The Lexus LX 600 ‘Ultra Luxury’ Needs More Opulence and a Better Driving Experience
While the LX 600 is an upgrade over the LX 570 in terms of chassis, drivetrain, and technology, the Ultra Luxury’s driving dynamics and materials make it hard to justify the $130,000 price tag.
The 2022 Lexus LX 600 arrived earlier this year, built on the same GA-F platform as the new Toyota Tundra (Check out our TRD Pro review HERE). This new platform is 400 pounds lighter and 20% more rigid than the outgoing generation that was produced for over a decade and powered by one of the most reliable V8 engines ever made. In its place, the new iFORCE twin-turbocharged V6 engine outputs a respectable 409 hp and 479 ft.-lbs. of peak torque along with a smattering of new amenities and technologies.
Over the last several months, we’ve had the pleasure of touring the LX 600 F Sport and Ultra Luxury. But this is our first chance to spend a week with one, getting to know its features and driving dynamics more like an owner.
What do YOU think about the LX 600 Ultra Luxury?
Join the discussion HERE in our forums!
Saying Goodbye to the Land Cruiser and LX 570
As we step into the future, let’s first take a quick look back at the final (North American) Toyota Land Cruiser and Lexus LX 570. Powered by a 5.7L V8 making 381 horsepower and 401 lb-ft of torque, the five or seven-passenger siblings weren’t the quickest SUVs in town. But they were rugged, reliable, and comfortable. Built for overlanding as much as they were mall crawling. They were the pinnacle of more than a decade of refinement.
But, Heritage Edition aside, it was getting harder to recommend pricy SUVs that lacked cargo space and/or modern conveniences like an abundance of charging ports and Apple CarPlay.
Because while the LX remained a constant over the years — a very good one at that — the rest of the industry moved on. American companies turned their flagship SUVs into peppy barges with screens aplenty. And the Europeans blended opulent materials with supercar powerplants and sports car (ish) handling.
And it’s through this lens we must examine the new LX 600…
Starting on the Inside
Stepping between a 2021 LX 570 and a 2022 LX 570 is bit like time traveling from 2012 to 2022. The seating is still familiar — and terrific. A premium Mark Levinson sound system plays all the tunes. And the refrigerated center console is perfected for desert adventuring. But everything else is new. Digital gauges replacing analog. Charging ports everywhere. And two new center screens for infotainment and vehicle control.
The larger, upper screen is home to Lexus Interface, which we’ve seen rolling out across the lineup. As we’ve mentioned before, it’s generally very intuitive, and includes wireless smartphone connectivity, but becomes sluggish while scrolling through radio stations because it would prefer you pre-select favorite channels and sources.
The lower screen displays vehicle system settings — drive modes, ride height, HVAC settings, and so forth. This screen looks nice enough but feels redundant at times (there are physical buttons for most things) and lacks the clean user interface of the upper screen.
Overall, while it’s not as fancy as something from Europe, the LX 600’s interior is noticeably upgraded in terms of tech while retaining the expected quiet-cabin refinement of previous generations. Out back, well that’s another story…
Ultra Luxury (ish)
The flagship’s flagship trim. Dubbed Ultra Luxury, this niche, low-volume model is more of a limo car than a family hauler. While most LX 600 variants offer three-row seating, the Ultra Luxury drops the second and third rows in favor of two heated/ventilated/massaging captain’s chairs separated by a massive console that houses charging ports, A/V inputs, and a touchscreen control system. With this screen, luxury-oriented passengers can control not only their chairs but also temperature settings, radio volume, and the two screens dangling off the front seats.
The best seat in the house? Passenger-side rear captain’s chair. It lays nearly flat while the front passenger seat tucks forward and away so the luxurious occupant can put up their feet. It’s a bit like sitting in Business Class on an airplane. The other rear captain’s chair is nice, but would feel cramped behind tall drivers (chauffeurs?).
Other than the seats, the rest of the Ultra Luxury’s rear/cargo area could be improved. Touch surfaces are well made, but the materials are more akin to a $60,000 Lexus than an LC or LS. Compared to something from Britain, Germany, or Italy, forget it. The LX isn’t in the same league.
Other quibbles. The rear-seat touchscreen is also slow and lacks the clean user interface of modern smartphones. Perhaps least convenient is the large, somewhat flimsy bulkhead Lexus uses to separate rear passengers from their cargo, which reduces luggage capacity and prevents sliding longer items into the SUV.
Overall, the Ultra Luxury edition is amazing for that one stunning captain’s chair. But it’s a mixed bag overall that doesn’t really shout $130 grand.
More Power, But Why Not the Most?
