Suzuki Fronx Hybrid 2025 review
Indian-sourced compact crossover brings funky styling to Suzuki’s local line-up, but it comes up short in a number of key areas
With Suzuki’s local line-up slowly frittering away after Australian Design Rules halted import of key models – Jimny three-door, S Cross, Vitara, Swift Sport – back in March 2025, a slew of newer, ADR-compliant models are rolling out into the brand’s local showrooms.
The latest is the “all-new Fronx hybrid”, a funky-styled, sub-four-metre-long “new-genre SUV” with a coupe-style crossover form that’s sourced from India. It’ll be followed by hybrid and electric (revised) Vitaras through to 2026.
Launched in its homeland in 2023 and badge-engineered as a Toyota Urban Cruiser Taisor (in India) and Starlet Cross (in South Africa), the Fronx – derived from ‘frontier’ and ‘crossover’ – arrives Down Under in a single trim level formally priced from $28,990 list.
It’s expected to launch in September with a circa-$30K driveaway introductory offer.
With its crosshairs firmly aimed at the likes of Mazda CX-3 and Toyota Yaris Cross – rather than compact price-busters such Mahindra XUV3XO and Chery Tiggo 4 – the Fronx fronts up with a semi-premium spin backed by the promise of “next-generation hybrid technology” and “standout driving performance.”
Technically, the Fronx is an SUV-extropolation of the Baleno hatchback – so not exactly all-new – built off a common Heartect B architecture. Suspension is struts up front with a torsion beam rear.
Powertrain of choice is a naturally aspirated 1.5-litre petrol four with the Smart Hybrid System by Suzuki (SHVS) 12-volt application that uses an integrated starter generator (ISG), with outputs of 76kW and 137Nm combined. A one-litre turbocharged triple offered overseas isn’t yet slated for local release.
The front-driver fits a six-speed torque converter auto, with a promise of thrifty 4.9L/100km fuel consumption. It’s a combination that, on paper, appears glove fit for Your First Car or a price-busting urban runabout, which is exactly where options in its compact crossover segment are pitched.
Good value? Well packaged and appointed? A faithful drive, around town and on the open road? The Fronx ought to shine brightly enough across all and sundry, should it wish to rub shoulders with the cream of the compact crossovers.
What are the Fronx’s features and options for the price?
Listing for $28,990, it’s expected that the Fronx will hit dealerships in September with an introductory offer at a tenner under $30K.
This squares up Suzkui’s newcomer against mid-grade Hyundai Venue, entry Skoda Kamiq, new Chery Tiggo 4 Hybrid (all from $29,990 d/a) and mid-tier Kia Stonic (from $30,890 d/a).
At the time of review, the likes of petrol Chery Tiggo 4 ($23,990 d/a) and Mahindra XUV3XO ($23,490 d/a) undercut the Fronx by a significant margin. Elsewhere in its compact segment, Mazda’s CX-3 (from $32,985 before-onroads) and hybrid Toyota Yaris Cross (from $35,770 d/a) want for higher outlay.
Standard features on the Fronx include:
- 16-inch alloy wheels
- Auto LED headlights and LED tail-lights
- 9.0-inch touchscreen media
- Analogue driver instrumentation with 4.2-inch cluster display
- Dual USB-A and single USB-C outlets
- Colour head-up display
- Wireless Apple CarPlay and Android Auto
- Inductive phone charging
- Two-tone faux leather trim
- Mechanical front seats with heating
- Single-zone climate control
- Six-speaker audio
- Tyre inflator kit
For its single high specification, there are some notable absences from its features list, including auto wipers, sat-nav, electric seat adjustment, rear air vents, rear centre arm rest, dual-zone climate and a spare wheel (space saver or otherwise). The likes of the Mahindra 3XO appear opulent by comparison.
Its circa-$30K price tag also reflects safety and assistance inclusions both required and expected. Features are outlined in the safety subheading below.
