seat is easier thanks to a power second-row seat release and a wide, flat step for secure footing. With the second-row seats scooched forward but still comfortable for a six-foot adult, another six-footer fits into the third row without any trouble. Not only that, but the third-row seat is mounted high enough off the floor to provide some leg support, and the view out is excellent, making it an agreeable place to ride for longer distances. The backrest is Saskatchewan-flat, though, and lacks support.

Lexus says the TX 500h offers up to 2,747 litres of cargo space behind the front seats, which is about two Mazda MX-5 trunks shy of a Lincoln Navigator. The maximum volume behind the second-row seats is generous, too, at 1,625 litres, and the TX holds 572 litres of cargo behind its third row.

A 12.3-inch digital instrument cluster is standard. A plastic panel covers it, perhaps to mimic the appearance of a seamless single display that also incorporates the 14-inch touchscreen infotainment screen to the right. Unfortunately, that plastic cover gathers dust that's really obvious when the sun shines directly on it. Coupled with glare and reflections, that can make it hard to read the instrumentation.

Not that it’s easy to start with. Despite the digital display’s competitive size, it seems crammed full of tiny markings, making it hard to find functions at a glance. Changing the displayed data requires the use of unmarked, dual-function steering wheel controls. The head-up display helps a lot in this regard, but it’s inexplicably restricted to the TX 500h’s F Sport Performance 3 package.

Lexus provides large dials to adjust the cabin temperature and a small stereo volume knob. It's possible to adjust the volume separately using buttons on the steering wheel, but there’s no way to tune the radio up or down a few stations without touching the screen or issuing a voice command. There are blank spaces on either side of the volume knob where tuning buttons could go.

The Lexus Interface infotainment system includes wireless Apple CarPlay, wireless Android Auto, SiriusXM satellite radio, and generous complimentary subscriptions to connected services such as Drive Connect, which provides access to a cloud-based navigation system and a conversational digital voice assistant. The latter performed well, but once the three-year free trial runs out, it might not be worth paying for considering Siri and Google Assistant perform the same function.

A 12-speaker audio system is standard in the TX 500h, while the F Sport Performance 3 package adds a 21-speaker Mark Levinson audio system. The latter meets audio quality expectations for this price and segment. Digital key capability and a camera-based digital rear-view mirror are standard, while the surround-view camera system is limited to the upper-tier package.

The standard Lexus Safety System+ 3.0 (LSS+ 3.0) includes: adaptive cruise control, forward collision warning, pedestrian detection, automatic emergency braking, lane departure warning, lane keep assist, lane centring assist, traffic sign assist, high beam assist, and Proactive Driving Assist, which applies braking to maintain a safe following distance and steering to help avoid obstacles.

The TX also has standard blind spot monitoring, rear cross-traffic alert, safe exit assist, and parking sensors with low-speed automatic braking, but they’re not considered part of LSS+ 3.0. The F Sport Performance 3 package adds front cross-traffic alert, a driver attention monitor, lane change assist, and Traffic Jam Assist, which offers hands-free driving capability at speeds under 40 km/h.

The driver assist tech performed capably but not consistently. Proactive Driving Assist once braked so abruptly that a following driver thought we brake-checked them. When we accidentally blocked the driver monitoring camera, the car tried to slow to a stop, assuming we’d become incapacitated. And Traffic Jam Assist’s 40 km/h threshold is too low for practical use. (BMW offers a similar system that works up to 65 km/h.) During the rest of our time with the TX, things worked well.

Crash-test ratings from the U.S. National Highway Traffic Safety Administration (NHTSA) were not available at the time of writing. The Insurance Institute for Highway Safety (IIHS) has so far released a single “Acceptable” rating in the small overlap frontal-impact test.

Primary competitors for the Lexus TX in Canada include the Acura MDX, Infiniti QX60, and Volvo XC90. However, none of those vehicles are available as a conventional hybrid, and they therefore can’t match the TX 500h on fuel economy. Volvo offers the XC90 as a plug-in hybrid with 53 kilometres of all-electric range and a hybrid-mode combined fuel efficiency of 8.9 L/100 km. However, its starting price is more than $10,000 above that of the TX.

The TX offers more passenger and cargo space, but the XC90’s second-row bench means you can seat five without using the third row. The Volvo is also quicker and is an IIHS “Top Safety Pick.”

The TX 500h is a fuel economy leader in its segment, but its similarity to a more affordable top-trim Toyota Grand Highlander Hybrid and our frustration with much of the TX’s tech are demerits. While we found the TX otherwise likeable, those are two big marks against it.