As described, the new LX features a twin turbo-charged i-FORCE V6 engine making 409 hp and 479 ft.-lbs. of peak torque, which it shares with a few Tundra trim levels. Overall, it’s a terrific engine. It’ll sip fuel when you’re cruising, and shoves you into the back of your seat when you want twin-turbo torque. Mated to a new 10-speed automatic transmission, the new drivetrain is solid (even if we’re a few years away from finding out if it’s as reliable as what came before).
There’s just one problem.
Despite being the flagship SUV, Lexus doesn’t offer its new flagship powertrain, the i-FORCE MAX 3.5L Twin-Turbo V6 Hybrid. Producing 437 hp and 583 lb.-ft. of torque, the i-FORCE MAX is available with certain Tundras and all Sequoias. And they call cost less than the LX. And sure, the LX’s version of the standard i-FORCE is tuned higher than what you’ll see on the Tundra, but it’s still down over 100 ft.-lbs. of torque versus the hybrid, which makes a big difference.
I hope this evolves over time.
Pick Your Height
Back in the day, if you wanted your SUV to change height, you’d have to install an aftermarket system similar to those used in lowriders. Today, it’s factory. Lexus calls this system Active Height Control (AHC). It uses the LX’s shocks and various springs to adjust both the front and rear height. (Previous generations only adjusted the front.)
There are four levels — Low, Normal, Hi1, and Hi2. Low is for entering and exiting the vehicle; the LX rises up to Normal once the vehicle starts to move. Normal and Hi1 are good for up to highway speeds. And Hi2, best for overcoming obstacles, works only at lower speeds. Drive fast enough, and the LX lowers down to Hi1.
For the most part, this is a fun parlor trick for the kids and friends, although I do wish the Low setting was tall enough to enjoy something akin to sporty driving. Because, even in Normal mode, even with a modern Adaptive Variable Suspension (AVS) system, the LX doesn’t always feel settled…
Ultra Luxury Woes and Wobbles
To be very clear, I generally admire the way Toyota Tundras, Land Cruisers, and Lexus LX SUVs handle. Unlike the Europeans, they aren’t trying to be sports cars. They’re plush and soft, yet predictable and capable. And after driving the 2020 Land Cruiser Heritage Edition and 2022 Toyota Tundra TRD Pro, I was thrilled to drive the new LX 600.
Lighter, stiffer, and more powerful with a height-adjustable adaptive suspension???
On paper, it’s a home run. In the real world, the LX 600 — at least in this Ultra Luxury trim — drives like a wet noodle. It feels overly top-and-nose-heavy in any type of cornering or braking. Which is fine, I suppose. It’s a big SUV, not a sports car. But simply driving it at highway speeds reveals bump or wind-induced wobbles (in both Normal and High 1) that feel unsettling at times. I’m not sure if I’d go as far as calling it unsafe, but from a driver’s perspective, it’s not confidence-inspiring.
The ride quality itself is relatively plush, but not as smooth as something like the LS 500, with road imperfections vibrating all the way up into the LX’s seats and steering wheel. Part of me wonders if the Ultra Luxury’s 22-inch rims (same size as the F Sport) don’t have enough tire sidewall for that extra insulating touch.
Overall, I was surprised to come away with a negative experience here. I drive a LOT of trucks and SUVs from a variety of brands. I don’t expect sports car handling and dyanmics. But in the wake of the new Tundra TRD Pro, the LX 600 Ultra Luxury felt sloppy and unsettled at times, and other times lacking in smoothness.
LX 600 ULtra Luxury Final Thoughts
In a world where most luxury SUVs are trying to be sports cars or 45-row barges, the Lexus LX 600 arrives as something more old-fashioned despite the new interior. Modest in size. Quiet. Soft. Comfortable. And, in Ultra Luxury trim, destined to become a fleet vehicle for limo companies. Or I guess for people with a chauffeur…
But if you handed me $130,000 to buy a brand new luxury SUV — an ownership period that probably won’t outlast the warranty — it’s hard to recommend the Ultra Luxury. There are fancier SUVs. Larger SUVs. And faster SUVs. All of which put the LX 600 Ultra Luxury to shame. That said, as a LIMO for shuttling people to the airport… where the owner can write it off as a business expense while a passenger relaxes in a lay-flat massage chair… I could see a company adding this to its fleet.
Otherwise, skip it.
To be clear, by no means should this read as a condemnation of the LX 600 as a whole. The new LX is a welcome upgrade in terms of power and technology with great seating, driving position, and off-road bonafides (assuming you aren’t rolling on 22s). I’d just like to see an i-FORCE MAX hybrid powertrain option as well as a driving experience closer to what we experienced in the TRD Pro (in terms of on-road stability). As such, we look forward to testing more trim levels, including the new F Sport.
Photographs: Michael S. Palmer
