Audi SQ5 vs Lexus RX

What's the difference?

Let’s forget the money, for a second, because yes, you’re paying more for the Sportback variant. But if you can afford it, then why wouldn’t you. This is a sleeker, sportier and more stylish answer to the regular Q5, which was already a super-solid offering in the segment. And as far as I can tell, the practicality sacrifices you have to make are minimal at best. 

So why not?

So, is the latest Lexus RX good enough to stay, or should it sashay away?

In almost every single way except accessibility (the cheapest is now $15K more expensive, remember), the newcomer is hugely better than the model it replaces, with a level of sophistication and refinement – as well as comfort – that the underwhelming predecessors just could not manage.

And, yes, while there is tech shared with the Toyota Kluger (as there's always been), RX #5 looks, feels and drives much more like a large luxury SUV should.

Speaking of which, few rivals can match the family-friendly RX's combination of customer service, glamour and opulence.

Our verdict then? This Lexus has gone from being a drag to one of the queens of the BMW X5 class. RX... Shantay, you stay!

Our adventure began with the SQ5, and, to my eye at least, it looks mean, and more like a jacked-up hot hatch than sportier version of a mid-size SUV.

Speaking of which, it looks bigger than a mid-size, too, as though the flattened roof has pushed the rear out for more length, at least visually.

By far its best angle, though, will be afforded to the people in front of you on the road, with each peek in the rear-view mirror revealing a wide, forward-leaning grille, all black honeycomb mesh, with a cat-clawed bonnet and headlights that sweep back into the bodywork, hinting at speed before it even sets off. 

Side on, the massive 21-inch alloys hide red brake calipers, but it does also reveals a tale of two SUVs, with the front half looking taller and straighter, while the rear roofline is more raked as it flies towards a fairly small rear windscreen with a roof spoiler that juts out over it. 

At the rear, the quad exhaust tips (which sound great), and a boot spoiler moulded into the bodywork complete the package.

But even in lesser lesser Q5 45 TFSI guise, this Sportback looks the business, I reckon. Though a little more premium than performance-focused, perhaps.

As the name suggests, the Sportback version gives you, well, a sportier back, and it all starts at the B-Pillar, with a more raked roofline that gives this version of the Q5 a sleeker, more slippery look. 

But they aren’t the only changes. In Sportback models, the single-frame grille upfront is different, and the grille is also positioned lower, and seems to jut out from the bonnet more, for a lower, more aggressive look. The lights are also positioned a little higher, and those massive air vents on either side are different, too.

The cabin is the usual level of Audi niceness, with a big central screen, big digital screen in front of the steering wheel, and a sense of genuine solidity and quality wherever you look.

There are some questionable materials at work, though, like the door trims and the hard plastic that your knee rubs against when driving, but all in all, it's quite a lovely place to spend time.

They used to say that the revolution will not be televised.

At first glance, the same also applies with this fifth-gen RX, since all the big changes are largely out of view.

Precisely how different it looks depends on which angle you're looking at it from.

Observing nose-on, the RX's front tracks and body are wider and it boasts a new Spindle Body grille design which is meant to have a 3D effect, but is quite fussy to some eyes. And this is meant to carry on through to all future Lexuses, by the way.

Yet, in profile, the newcomer is hard to distinguish from the old one, with its returning floating roof C-pillar motif, which looks quite sleek. Yet the wheelbase has been stretched, which results in 60mm more interior space, and that benefits overall proportions as well as occupants.

Some reckon the strip tail-light design and clean surfacing make the rear the RX's most arresting angle.

Note that Lexus has dropped the old RXL seven-seater model – it didn't sell very well. A replacement is coming but it won't be anything like the new RX. Stay tuned to CarsGuide for more on that in the not-too-distant future!

The Q5 Sportback range stretches 4689mm in length, 1893mm in width, and around 1660mm in height, depending on the variant. It rides on a 2824mm wheelbase. 

And remember when I said there were few practicality penalties for the new sportier look? This is what I meant.

Up front, it's basically the same Q5, so if you know that car, you'll know this one, with its spacious and airy feeling front seats.

In the back, though, things are a little different, just not quite as different as I was expecting. The new sloping roofline has actually only reduced headroom by 16mm. I’m 175cm tall, and there was clear air between my head and the roof, and plenty of leg-room, too.