Paint colours outside of Arctic White pearl cost an additional $745, while two-tone themes such as our tester’s Splendid Silver Pearl Metallic with Bluish Black Pearl roof want for $1345, which pushes list pricing beyond $30K.
How does the Fronx drive?
The term Hybrid is writ large on Fronx branding but, of course, not all hybrids are created equal.
So it’s a self-charging mild hybrid design – that is, some electric assistance to primary internal combustion drive – rather than a regular (so-called ‘strong’) series-parallel hybrid design you’ll find in Yaris Cross, for example.
Further, it’s a modest low-voltage (12 volt) design rather than what is now 48-volt convention, which saves on cost, complexity and weight, if also lacks much in the way of oomph.
Unlike regular hybrids, the Fronx never drives on electric power alone. Instead, its aforementioned electric ISG serves to fill in the holes in torque present in the modest 1.5-litre non-turbo petrol engine.
Characteristically, you expect electric drive assistance to yield thrust and refinement. Neither are particularly evident.
That’s because the powertrain’s 76kW and 137Nm are modest by any measure, though at just over a tonne of kerb weight there’s not much of the Fronx to propel along. And yet, the engine barks its gruff bark almost any time you even think about flexing your right foot.
In Eco mode, response is lazy and elastic. There’s little mid-range tractability, so the engine’s revs are constantly soaring in the pursuit of decent forward progress.
Activating Sport mode simply brings a more lightswitch response to the throttle – and wheelspin in the wet – that gives way to a similar, languid mid-range once you’re on the move.
The Fronx can drum up a loud head of unpleasant steam, but more of an issue is the inconsistency with which the six-speed torque converter automatic transmits the engine delivery into forward motion.
On a constant throttle, it will upshift early and drop rpm too low – a fuel saving calibration, no doubt – which, again, entices the driver to give it more berries to keep things moving.
Despite having to punish the engine – and your ears – regularly, the Fronx remains quite frugal. Driven gently, it meets its five-litre per hundred claim. Driven normally (that is, harder) it might creep up to low sevens at worst.
For all of this, there is some underpinning enjoyment due to the sheer light weight of the thing. It’s easy to fling about the urban jungle and, once you get it onto a twisty backroad, it’s surprisingly fluid and responsive to enthusiastic driving.
However, it’s no sports car in crossover disguise. The steering is very light if somewhat inert around the centre and, like other Suzukis past, lacks much self centring effect.
And it’s only ‘dynamic’ if you’re holding back on the reins, because those petite 16-inch tyres simply lack much in the way of lateral grip.
It’s because of this that the Fronx comes across as overly stiffly damped: it rides like a sports car even if it doesn’t have the capabilities to drive and corner like one.
On the move, it’s reasonably settled, but at urban speeds the ride is quite sharp and sometimes jarring, particularly around typically crook Sydney streets.
It’s loud elsewhere, too. Driven through the Sydney tunnel network, a clear lack of structural sound suppression conspired to produce a din of white noise through the cabin. It also rustles up plenty of road noise from the tyres thrumming across the road surface below.
What’s not annoying is the driver assistance suite.
The features are listed below, and there’s really nothing in the way of annoyance that creeps into daily driving that forces you to dive for any one of its dedicated ‘off’ buttons, most of which are located on the dash fascia and the steering wheel.
As a somewhat dependable, fuster-free turnkey experience, the Fronx ticks the right boxes. But nor does it bring all that much joy to the driving experience, no matter how it’s driven.
What is the Fronx’s interior and tech like?
In contrast to the slew of conspicuously clean and modern interior designs cropping up in even at the affordable end of the motoring landscape, the Indian-sourced Fronx feels downright retro inside.
Materials, look, design – it could be any interior from any Suzuki model of the past 15 years…save, perhaps, for the wireless phone mirroring and inductive phone charging.
