It's no secret that the Lexus LX SUV had been based on the Land Cruiser since its inception. But by the time the almost-identical-under-the-skin twins hit the 2021 model year, customers—and Toyota—could no longer ignore the fact that the price gap between the rugged J200 Land Cruiser and the more luxurious LX570 had narrowed: $87,030 for the Land Cruiser versus $88,700 for the LX. It's hard to sell chuck roast when prime rib is available next door for only pennies more.
Therefore, when the next-gen J300 Land Cruiser arrived, it was MIA in the States. But that didn't mean the Land Cruiser was leaving entirely; behind the scenes, Toyota was busy executing a plan to rework and rebrand the smaller, less expensive Lexus GX (based on the Land Cruiser Prado we didn't get here) as the U.S.-spec Land Cruiser. While hardcore devotees may scoff at the idea of a Prado billed as a full-fat Land Cruiser, the public at large seems to enjoy the leaner SUV's dramatically lower MSRP.
But over in the Lexus camp, the redesigned 2022 LX hit the streets right on schedule. Based on the all-new forbidden-fruit J300 platform, the revamped SUV followed the original LX directive: Take the Land Cruiser and crank up the swank. That brings us to the 2026 Lexus LX700h Overtrail, the most off-road-focused model in the current LX lineup, tested here. The dirt-road aptitude comes with a proviso, however, as the vehicle comes solely with the hybrid powertrain, which introduces some unique characteristics.
The Cost of Going Overtrail
Our test LX700h Overtrail is priced at $119,311 with the Two-Row Overtrail option (a $1750 credit for giving up the wayback), an upgraded Mark Levinson stereo ($2660), and luxe standard features including front heated and ventilated massaging seats, as well as semi-aniline leather. It's an expensive proposition but midpack for the lineup, landing between the $117,285 ask of the base hybrid model and the $121,550 sticker of the LX700h Luxury.
Thankfully, the kit that comes with the Overtrail suffix is not entirely ego-massaging fluff. Off-road-ready equipment includes front and rear locking differentials, 33-inch Toyo Open Country A/T III all-terrain tires wrapped around 18-inch wheels, and a front skid plate. There's also a 2400-watt AC household outlet, beefier floor liners, and the requisite graphic tells: black door handles, dark gray roof rails, dark chrome-finished window and bumper trim, and black wheel-opening arches.
And for those who failed their latest eye exams, a big, beautiful spindle grille rendered in a demure matte gray leads the way. We're pretty sure it'd be difficult to mount a winch to that stylized proboscis, but rest assured, there's a tenacious wrench in California with a cutting wheel and a welder resolving that issue right now.
Power Begets Poise, Sometimes
Power comes from the same hybrid powertrain used in non-Overtrail LX700h variants: a twin-turbo 3.4-liter V-6 and a single electric motor that are rated for a combined 457 horsepower and 583 pound-feet of torque. That's an increase of 48 horses and 104 pound-feet over the nonhybrid LX600. Both vehicles use a 10-speed automatic transmission.
Our tester hit 60 mph in a respectable 5.6 seconds and clocked the quarter-mile in 14.2 seconds at 97 mph. Those times were only a hair behind the last non-Overtrail Lexus LX700h we tested (5.5 to 60, 14.0 in the quarter), though the Overtrail proved a half-second quicker to 60 than the last nonhybrid LX600 we tested.
The gas-electric combo strives for velvety operation and effortless torque, and it mostly succeeds. Only occasionally did we notice the gas engine checking in abruptly to assist, usually at low speeds after pulling away from a stoplight. Regardless of what's happening under the hood, the interior is quiet, especially at low speeds. Those chunky off-road tires make themselves known at highway speeds, however, registering 67 decibels at 70 mph in our testing, somewhat higher than the standard LX hybrid's impressive 65-decibel measurement. While 67 decibels is absolutely acceptable for a luxury SUV, that's still an increase over the standard rolling stock.
There's a Reason They Didn't Name It the Overroad
The all-terrain tires may be a bit noisier, but they really don't enjoy hurried directional changes or simply driving in a circle. Registering just 0.68 g on our 300-foot skidpad, the Overtrail leaned like a broken barstool as it sauntered through the test. Meanwhile, the Ultra Luxury version on 22-inch street rubber generated o.74 g in the same test. At the risk of sounding a bit dramatic, consider the note left by our experienced test driver: "Maybe the most rollover-prone thing I've ever felt around the skidpad. More than Jared Gall's bedless truck with no hood, fenders, or rear dampers."
But the Overtrail was not built for the skidpad. This LX slips into its groove when navigating two-tracks and traversing the dirt, hard clay, and sandy soils native to Michigan. The 6209-pound SUV gives off a hefty, indifferent vibe while doing so, as if to say, "I have the power and technology to overcome you at my deliberate pace and discretion." The LX700h is more of a deliberate crawler than a hard charger, especially on the road, where its curb weight makes it feel cumbersome.