The central tunnel arrangement means you probably don’t want to squeeze three adults across the back, but two would really be no problem at all. That way, you can deploy the back seat divider to uncover two cupholders, use the two USB charge ports or adjust your climate controls, including temperature settings.

In the 45 TFSI and SQ5 models, the rear seats also slide or recline, meaning you can prioritise luggage space or passenger comfort, depending on what you're carrying.

Up front, there’s heaps of little cubby spots, including a key storage spot under the aircon controls, another in front of the gear shift, a phone slot next to the gear shift, two cupholders in the big centre console, and a surprisingly shallow centre console that’s home to a wireless phone charger and a USB port, joining the regular USB port under the drive mode selector.

And at the rear, Audi reckons there’s 500 litres of storage, only about 10 litres less than the regular Q5,  which grows to 1470 litres with the second-row folded.  

At nearly 4.9 metres, the RX is deceptively long, and that pays dividends inside, while a larger and roomier cabin are the main beneficiaries of that stretched wheelbase.

Step inside, and you're greeted by a modern, attractive and functional dashboard that looks and feels upmarket – even in the least expensive version. This isn't always the case with luxury SUVs. You're not aware of corners being cut or cheap materials. It all seems really well crafted.

Sumptuous front seats provide loads of squishy, cushy comfort as well as adjustability to help find the right driving position for you. Taller people can now sit lower down if they like, meaning it's less cramped for them now. In fact, most occupants will find the RX pretty spacious up front.

Lexus has also worked hard to right other previous wrongs as well.

While not especially pretty or distinctive, the instruments are clear and informative, providing a wide array of driving, vehicle and multimedia data as required. That old intimidating tech-overkill presentation has been binned. Mercifully.

For example, the central touchscreen now features shortcuts for the most often-used items, so you're not forever diving into menus and sub-menus for climate control, navigation, audio, vehicle settings or phone access. And there's now a 'Hey, Lexus' voice control function to further aid useability.

Other plus points up front in the latest RX include an excellent audio system, extremely effective yet unobtrusive ventilation, and loads of storage – whether in the decently sized glovebox, beneath the vast centre armrest or within the deep door pockets.

And while they might need a moment to get used to, the e-latch electric door handles soon become second-nature to operate. And they provide a potentially life-saving extra bonus.

Speaking of which, there's even more surprise and delight to help you connect with the RX emotionally. It isn't all about wearing sensible shoes in here.

For instance, the big 14.0-inch touchscreen looks and feels contemporary yet is wonderfully user-friendly. It actually invites you to play around with it. The dashboard's horizontal themes create a sense of width and space that's... freeing. There are far fewer buttons than before, down from 81 to 50, though they're also still around for vital functions like audio volume control. And on some grades, the varying ambient lighting choices include exhilarating, relaxing and arousing.

But while this interior is a huge step forward and one of the most appealing aspects of this latest RX, there are some misfires remaining.

Chief among them is the infuriating cruise control buttons with their new-fangled 'capacitive touch' tech, which is fiddly to use and alarmingly distracting. This is a throwback to the infernal mousepad controller found in older models.

The same applies to the camera-based rear-vision mirror found on higher grades, which can induce nausea at a single glance. Did Lexus actually test this on humans beforehand?

Moving to the rear seat, it's clear the company did put the family first, with that stretched wheelbase and extra legroom it liberates. Your 178cm tester found ample headroom, legroom and kneeroom sat behind a front seat set up for them. Meanwhile, the cushion is well padded and the (reclinable) backrest comfy.

Amenities include face-level air vents, climate controls, USB ports, a centre folding armrest with cupholders and storage, overhead lighting and grab handles, deep door pockets and a decent view out.

Overall, that premium feeling up front continues out back too.

And great news for family car buyers – the latest RX's has a larger boot, it now measures in at 612 litres (and expands to 1678L with the rear seats folded down), and comes with a long, flat floor with some storage underneath.

Note, though, that only the F Sport has a temporary spare wheel – the rest make do with a tyre repair kit.

Like everything in life these days, it costs more to get into an RX.

In fact, some $15,000 more, because the old 2.0-litre four-cylinder turbo-petrol RX300 is gone, replaced by the new RX350h hybrid as the new base entry-level model.

But Lexus says there's more than enough extra features to offset the price hikes.

As before, there are three established grade levels available: Luxury, Sport Luxury and F Sport.