Minted in a fetching blend of deep plum ‘Bordeaux’ and dark grey, the Fronx uses silver highlights integrated into an angular cabin theme minted almost wholly in shiny hard plastics and high-gloss finished surfaces. Upmarket it most certainly is not.
There is some relief in its almost utilitarian nature in the impressively supple leather-appointed seat trim, with neat double-stitching mirrored in the vinyl armrests that lack soft-touch padding.
The seats themselves, with their sporty looks and chunky bolsters, are quite comfy and supportive, but even the inclusion of electric heating can’t mask their cheap, mechanically adjustable nature – the passenger side doesn’t even get height adjustment.
Then there’s the wheel, a combination of slippery, shiny leather and hard glossy plastic that, again, looks lifted from another decade-old Suzuki model. It features (largely pointless) paddleshifters and a selection of handy control buttons and switches.
Instruments are analogue, with a rudimentary central digital screen that can be configured to provide a third speedometer(!) if you count the roundel dials and the thin, plastic head-up display, which is at least full colour.
Thankfully, there are plenty of shortcut buttons abound to adjust driver assistance systems, stop-start, and whatnot…
From its array of button blanks on the centre console (to remind you of missing features) to the sharp edges of the door bin moulding, the Fronx doesn’t stand up to close inspection and seems built to a cost.
Ditto the very flimsy console lid, the lifts to reveal a tiny cubby – boot holders in the doors apart, storage to not a strong suit here…
It’s just very basic. The single-zone climate control struggles to maintain a consistently cool or warm set temperature and the media system is, by 2025 standard, make-do: old graphics, tardy in process speed, lacking high-spec features such as proprietary sat-nav.
It annoyingly prompts for a user safety acknowledgment at every start up and while it presents a nifty 360-degree virtual fly-around of the car every restart, the camera system itself offers rudimentary resolution and clarity.
Typical of a compact segment crossover, row two is only commodious enough for two adults, with limited knee room and only just enough headroom for 180cm rear occupants.
There is, strangely, a tailshaft tunnel which limits available foot room.
Like the front row, the rear accom is very basic: single USB-A and USB-C outlets, no rear air vents and no fold-down arm rest. The door bins, too, are tiny. But the bench itself brings decent comfort and you do get map pockets.
The second row offers a 60:40 split seatback to liberate more space than its regular 304-litre capacity, which can be tweaked to taste thanks to a dual-level boot floor.
On that, there’s more than ample space for a space-saver – or even a full-size – spare under the floor, though Suzuki has chosen instead to leave out a space wheel and to merely fit a tyre inflation device.
Is the Fronx a safe car?
As a newcomer to the Australian line-up, the Fronx offers levels of active safety – specifically vehicle-to-vehicle autonomous emergency braking smarts – that adhere to the ADR 98/00 regulations enforced from March this year that knocked many of its Suzuki stablemates off the importation schedule.
At the time of review, the Fronx is unrated by ANCAP. With its lowly one-star rating for Swift – the brand’s only model currently rated by ANCAP – the safety body’s history with the importer’s vehicles is a bit of a sore point for Suzuki Australia.
Regardless, the Fronx list of standard safety features includes:
- Forward AEB
- Lane keep assist
- Lane departure warning
- Rear cross traffic alert
- Traffic sign recognition
- Blind spot monitoring
- Weaving alert
- High beam assist
- Adaptive cruise control
- Front and rear parking sensors
What are the Fronx’s ownership costs?
Servicing is required for the Fronx every 12 months or 15,000 kilometres, with the first five services costing $329, $399, $549, $399 and $329, for a five-year/75,000km outlay of $2005.
In comparison, the Toyota Yaris Cross costs $255 per service, or $1275 over five years.
Warranty is Suzuki’s five years of unlimited-kilometre coverage.
The honest verdict on the Fronx
Back to questions posed in the introduction. Is it good value? At over $30K list as tested with key omissions in spec, not really.