Drive Modes for Moderns
In addition to its standard drive modes (Custom, Normal, Comfort, Eco, Sport, and Sport+), the LX700h Overtrail supplies a bevy of off-road settings (Deep Snow, Mud, Sand, Dirt, and Auto) to keep you entertained in the rough stuff, and the electric lockers engage and disengage silently. Sure, mode swapping is fun and all, but leaving it in Auto and letting the computer algorithm make the hard and dirty decisions never failed us. In that mode, the Overtrail made its way with authority, like a cat forcing its siblings out of the pet bed.
HIGHS: Forbidden-fruit Land Cruiser vibes, solid off-road capability, decent fuel efficiency given its mass and equipment.
Just make sure to get your braking done before the corners: In our hands, the Overtrail required 198 feet to grind to a stop from 70 mph, 16 feet longer than the regular LX700h. That's another price to be paid for putting off-road tires on a beast like this.
Hybrid Efficiency . . . Sort Of
The LX700h Overtrail carries an EPA estimate of 20 mpg combined, which breaks down to 19 mpg city and 22 mpg highway. Those numbers aren't horrible for the segment, but they represent a barely-there improvement over over the LX600's 19 mpg (17/22) rating. The LX700h's hybrid battery also reduces the fuel tank's capacity to 18 gallons against the nonhybrid's 21.1 gallons.
LOWS: Ponderous on-road, falls behind its siblings at the test track.
Real-world experience rarely fulfills official expectations, but our test car managed to, returning 23 mpg in our 75-mpg real-world highway fuel-economy test and beating a base LX700h in the same test by a 3-mpg margin. Ultimately, the hybrid powertrain's biggest contribution is not fuel savings but rather smooth, measured management of its additional horsepower.
After a couple of days of kicking up dirt and knocking down highway miles in our test car, its true purpose revealed itself. If you want equal doses of comfort, capability, and sheer road presence, the LX700h Overtrail delivers it all for a surprisingly small upcharge over its base model.
VERDICT: A genuine 300-series Land Cruiser, albeit with a Lexus badge.
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Specifications
Specifications
2026 Lexus 700h Overtrail
Vehicle Type: front-engine, front-motor, 4-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $119,550/$121,676
Options: Mark Levinson 25-speaker premium audio system, $2660; Earth premium paint, $500; roof cross bars, $450; carpeted cargo mat, $150; wheel locks, $99; 7-to-4-pin towing adapter, $17; Overtrail 2-Row package with 5-passenger seating credit, –$1750
POWERTRAIN
twin-turbocharged and intercooled DOHC 24-valve 3.4-liter V-6, 409 hp, 479 lb-ft + AC motor, 48 hp, 184 lb-ft (combined output: 457 hp, 583 lb-ft; nickel-metal hydride battery pack)
Transmission: 10-speed automatic
CHASSIS
Suspension, F/R: control arms/live axle
Brakes, F/R: 13.9-in vented disc/13.2-in vented disc
Tires: Toyo Open Country A/T III
265/70R-18 116H M+S 3PMSF
DIMENSIONS
Wheelbase: 112.2 in
Length: 200.6 in
Width: 78.4 in
Height: 74.6 in
Passenger Volume, F/R: 55/49 ft3
Cargo Volume, F/R: 63/31 ft3
Curb Weight: 6209 lb
C/D TEST RESULTS
60 mph: 5.6 sec
1/4-Mile: 14.2 sec @ 97 mph
100 mph: 15.1 sec
130 mph: 31.6 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 6.7 sec
Top Gear, 30–50 mph: 3.6 sec
Top Gear, 50–70 mph: 4.5 sec
Top Speed (C/D est): 137 mph
Braking, 70–0 mph: 198 ft
Roadholding, 300-ft Skidpad: 0.68 g
Interior Sound
Idle: 30 dBA/1 sone
Full Throttle: 73 dBA
70-mph Cruising: 67 dBA/21 sone
C/D FUEL ECONOMY
Observed: 18 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 20/19/22 mpg
C/D TESTING EXPLAINED
Andrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. His work has appeared in numerous publications, including Car and Driver, Esquire, Forbes, Hot Rod, Motor Trend, MPH, MSN, and Popular Mechanics, among others. A Rust Belt native and tireless supporter of the region, he grew up immersed in automotive, marine, and aviation culture. A lifetime of hands-on experience and a healthy dose of skepticism provide him the tools to deliver honest and informative news, reviews, and editorial perspective. Of note, he once won a $5 bet by walking the entire length of the elevated People Mover up track that encircles downtown Detroit.
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