Exclusive to the 350h, the base Luxury 2WD kicks off from $87,500 (all prices are before on-road costs). It mates a 2.5-litre four-cylinder petrol engine with an electric motor and battery pack, that drive the front wheels. A second electric motor on the back axle turns it into AWD for $4500 more. That's known as the e-Four system.

The Luxury is far from basic. Standard features include LED headlights, three-zone climate control, electric and heated front seats, keyless entry and start, electric door handles, synthetic leather trim, a 14.0-inch touchscreen with sat-nav, DAB+ digital radio, Android Auto, wireless Apple CarPlay, 12-speaker audio, 'Hey, Lexus' voice control, six USB ports, 40:20:40 split rear seats with auto fold, electrically adjustable steering column, a powered tailgate, roof rails and 19-inch alloy wheels.

There's also plenty of advanced safety kit. Check out the safety section for more details.

Next up is Sports Luxury, available on the 350 (which basically swaps out the hybrid tech for a 2.4L turbo) from $105,900 and 350h hybrid from $111,900.

Keep in mind that, from here on in, every RX comes with AWD.

Sports Luxury equals plush, since it ushers in goodies like bi-LED three-projector headlights with auto high beams and washers, 360-degree surround view monitor, variable suspension damping for a comfier ride, a heated steering wheel, a head-up display, heated/vented front seats, slicker leather, extra fancy front seats, 21-speaker premium audio, wireless smartphone charger, power reclining/folding rear seats with heating/ventilation, rear sunshades, ambient lighting and 21-inch alloys. Active Noise Control is also featured on the RX350.

If you want your RX to be a bit sportier, then there's the F Sport in 350 turbo guise from $99,900; it adds uprated brakes, kick sensors for that powered tailgate and more, but loses the Sport Luxury's power folding/heated/vented rear seat, heated wheel and a few other minor items.

There's also an 500h F Sport Performance. From $126,000, this is the RX range-topper for now. Based on the 350 F Sport, it adds a hybrid setup with two electric motors to the 2.4L turbo – a first for any Lexus or Toyota in Australia, as well as rear-wheel steering and an artificial exhaust note piped through the sound system.

Finally, on the base Luxury, Lexus bundles desirable features like leather, a sunroof, vented front seats with driver's side memory, easy-access entry, a head-up display, fancier digital instrumentation and wireless phone charger in an Enhancement Pack.

Starting from $5100, it's like upgrading from Business to First Class travel. There are other option-pack bundles across the range as well.

So, is the new RX good value for money? Undercutting most rivals while not scrimping on features, it's hard to argue otherwise.

There are three engines total here, kicking off with the 2.0-litre TDI in the Q5 Sportback 40. It produces 150kW and 400Nm - enough for a sprint to 100km/h in 7.6s. The 2.0-litre TFSI in the Q5 Sportback 45 petrol bumps those figures to 183kW and 370Nm, lowering your spring to 6.3s. 

Both pair with a seven-speed S tiptronic automatic, and feature a 12-volt mild-hybrid system to smooth out acceleration and lower fuel use, as well Quattro ultra, which can disconnect the rear drive shaft so only the front wheels are driven.

The SQ5 gets a seriously lusty 3.0-litre TDI V6 which deliver 251kW and 700Nm, and a sprint of 5.1s It also gets a 48-volt mild-hybrid system, and an eight-speed tiptronic transmission.

As per the Toyota RAV4 hybrid, the RX350h uses a 2487cc 2.5-litre four-cylinder petrol engine producing 140kW of power at 5200rpm and 239Nm of torque from 4300-4500rpm.

Combined with a 134kW/270Nm synchronous permanent magnet electric motor and nickel-metal hydride battery, it drives the front wheels via a continuously variable transmission (CVT). Maximum system power is 184kW.

The sprightlier E-Four option adds a second electric motor on the back axle to provide AWD. It betters the 2WD's zero to 100km/h sprint time of 8.1 seconds by 0.2s.

Next up is the RX350, which swaps out the hybrid tech for a 2393cc 2.4-litre turbo unit, pumping out 205kW at 6000rpm and 430Nm from a low 1700-3600rpm, while driving all four wheels via an eight-speed torque-converter auto. Its 0-100km/h time is 7.6s.

Finally, there's the RX500h hybrid, combining the 350's 2.4L turbo (producing 202kW at 6000rpm and 460Nm from 4300-4500rpm) with two electric motors (one on each axle) and a unique six-speed auto, for a combined 273kW. It's rapid too, reaching 100 in just 6.2s.