Fitted items such as front seat heating and a head-up display distract from a lean features list where the likes of Mahindra and Chery piles on much more kit – electric seats, sunroofs – for lower outlay in their competitors.
Nor is the value quotient boosted by tech slickness, a proper hybrid drive or tubocharging in core areas that count considerably. And while there’s a certain charm in its older-school schtick, it comes up pretty short on expectations one might have for an ‘all-new, new-genre, hybrid SUV’.
Well packaged and appointed? Packaging is okay, but you’ll find roomier options in its segment, and the balance of the quality of appointment lean harder towards cost consciousness than they do towards a semi-premium experience.
A faithful drive, around town and on the open road? Well, it’s solid, gruff, slow and largely unremarkable, with an absence of spunk and fun factor that Suzuki is renowned for.
The Fronx really should shine brightly enough, and in many areas, for the sort of money it asks for. Or, alternatively, it should be priced sharper for what it is and what it offers.
Omoda 9 Virtue SHS 2025 review
2 months ago
With more than a dozen Chinese brands already in Oz, Chery has just added another one – Omoda, technology-savvy, pseudo-premium SUV brand sold alongside Jaecoo
Good points
- Relatively clean styling
- Absorbent urban ride
- Sophisticated drivetrain
- Outstanding EV-only range
- Strong performance
- Benchmark warranty
Needs work
- Lifeless steering
- Complex yet clunky multimedia
- No front seat height adjustment
- Slightly unnatural handling
- Fake exhaust outlets
In early 2023, Chery introduced the Omoda 5 – a vaguely coupe-like small SUV which appeared to buck the trend of other export markets by being branded as a Chery in Australia, not an Omoda.
Two years later, that car has now received a light facelift and has been renamed Chery C5 (or E5 for the electric version), leaving ‘Omoda’ free to serve its original purpose – as a slightly more upmarket brand from carmaker Chery, just like it always was in right-hand-drive markets such as the UK and New Zealand.
Following a global directive, Australia will now market Omoda-Jaecoo alongside each other, offering pseudo-premium model lines and more distinctive styling treatments compared to the bread-and-butter Cherys.
And the first fruit of that new strategic direction is the Omoda 9 – a large-ish, coupe-like SUV featuring a high-tech plug-in hybrid drivetrain offering an outstanding 145km of EV-only WLTP range.
Going forward, that means shared Omoda-Jaecoo dealerships and branding in Australia for the now four-month-old Jaecoo J7 medium SUV, the slightly newer Jaecoo J8 large SUV and this fresh-off-the-boat Omoda 9.
By Christmas, Omoda-Jaecoo plans to have around 50 Australian dealerships – some of which will be stand-alone and others that will be adjacent to an existing Chery dealership.
But back to the car. The Omoda 9 has been described as ‘new luxury’ – a technology-focused, slickly designed, slightly upscale SUV – whereas the Jaecoo SUVs are more ‘adventure’ vehicles, according to the Aussie marketing and product people, particularly the J7 Ridge AWD with its respectable off-road ability.
As such, the Omoda 9 will sold exclusively in plug-in hybrid form in Australia, not with the ICE option available elsewhere. And its ‘Super Hybrid’ PHEV system is a more complex, sophisticated and powerful system than that in other Jaecoo/Chery ‘Super Hybrid’ models – again, giving the Omoda 9 a premium point of difference.
Size wise, the Omoda 9 is essentially a coupe-SUV alternative to the wagon-shaped Jaecoo J8 SUV. Measuring 4775mm long, 1920mm wide and 1671mm tall, riding on a 2800mm wheelbase, the Omoda 9 is 45mm shorter, 39mm lower, 10mm narrower, and 20mm shorter in wheelbase length than the Jaecoo J8.
It also loses out slightly for comparable boot volume – 738 litres to the roof in the J8 and 660 litres in the sleeker Omoda 9, each measured behind the second row because both SUVs are only available in five-seat form.
