GX 550 vs TX 550: Best 3-Row Luxury Lexus Family Hauler

GX 550 vs TX 550? Really???

Here's an article I didn't set out to write. But there I was sitting in my doctor's office, with him carving a tale about how he couldn't find a GX at MSRP in Los Angeles, but when he was offered a TX in the GX's stead, my doctor scoffed and promptly bought a BMW. That was my impression, too, ahead of my time with the flagship, three-row Lexus crossover, the TX 550h+.

But then a funny thing happened...

I came away so impressed with the TX that I couldn't help but wonder if it was actually a better luxury family hauler than the similarly priced GX 550 Luxury+? Which is, of course, our goal for today, friends. To do a deep dive into the pricing, specs, features, luxury quality, practicality, and driving characteristics of Lexus' dualing, but radically different 550 models.

Which one is the best 3-row luxury Lexus family hauler? Let's explore!

Pricing (Base & As Tested): TX

TX

The TX 350 starts at $57,890, including destination and delivery. That's a no-option, base TX 350 with front-wheel drive. It's got all the seating and cargo room, plus a turbocharged 4-cylinder motor making a good deal less power than our plug-in hybrid review tester. To step up to the TX 550h+, you're looking at $81,760, with our as-tested review loaner with almost every possible option -- costing $85,595 all in. For context, if you want a Luxury grade TX 350 all-wheel-drive mode, it costs roughly $15,000 less than the 550h+.

GX

Every single GX is a GX 550 -- there's only one motor option -- but there are six distinct grades, with a no-option Premium GX starting out at $67,735, or roughly $10 grand more than the base GX. Unfortunately, the TX 550h+ doesn't come in a lower grade, so there's no apple-to-apple comparison there. Still, on the other end, the GX 550 Luxury+ starts at $84,200, with our press loaner coming to $87,414**.

(**NOTE: the vehicle tested for the review was a 2025 model year, which stickered at $85,364. But since the TX was a 2026, we used Lexus build and price to configure 2026MY pricing of the GX as well.)

Cargo Capacity & Practicality: TX

TX

• Cargo Capacity in Cubic Feet: 97 (total), 57.4 (behind 2nd row), 20.2 (behind 3rd row)
• Effective Legroom: 41.68" (front), 39.50" (2nd), 33.50" (3rd)

GX

• Cargo Capacity in Cubic Feet: 76.9 (total), 40.2 (behind 2nd row), 10.3 (behind 3rd row)
• NOTE: The two-row Overtrail & Overtrail+ feature 90.5 cubic feet behind the first row.
• Effective Legroom: 41.18" (front), 36.73 (2nd), 31.89" (3rd)

When comparing any TX to any three-row GX, the scales easily tip in favor of the TX. Built on a unibody crossover platform, the TX doesn't have to contend with things like a transmission bellhousing, transfer case, driveshaft, and rear differential. And thus it's got roughly 20 extra cubic feet of overall cargo capacity compared to the GX. To be fair, you can get a two-row GX -- both Overtrail grades -- where there isn't a third row eating into the space. But the TX is still up by a solid 7 cubic feet there too.

Not only that, but the TX's third row can fit actual adults. Sure, it's not American-SUV roomy back there, but there's a good amount, especially since the TX's second row seats slide forward and backward. The GX 550's second row is locked into place, making both rear rows feel cramped.

For day-to-day people hauling, the TX comes out a clear winner.

Power & Performance: Close, but TX

If you know anything about current (or older generation) Lexus models, you've probably noticed the correlation between the model number on the back of the vehicle, and its powertrain. Back in the day, it literally represented internal engine displacement. Today, the correlation is less clear, but, typically, if you see something like an NX, RX, TX, or ES "350", it's a good guess that they have the same powertrain.

However, the TX and GX approach being 550 models in dramatically different ways.

TX 550h+

• 3.5L naturally aspirated V6 Plug-In Hybrid Electric Vehicle
• eCVT transmission
• 404 total system horsepower
• [Lexus doesn't like to list torque in its eCVT configurations]
• 0-60 mph: 5.9 seconds
• Curb weight: 5,410 lbs (fully equipped)
• Height: 70.08 inches

The TX 550+ is a plug-in hybrid model with a naturally aspirated V6 engine that, when assisted by three electric motors, produces 404 total system horsepower. It's a front-wheel-drive biased system with a remote electric motor out back, giving it all-wheel-drive. It also features what's called an electronic Continuously Variable Transmission, or eCVT. It's basically a pair of electric motors and planetary gears that can rotate at different speeds and different directions to propel the TX with either high efficiency or spirited performance in mind.

GX 550 Luxury+

• 3.5L twin-turbo V6
• 10-speed automatic transmission
• 349 hp @ 4,800-5,200 rpm
• 479 lb-ft of torque @ 2,000-3,600 rpm
• 0-60 mph: 6.5 seconds
• Curb weight: 5,710 lbs (fully equipped)
• Height: 75.39 inches

The GX features a twin-turbocharged V6 engine that puts out 349 horsepower, which runs through a 10-speed automatic gearbox as well as a Torsen center differential that operates in 4WD all the time. Torsen center differentials feature high-speed and low-speed 4x4 modes and are able to shift torque to the front or back wheels as needed, or you can press a button to lock in a 50/50 torque distribution front-to-back.