Oh, by the end of 2023, the RX450h+ plug-in hybrid electric vehicle (PHEV) will also be part of the line-up.

On all models, suspension is the tried-and-tested MacPherson-style struts up front and a multi-link rear arrangement. The RX's platform is new, sharing the TNGA Toyota New Global Architecture with the Camry, RAV4, smaller NX and – you've guessed it – the latest Kluger.

All Q5 Sportback models are fitted with a 70-litre fuel tank, which should produce a driving range in excess of 1000kms - though prepare for pain at the pump. Sometimes premium fuel in Sydney can run to around $1,90 a litre, for example, so the good stuff will cost you around $130 bucks a tank in the petrol cars.

Audi says the Q5 Sportback 40 TDI will sip 5.4 litres per 100km on the combined cycle, while emitting 142g/km of c02. The 45 TFSI needs 8.0 litres per 100km on the combined cycle, and will emit 183g/km of c02. The SQ5 sits somewhere in the middle, with 7.1 litres per 100km and 186g/km of c02.

No shocks here.

The RX350 turbo slurped 11.0L/100km over our launch drive route, which took in both peak-hour traffic jams and rural highway runs, compared to 9.6L for the 500h hybrid turbo and just 6.4L for the 350h hybrid.

So, how do these compare to the official figures?

Well, quoting the pretty-lax NEDC numbers, the 350 should average 8.7L, the 500h a frankly surprising 6.5L while the 350h shines at just 5.0L in the 2WD and 5.4L for the AWD version.

The corresponding carbon dioxide ratings are 114g/km (RX350h 2WD), 123g/km (350h AWD), 197g/km (350 turbo) and 148g/km (500h).

Technically, then, the most economical RX, the 350h 2WD, can average 1300km per (65L) tank! The 350h AWD can achieve about 1200km, the 500h about 1000km and the 350 turbo just 776km (using a bigger 67.5L tank).

Both RX hybrids can drive silently in electric-only mode stepping off the line, at low speeds or when coasting along, and that's really impressive. Less so is every RX's thirst for more-expensive 95 RON premium unleaded petrol.

How to best describe the drive experience in the Q5 Sportback? That's easy. And it's 'easy'.

Honestly, I know this is ostensibly the sportier version of the Q5, but the truth is that, in the 45 TFSI version we tested, it's a comfortable, light-feeling drive experience that only ever reveals its sporty nature when you really command it to.

Left in its Auto drive mode, the Q5 45 TFSI will positively waft around town, road noise kept to an absolute minimum, and feeling somehow smaller and lighter than its dimension would suggest.

You can dial-up the aggression by cycling through the drive modes, of course, but even in Dynamic guise it never feels too harsh, too aggressive. More that you've simply tightened the screws a little bit.

Plant your right foot and the 45 TFSI will collect speed in a way that Audi refers to as "hot hatch-like", punching towards the 100km/h sprint with verve and aggression. But having just stepped out of the SQ5, it still feels somehow sedate, and almost relaxing, rather than out-and-out aggressive.

And that's because the SQ5 variant is clearly, purposefully, the performance-focused variant here. I think this V6 engine is an absolute peach, and its the kind of powerplant that inspires you to stick with the vehicle's most dynamic settings, putting up with the just-too-firm suspension settings so you can access more fo the grunt more quickly.

And it feels constantly ready for action. Tap the accelerator and the car bristles, dropping down a gear, revving higher and preparing for your next command.

Through bends, it feels smaller and lighter than you might expect, with plenty of grip and steering that, while not overflowing with feedback, feels true and direct.

Short answer? It's the one I'd take. But you'll pay for it.

If you've owned any previous-generation RX, you'll definitely recognise most if not all of their good points, like ease, smooth-road and low-speed refinement, and complete reliability and dependability.

But now the Lexus has gained a far, far broader range of talents and capabilities. And that's a direct result of the series switching to the TNGA platform, like most of its brethren (and Toyota cousins).

Let's begin with the most exciting edition, the flagship RX500h F Sport Performance.

This is the brand's first hybrid turbo, and it's a cracker. Electrified for silky quietness when stepping off the line, the internal combustion engine (ICE) takes over seamlessly as soon as you need to really get moving, providing a rich, torquey shove as required.