But the Omoda 9 looks good in the flesh. It’s an elegantly proportioned SUV featuring classy 20-inch alloys (with Michelin e-Primacy 245/50R20 tyres), and its LED lighting signatures are quite striking – the front lights featuring sequential indicators.
Pop-out door handles (ala Jaecoo J7, inspired by the Range Rover Velar) amp its slick factor, though opting for four huge, non-functional exhaust outlets is a jarring aberration an enviro vehicle.
Where the Omoda 9 asserts its positioning is by having three electric motors, as well as a 105kW/215Nm 1.5-litre turbo-petrol four-cylinder engine – channelled by a complex three-speed dedicated hybrid transmission (DHT), not the single-speed unit that’s fitted in other SHS Chery Group models.
The two front electric motors produce 75kW/170Nm and 90kW/220Nm, while the rear-axle electric motor is good for 175kW/310Nm – meaning the Omoda is AWD, not really an off-roady 4WD.
Impressive system outputs of 395kW and 620Nm give the 2203kg Omoda 9 enough oomph to slay 0-100km/h in a claimed 4.9 seconds, and during our limited time with the car, the slick DHT ’box shifted seamlessly between the various electric motors, the combustion engine, and everything together.
Over 100km of driving, with the drive mode in HEV (Hybrid), not just EV, the engine only chimed in once, during a foot-flat acceleration test to beyond 100km/h. And even then, the electric motors did most of the work before the petrol engine smoothly and quietly appeared in the background.
Given the Omoda 9’s substantial 145km EV-only range, you can essentially treat the petrol engine as a range extender, though with a maximum DC charge rate of just 70kW, the Omoda 9’s 34kWh battery will need 25mins to go from 30-80 percent on a DC charge, or 5.5 hours to go 30-100 percent on a 6.6kW AC charge.
There are three levels of regen braking, though even the strongest setting doesn’t slow the Omoda 9 like a Nissan e-Power’s impressive e-pedal mode, let alone a Hyundai–Kia EV’s i-Pedal. But its adaptively damped suspension with multi-link IRS is surprisingly accomplished at absorbing urban road scars, despite its 20-inch wheels.
We’ll need to spend more time with the Omoda on properly challenging country roads to know that for sure, but it’s in the area of ride quality that the Omoda 9 feels at its most luxurious, backed by that impressively slick and rapid powertrain.
However, the Omoda 9 isn’t quite as sorted as it could be when changing direction. Hauling out of a tight, downhill left-hander, its acceleration and power-down poise felt unexpectedly great, though at other times it seemed to lack fluency and introduced some understeer in more uneven corners.
Some of that balance inconsistency could be due to the steering, which is numb and lifeless in feel, making finite precision difficult – even with Sport mode engaged. A comprehensive electric steering retune should be top of the priority list for 2026, though it doesn’t detract from the Omoda 9’s ability to waft comfortably through the suburbs.
Undermining that talent somewhat is the Omoda 9’s front seats. The door-mounted, Mercedes-Benz knock-off electric seat controls possess no height or tilt adjustment whatsoever, and while the driver gets an electric under-thigh extender, it achieves almost nothing when you can’t adjust the seat angle – unless you’re a very small human.
Otherwise, the front seat shape is reasonable and there’s leather-faced upholstery, ventilation, and heating all round (including the steering wheel and outer rear positions). And the rear bench is comfortable for two, with plenty of leg and toe room, though the door-mounted rear seat controls are just tinsel – the base does nothing, the backrest moves only slightly.
The rest of the cabin maintains a Mercedes-Benz styling inspiration, evident in the Omoda 9’s round metal speaker grilles, ambient lighting design and some of the switchgear and centre-console layout. And like its German mentor, it’s all slightly overdone – in contrast to the (mostly) restrained elegance of the Omoda 9’s exterior.