Comparing the two, as we'll talk about in a later section, the GX 550 is more FUN to drive. Power delivery is smooth and spread out between the front and rear tires. And it offers paddle shifters to click through the gears. Still, despite the subjective butt-dyno review, the GX is 300 lbs heavier and a little slower when stomping on the gas. (If only this were the LX 600 version of the engine.) The TX, by comparison, isn't exactly a performance SUV, and the eCVT disconnects you from the feeling of acceleration. But it's quicker and, as we'll soon discuss, a little better at handling and spirited driving.

Fuel Economy & Cost to Operate: TX

TX

• Combined: 29 mpg
• Highway: 28 mpg
• City: 39 mpg
• As Tested: 23.4 - 30.7 mpg city/combined
• All electric range: 33 miles estimated, 28 miles as tested (1.7-2.3 miles per kWh)

GX

• Combined: 17 mpg
• Highway: 21 mpg
• City: 15 mpg
• As Tested: 20.5-21.2 mpg highway, 11.9 mpg city (didn't get to test as much city driving)
• All electric range: N/A

Alas, these fuel economy tests were not the exact same routes, as the TX was driven mostly in the city during daily commutes, while the GX was used to roadtrip up to the Toyota BZ Woodland & C-HR press drives. Sorry about that. Still, there were some interesting results.

The TX, being a shorter/lighter hybrid, is much more fuel efficient, especially around town. The GX lived up to its EPA estimates during highway commuting, but in the city, it's a little easier to burn through fuel. (We will re-test more thoroughly in-city during our next GX loan.)

But here's the fascinating part. At the time of each review, gas prices were dramatically lower because the Straight of Hormuz was still open way back when, but check out these figures about operating costs:

Electricity at my home in Los Angeles currently costs $.54/kWh, and it takes 14 kWh to fill up the TX's hybrid battery. Thus, $7.56 for 28 miles or $0.27/mile in all-electric mode. Naturally, many folks either own solar panels or pay dramatically less. According to the Federal Reserve, the average price in U.S. cities was $0.19/kWh, which would mean you could drive the TX for around $0.10 per mile.

Over in petrol land, Premium fuel was $4.50-$5/gallon during the review, or $0.16-$0.21/mile to drive the TX in hybrid mode in Los Angeles. However, gas is now $5.70-$6.40/gallon in my area, which means it's now $0.19-$0.27/mile to drive the TX as a hybrid.

The GX, by comparison, cost $0.38-$0.42/mile in the city during the loan ($0.48-$0.54/mile this week), and $0.21-$0.24/mile on the highway during the loan ($0.27-$0.32/mile this week).

Naturally, all those figures depend heavily on where you live and how you drive. Meaning, if you're going gas for gas, the TX is going to save you money at the pump. But if you live someplace where electric rates are high and you mostly highway commute, the GX could technically be cheaper to operate than a TX in all-electric mode, even if the GX isn't as efficient. Still, the TX gets the win here.

Style: GX

Purely subjective, of course, but this one doesn't feel much like a competition. It's the whole reason my doctor wouldn't even consider the TX, and why I was expecting to have completely opposite reviews of these two models. Because, in my humblest opinion, the GX 550 is one of the best-looking SUVs on the market -- a mini G Wagon -- not to mention one of the most handsome Lexus SUVs in the company's history. It's a slender, but tall and boxy SUV with a toned down version of the unified-era Lexus spindle grills and, whether it's an Overtrail with chunky tires and a roof rack, or the Overtrail+ rolling on 22" rims, the GX is an eye-catching attention getter. Even if I don't love the 22s myself.

If you like stranger compliments, the GX will fill your hungry soul.

The TX, despite its lovely, long-roof proportions and stylish 22" wheels, suffers a bit in the front and ends up coming off more like a minivan. It's not horrible looking, but it needs a sharper, more articulate face in the future if it wants to be anything but forgettable. Even though everything else about it is quite wonderful.

Interior Quality: Close, but GX

Overall, both the GX 550 Luxury+ and the GX 550h+ represent the top of the line of their respective models. They're not quite as high-end or smartly designed as Lexus flagships like the LC, but they both feature soft leather surfaces with well-bolstered seats, large panoramic moonroofs, second-row captain's chairs, and overall upscale environments that are both trying to hide some cheaper plastics.

But the GX 550 Luxury+ stands above in this category with massaging seats, retracting side steps, the always amazing cool box, and a giant panoramic moonroof that can turn opaque or translucent at the touch of a button. Plus, our specific loaner featured a two-tone brown leather combo that makes it feel almost as good as (or possibly even better than) the flagship LX. Plus, did we mention the coolbox!?!

In short, these two aren't far apart, but the GX delivers an extra touch of elegance.

