It was *dramatic pause* 13 years before the Lexus GX received a complete redesign. After garnering a cult following for its capability as a second-life off-roader, Lexus simply couldn't rush rolling out a replacement. The addition of the new three-row Lexus TX enables the new GX to further establish itself as both an on-road hauler and an off-road handler. GX loyalists had a lot to say about the retirement of the former 4.6-liter V-8 power plant, but there's plenty of old-school SUV charm about this updated model, even with a twin-turbo V-6.
The new GX features a new platform, is more powerful, implements an evolved design language, and offers more advanced tech than the outgoing model. We spent a week getting to know the 2024 GX 550 Premium+. We found the new GX's contemporary luxury combined with its utility as an off-roader makes for an appealing daily, but not without a few quirks.
2024 was so last year, what about 2025?
Our GX tester is a 2024 model year, the first year of the third-generation model. Redesigned from the ground up, the 2024 GX drew praise for executing an elevated evolution without becoming something different entirely. Lexus said, "[t]he all-new GX was designed to inspire customers to pursue their urge to travel, take an unpaved path, and revel in the joy of driving." We think this GX achieves that.
With the GX hot off the redesign tables, not much has changed for the 2025 model year. A one-inch suspension lift is now standard on Overtrail and Overtrail+ grades. In addition, all grades now come with Lexus Memory System and power tilt-and-telescopic steering column as standard.
The GX V-8 is gone and it is okay, we promise
All 2024 GXs are powered by a 3.4-liter twin-turbocharged V-6. The V-6 produces 349 horsepower and 479 lb-ft of torque. Both figures are up from the outgoing model's 301 horsepower and 329 lb-ft of torque. The engine is paired with a new 10-speed automatic transmission. A hybrid powertrain is expected to be available, but its release date remains TBD.
Full-time four-wheel drive and a Torsen limited-slip locking center differential are standard. Overtrail and Overtrail+ grades exclusively offer an electronically controlled locking rear differential. Depending on the grade, the GX can tow between 9,063 and 9,096 pounds.
Without anything in tow, the new GX returns an EPA-estimated 15 mpg in city driving and 21 mpg on the highway. For comparison, the 2023 GX 460 is rated for 15 mpg in the city and 19 mpg on the highway.
The 2024 GX 550 drives like the SUVs I grew up with, but better
As soon as I hopped in the GX 550's driver seat, I felt right at home. As a '90s baby, SUVs were my entire childhood. And I'm not talking crossovers like Highlanders and Santa Fe's; I mean the full-size, Suburbans, Tahoes, Expeditions, and Navigators of the '90s and 2000s. The new GX has a brute height and width to it that makes its road presence feel domineering. Something that still felt new to people as more and more jumped on the SUV craze over 30 years ago.
The GX 550 Premium+ is a grade above the base model within the GX lineup. The exterior elements and cabin materials don't feel any less worthy of luxury association than the other grades. The doors feel a little light when you go to open and close them, but the rest of the GX feels quite solid once you get situated inside. A standard 12.3-inch multi-media display for the driver and a standard 14-inch infotainment display modernize the interior without making it feel overwhelming. There are plenty of physical buttons and knobs to balance out the screen space for a more traditional-feeling interior.
The V-6 sounds very Toyota/Lexus-like (think pre-2024 powertrains), with a whoosh from the cooling fan and induction system before idling down to a low hum. Things get buzzy as the GX gets to speed; there's extra engine sounds piped into the cabin that some buyers in this space may not appreciate. It's either something people will get used to or won't. Additional noise pollution comes from wind at highway speeds. We know the GX isn't the most aerodynamic vehicle to exist, but certainly there are more NVH solutions available for even the lower grades.
There's plenty of torque to get the over 5,000-pound GX to speed swiftly. There's no stress to maintaining speed or passing either. Shifts from the 10-speed automatic transmission range from barely noticeable, with an almost CVT-like quality, to baulky depending on the circumstance and throttle input.
Overall, we find the driving experience to be desirable. If you've driven a modern Jeep Wrangler, the GX takes that dynamic and fine-tunes it like a symphony orchestra. There's a bit of a constant bob to the GX's drive like a Wrangler, old-school feeling, but with seemingly less need for continuous steering adjustments. It's different, but similar. People often prefer a unibody chassis for a more favorable on-road experience. Arguably, the GX makes its traditional body-on-frame SUV construction feel like the superior design.
The suspension can feel too soft at times, but it's hard to be displeased by that when the GX floats so comfortably across all road types. There's noticeable body roll in certain situations, but it's well controlled overall. Honestly, it adds a little flair to the GX's ride quality. It feels like driving the big sedans and first SUVs of generations past, with an edge of modern engineering and refinement about it. However, some competitors may offer even more refinement over the GX.
Our gripes about the 2024 GX 550 Premium+ are few and far between
The new GX shows up looking and handling exactly as one should expect from a luxury-branded, off-road capable, Lexus product. We love its unique dual identity as a fine on-road and capable off-road vehicle. Of course, there's always room for improvement.
Legroom in the third row is limited for adults. While space for storing anything behind the third-row seats is also limited, there's plenty of space available once the seats get folded flat.
We were surprised at how poor fuel economy remained with the updated engine and transmission. The new GX is heavier, but we imagined at least another mpg or two better for both city and highway driving.
Lastly, while we love active safety features, the current iteration of Lexus' Safety System+ 3.0 is aggressively intrusive and quite frankly annoying. Its integration with the human driver is not dialed in, and at times feels like it's fighting you rather than working with you. We found ourselves turning most or all of the systems off for the majority of our time with the GX.
Specific to our tester, we found it disappointing to catch the hood fluttering in the wind. It was particularly noticeable at highway speeds and is an eyesore at this price point. Also, there was an audible rattle from something in or around the engine bay that we were not quite sure about, but we mentioned it as something occurring on a one-year-old vehicle with approximately 20,000 miles on it. It should also be noted that there was a card attached to the passenger-side sun visor that notes this GX was a pre-production prototype vehicle.
We accept the 2024 Lexus GX as a worthy replacement for its predecssor
The new Lexus GX had hefty shoes to fill, and we're happy to see the GX still has a place in this vastly changing automotive environment. We appreciate that the third-generation redesign sufficiently modernizes the GX without straying too far from its more traditional elements. The twin-turbo V-6 feels solid (sans any initial production hiccups that have created reliability concerns), the inside and outside look and feel upscale, and there's an abundance of safety and convenience features.
As tested, this 2024 Lexus GX 550 Premium+ is priced at $71,455. If there's any qualms about the number, just remember this GX can handle like a queen on the streets and a beast in the creeks (corny, but accurate). Some may find other luxury off-roaders more enticing; others will find value in the reliability history associated with Lexus. We found the new GX to be a suitable successor nonetheless.