Overall quality is acceptable and functionality is decent … until you get to the 12.3-inch multimedia system. It often ignores inputs, meaning you need to press/tap multiple times before the screen responds, and we couldn’t find the treble/bass/balance controls for the 14-speaker Sony stereo, after at least 30 minutes of patient prodding.
Despite that failure, the staging and sound quality seem impressively strong, and there’s even a pair of Sony speakers in the driver’s headrest.
Aside from a rather pleasant three-fragrance cabin-scent system, the rest of the Omoda 9 Virtue’s equipment (yep, that’s the variant name!) is decent but unexciting.
There’s puddle lighting, electric steering adjustment, auto park, a 360-degree camera, a head-up display, a basic 12.3-inch driver’s screen, a 50W wireless charger, wireless Apple CarPlay/Android Auto, a built-in dashcam, a panoramic sunroof, an electric tailgate (opening to a spacious boot), and an optional matte paint finish (Shadow Grey) among four hues.
The Omoda 9 also shares Jaecoo’s eight-year/unlimited-kilometre warranty, plus eight years’ roadside assistance and eight years’ capped-price servicing. Recommended service intervals are every 12 months or 15,000km, with the five-year cost being $1895.
There’s the expected active-safety electronics, as well as eight airbags, adaptive cruise, front/side/rear parking sensors and rear cross-traffic AEB.
The operation of everything seemed relatively non-threatening during our launch drive, though that isn’t to say that real life won’t expose several chinks here. At least there’s a swipe-down shortcut screen for the multimedia to save any annoying safety gadgets you may want disabled.
So is the rather handsome Omoda 9 a genuine force to be reckoned with when it comes to mainstream-brand plug-in-hybrid SUVs?
On first inspection, it appears to be a clear step up in sophistication and comfort over a $53K BYD Sealion 6 Premium plug-in hybrid, and with such a fantastic claimed EV-only range, as well as a comfy ride and impressive powertrain, the $62K Omoda 9 appears to be good value, too, though surely it’s only a matter of time before that sticker is driveaway.
Indeed, compared to a Mitsubishi Outlander PHEV ($57K to $74K), Mazda CX-60 P50e ($64K to $80K) or Kia Sorento GT-Line PHEV ($85K) – all of which offer barely half of the Omoda 9’s electric range – this Chinese plug-in hybrid SUV really starts to seem like a bit of a bargain, even though it still needs quite a bit of finessing to be a genuinely good car.
Lexus LX 500d Overtrail 2025 Review
2 months ago
Is there merit in a $180,000 luxury off-roader, or is the Lexus LX simply too much of a compromise?
Good points
- Assured handling
- Comfortable air-suspended ride
- Overall feeling of quality
- Well-appointed, comfortable cabin
Needs work
- Thirst for fuel
- Five-seat only
- You pay for that feeling of quality
- Limiting departure angle
Normally, you’ll find me in low-spec, low-key four-wheel drives without all the fancy heated steering wheels, or chilled seats — just vinyl flooring, air conditioning and power steering.
Well, that’s not happening this time around, that notion is going out the window. We’re jumping behind the wheel of the 2025 Lexus LX Overtrail, a very flash ride indeed.
This is The Big Dog in the Lexus 4×4 range, available with the 3.3L twin-turbo diesel V6 found in the 300 Series LandCruiser, or a 3.5L twin-turbo petrol engine.
For this review, we’ll be focussing on the diesel-engine LX 500d, which produces 227kW and 700Nm and is mated to a 10-speed automatic transmission.
With that much torque and so many gear ratios available, the LX Overtrail is a solid choice for those that need to tow larger items such as caravans, but want to do it with a touch more class than a 300 Series LandCruiser this vehicle is based on — and are happy to pay the $36,000 premium.
Despite Overtrail badging, and my enthusiasm for the great outdoors, we won’t be discussing off-road abilities in this review. Something we will revisit. Having experienced the 300 Series in the rough stuff, though, I’m confident the LX Overtrail will be a capable machine.