Technology & Features: TIE

When you're looking at the tech in the GX and TX, they're very similar vehicles. Both feature digital gauges for the driver, plus large infotainment touchscreens with optional Mark Levinson sound systems, as well as wireless Apple CarPlay and Android Auto. Both come standard with Lexus Safety System + 3.0, a suite of features that includes adaptive cruise control with optional traffic jam assist, 360-degree cameras, and all sorts of sensors designed to alert you of danger and hopefully prevent or mitigate a collision. Naturally, the TX boasts more screens and information focused on efficiency and charging, while the GX adds extra info focused on off-roading.

Lexus' current sound systems are pretty solid, overall, but not among the best I've heard lately.

But, still, both models feel very modern and offer a ton of charging ports, with the TX even getting an optional 120v plug in the back for charging larger items. (The benefits of having a hybrid.)

Daily Driving: TX

Okay, this is the section that completely surprised me. The GX arrived with a roaring V6, stunning presence, and, along with the two Overtrail models, the Luxury+ features an adaptive suspension. Meaning, with the twist of a dial between the different driving modes, the GX 550 Luxury+ can be soft or firm or somewhere in the middle. And there's even a custom driving mode where you can mix sporty throttle/transmission behavior with a squishy, soft suspension. It's one of the best features on modern cars because you don't have to mod your ride to make it feel dramatically different.

The problem? Deep sigh... the GX 550 suspension tuning is kinda rubbish. I've enjoyed driving other models, especially the Overtrail models (which I need to revisit), but the Luxury+ feels messy and sloppy and jittery far too much of the time. Naturally, it feels fine on smooth pavement, but cruising around imperfect city streets and in-need-of-repair concrete highways delivers a ride quality that's far from luxurious in any sense. Plus, being taller and heavier, you have to be careful with the GX in corners, even in its firmest suspension setting. In short, if you're a suspension geek like me, or if you're someone who wants a Luxury SUV to ride smoothly (think Lincoln or Cadillac), the GX is a bit of a miss.

Conversely, the TX 550h+ -- which is only available as a Luxury grade -- absolutely impresses. Unibody platforms do have an advantage, compared to the GX's body-on-frame composition, being that they're more rigid. But the TX is like driving on a cloud, floating over and soaking up all but the worst bumps on the worst roads in a cabin that sounds much quieter and more refined. Naturally, many shoppers may seek out a more engaging driving experience, but the TX all but disappears around the driver, making it a bit of an oasis on a bad day. And it does it all without a fancy, adaptive suspension.

Towing: GX

TX Towing: 5,000 lbs

GX Towing: 7,601-7,800 lbs for the Luxury+; over 9,000 lbs for the Premium & Overtrail grades

Unibody platforms might be more comfortable on the daily, but body-on-frame SUVs and trucks have the edge when it comes to towing. And while it's admirable that the TX can muster towing 5,000 lbs, which is more than a Ford Maverick (also a unibody), the GX comes in for an easy win. Even though the Luxury+ grade offers the least amount of towing in the lineup (because it's the heaviest)

Fun Factor & Capability: GX

This might sound strange, but if someone forced you to do an autocross course in one of these two Lexus models, the TX is lighter and lower to the ground, and you can toss it into corners at higher speeds. It's not a sporty SUV, but it can hang pretty well for a front-biased crossover. It would be a smarter choice for a race.

Still, the GX is a lot more fun and a lot more flexible/capable.

How so?

Spirited driving, I'd argue, is all about sensation. Hearing the engine and the turbos, feeling the transmission slamming into gear, toggling through the different drive modes, and locking the axles. And the GX, as refined as Lexus has attempted to make it, is more immersive. It feels like you're driving something alive, that you're experiencing the world around you rather than isolating yourself from it. And that's just ON road...

Running over the trails, which admittedly isn't the best idea in the Luxury+ with 22-inch rims, off-road, in the mud, in the snow, the GX is set up to get you places no crossover can take you. Up the mountain, across the desert, over the river (through). When the name Sport Utility Vehicle came into marketing existence, THIS is the type of vehicle people were imagining, and it's pretty darn great.

The TX is what it is, just less fun and less flexible in multiple environments.

And the Winner Is... TX

TX

• Daily Driving
• Cargo & Practicality
• Power & Performance
• Fuel Economy
• Pricing

GX

• Fun-having
• Towing
• Style
• Interior Luxury

Tie

• Technology

A month ago, if you had bet me $100 that I was going to walk away from back-to-back loans preferring the TX over the GX, I would have gladly taken that bet... and had to pay you $100. Naturally, being the winner in a series of categories I entirely made up for this article doesn't mean the TX 550h+ is a wildly better vehicle. Especially when the GX has more cool factor, towing, and off-roading capability.

Still, there are two key takeaways from this experiment...

1. Lexus has made two excellent, genuinely luxurious SUVs that are pretty great for families, but they go about it in drastically different fashions, each one excellent at different things.

2. Which means, like any vehicle, buy the one that meets your needs and wants. I'm not here to change anyone's mind. Just to point out the strengths and weaknesses where I see them.