Specification wise, the departure angle of the LX is down compared to the LandCruiser though, with 21 degrees awarded to the Lexus, and an average of 25 degrees to the ‘Cruiser. So the Overtrail might struggle a little more on technical terrain despite boasting three locking differentials — we’ll look at a dedicated off-road review down the track.
Instead, we put this vehicle through a solid week-long road loop that consisted of urban, highway and rural driving conditions. It also featured a trip to the equally flash Sheriton on the Park for a family luncheon. It looked like the part sitting in the valet, but I can assure you the large external dimensions were felt while navigating inner Sydney parking lots.
What are the LX Overtrail features and options for the price?
As the name suggests, the Overtrail is the off-road focused trim in the Lexus LX range. The Sandy Taupe-like Mood Desert paintwork certainly sets the scene, as do the aggressive 265/70 R18 Toyo Open Country all-terrain tyres fitted.
Despite the chunky appearance of the tyres, I didn’t notice any excessive roar from them at highway speeds. Off-road they will definitely add additional grip and a more robust carcass to avoid punctures compared to the highway terrain tyres fitted to most 4x4s these days.
You also receive Toyota’s Multi Terrain Select (or MTS) off-road traction control system which is properly good off-road, especially with Rock Mode. Having the ability to simply dial in what terrain you are driving on, such as sand or mud, and letting the computers do the work is a neat party trick for off-road newbies and bearded flanno enthusiasts alike.
The big ace up the sleeve in the Overtrail is the inclusion of front-and-rear differential locks, as per the GR Sport 300 Series LandCruiser. It’s great to see these being offered on more Toyota vehicles, as locked diffs offer the ultimate in traction at the push of a button.
What is the LX Overtrail interior and tech like?
Subtle, refined and comfortable but not over the top, which I think is key in a vehicle of this calibre. Everything just worked when asked to, something other passengers noticed too. The LX doesn’t beep and bark orders at you, nor do you need an IT degree to access settings in the navigation screen. Controls are intuitive, and well designed.
Every Lexus LX receives a digital 12.3-inch infotainment display. This has been increased from the previously supplied 8.0-inch unit. Wireless Android Auto and Apple CarPlay are present, as are the total of six USB-C ports for charging and additional connectivity options.
This system proved easy to use and operate, quickly connecting with my ancient iPhone. Audio quality was sublime also, this Mark Levinson is a beautiful sound system that offered volume and clarity even with questionable music selections…
The very deep and chilled centre console is a hit with anyone that notices it, as is the ability to open said console from either the driver or passenger side. It almost looks large enough for a wine or champagne bottle to stand up in.
Heated, chilled and massaging dual-tone leather seats are supportive and offer a lounge chair-like driving experience. Climate control on all Lexus/Toyota vehicles is excellent and the 2025 Lexus LX carries this torch. It was very quick and easy to heat the cabin on chilly winter mornings.
If we have one ergonomic complaint, it’s that the sun visor can be obstructive.
GVM, GCM, Towing, Seating etc
Numbers wise, the 2025 Lexus LX Overtrail specification breakdown is as follows. The Gross Vehicle Mass (GVM) for both petrol and diesel powered LXs is listed as a flat 3280kg across the board.
Kerb weight for this Overtrail specification is also the same as Luxury, Sports Luxury, and F Sport variants. Petrol powered examples are listed as being 10kg lighter, with a kerb weight of 2680kg. This leaves a fairly slim payload capacity of 600kg, which is quickly eaten up with aftermarket accessories, passengers, luggage, and downball weight when towing.
Towing capacity as expected for a large 4×4 wagon is capped out at the industry standard of 3500kg braked, and 750kg unbraked.
As tested we had five seats available in Overtrail grade. There are seven seat options available in the Lexus LX series, in both petrol and diesel offerings. So if you do place more of a priority on higher seating capacity, and really want that Lexus badge, there’s an option for you.
How does the 2025 Lexus LX Overtrail drive?
It’s going to come as no surprise that the Lexus LX drives like a 4×4 limo. Steering, suspension, brakes, everything is just dialed in. There’s loads of grunt from that twin-turbo V6 diesel motor, which sounds smooth when cruising yet bitey when being worked.
Fuel economy hovered around the 12.9L/100km mark, which isn’t that far off the manufacturers claim of 11.2L in urban settings. However, for the most part, the vehicle was unladen other than four passengers on one occasion.
In five seater mode, there are two fuel tanks, with a combined capacity of 110L split via an 80L main tank and 30L sub tank. This gives a theoretical range of approximately 852km. Helpful, but certainly not class leading when it comes to fuel capacity.
Special mention must go to the air suspension featured in this vehicle. Lexus dubs this technology Active Height Control (AHC), and while I can’t comment on the longevity of a (no doubt) incredibly complex system, in operation it’s deeply impressive.
The vehicle not only rode and handled exceptionally well in all conditions experienced, but also provided unique options. Picking up your elderly parents? No probs, drop it to the lowest setting.
Heading off-road, it’s too easy to bump things up a notch or two. There are also pre-set height modes, which can be activated via the MTS rotary dial. Select Rock Mode for example, and the highest setting will automatically be engaged. It’s almost cheating.
Is the 2025 Lexus LX Overtrail a safe car?
There is no ANCAP rating for the Lexus LX Overtrail. However, the 300 Series LandCruiser which this vehicle is built upon, has been tested — receiving a five-star rating.
For 2025, the Lexus LX Overtrail is fitted with the following safety features:
- Auto emergency braking (AEB)
- Forward AEB for cars, cyclists, pedestrians
- AEB junction
- Reverse AEB
- Adaptive cruise control
- Lane-keep assist
- Blind-spot monitoring
- Safe-exit assist
- Emergency Driving Stop System
- Driver Monitor Camera
During testing, the safety systems behaved themselves, and proved helpful more than annoying.
What are the LX Overtrail ownership costs?
Lexus offers three-years capped price servicing for the LX range. Cost per visit is $595 for the first six scheduled services. As per Toyota, Lexus wants you to bring the vehicle in at least once every six months, or after 10,000kms, whichever occurs first.
If we compare that to the cost of a petrol powered (there’s no diesel) Nissan Patrol, which is also significantly cheaper to purchase, we can see the Lexus is more expensive to service.
Nissan offers capped price services for the first five scheduled services, capped at $499. Nissan also lists service intervals at 10,000km or 12 months, meaning less trips to the dealership to thumb through magazines in the waiting room.
Looking further afield at the six-cylinder D3500 diesel Land Rover Defender, service costs are dearer than Lexus. Land Rover lists the cost at $3500 for the first five services covering up to 102,000km.
The honest verdict on the 2025 Lexus LX Overtrail
If you like the balance between off-road ability, rugged looks, power and comfort, the Lexus LX Overtrail ticks that box. It’s not Range Rover comfy, but it’s the right amount for the intended owner. Business people during the week, caravanner or horse float tower on weekends.
It’s hard to ignore the price tag, but for some reason it almost feels justified for the level of sturdiness and quality found in this top-end wheeler.
If I had the money, I’d buy one in a heart beat. Sorry to sound smitten, but when a capable luxury 4×4 that rolls off the production line with chunky rubber and Sandy Taupe (Lexus calls it Moon Desert) paint… you have my attention Lexus.
This is a well sorted vehicle, which I really didn’t want to hand back. Genuinely. But at $182,000 plus on-road costs, it’s a vehicle that is out of range for most people to purchase new. Does this mean the LX Overtrail has the potential to be a future classic? I believe so, and it will be a sought after addition in the used market for many years to come.