While not BMW X5M fast, it's rapid all right, and satisfyingly responsive to your right foot. The whoosh is accompanied by an artificial (albeit quite nice) exhaust note, that's a bit turbine-like, to let you know you are or are about to break the law speeding.

Additionally, wearing 21-inch wheels and tyres, there's an exceptional amount of road grip, for safe, planted handling and roadholding. This applies to all the latest RXs, actually. But – and despite its 100-150kg weight penalty compared to lesser versions ­– the 500h feels the most athletic. Basically, it does what the tin says it should.

The flipside? While the adaptive dampers do smooth out most bumps, it can get a little jittery over some surfaces. And it is prone to some tyre noise intrusion over some bitumen. Yet, compared to former big-wheeled RX, the 500h's ride is comfy enough.

Next up is the RX350. This is basically the 500h with the same four-pot turbo engine but minus the electric motors and battery, so it benefits from a 155kg mass saving. And that's immediately obvious in its better high-speed agility.

However, while the engine loves a rev, the lack of electrification and all that meaty torque it brings is always noticeable, meaning the driver has to always mash the accelerator for overtaking to be over quickly. And as a result, the 350 can sound a bit noisy. Otherwise, for normal commuting and point-to-point travel, this is fine. Unremarkable but supremely capable. You'll miss the hybrid oomph, though. And the economy.

Finally, there's the RX most people buy – the 350h. Yes, there's a RAV4 engine and motor(s) stuffed in haute couture, but this is so much more than that. Performance from a standing start is always brisk, with speed piling on with delightful ease if you so desire, and there always seems to be some muscle left in reserve for instant manoeuvres – whether going fast or slow.

The whole experience is seamless, easy and muted. Only when you floor the throttle does the powertrain whine, but it's not that sort of SUV.

Plus, wearing the 21-inch wheels and with the adaptive dampers, the 350h steers, corners and rides well enough, being both skilful and accomplished, if not especially involving, let alone thrilling.

What we're saying is that the base hybrid proposition is good enough to wear the Lexus badge. The RX has finally come of age, dynamically speaking. And about time.

At the time of publishing, there's wasn't an ANCAP crash-test rating for the latest Lexus RX. But the old one tested back in 2015 managed the full five-star result.

We're expecting a similar outcome, especially due to the RX's stiffer, stronger and lighter body, along with a slew of fresh safety related features.

These include better autonomous emergency braking (AEB) performance, with improved pedestrian and cyclist detection, avoidance braking, lane-keep assist, blind-spot monitoring and adaptive cruise-control capability technologies. The latter now features full-stop/start and low-speed following ability – great for slow traffic jams.

Note there is no data on AEB operating parameters at the time of writing. 

Also present are auto high beams, road sign recognition, front/rear cross-traffic alert, reverse parking cameras, all-round parking sensors, tyre pressure monitors and 'Safe Exit Assist' – which won't allow doors to open if passing cyclists or pedestrians are in danger of being struck.

There's also 'Intersection Turn Assist' (providing early brake activation if required), 'Emergency Steering Assist' (extra steering assistance to help keep the vehicle in its lane) and 'Emergency Driving Stop System' as standard across the range – along with a digital rear-view mirror on some grades.

You will also find eight airbags (providing coverage to all outboard occupants, also taking in dual-front occupant knees and a centre item to stop lateral head strikes), as well as Lexus Connected Services with – among other features – an SOS button or automatic emergency services notification with vehicle co-ordinates should the driver be incapacitated following an accident.

Finally, anti-lock brakes with brake-assist and electronic brake-force distribution is also standard, along with stability and traction control systems. Lexus provides three rear-seat child-seat tether anchorages and two ISOFIX latches.

All Audis are covered by a three-year, unlimited-kilometre warranty, which really isn’t great in a world of five-, seven- and even 10-year warranties.

The brand will let you prepay your services, required annually, for the first five years, with the regular Q5 Sportback billed at $3140 and the SQ5 billed at $3170.

Lexus now offers a five-year, unlimited kilometre warranty with roadside assistance.

Furthermore, hybrid versions of the RX include a 10-year, unlimited kilometre battery warranty.

Service intervals are at 12 months or 15,000km, whichever comes first.

The RX offers three years and 45,000km of capped-price servicing, with each one costing owners $695 – that's pretty competitive for a luxury brand.

So is the first-rate ownership experience. Amongst other benefits, there's Lexus' 'Encore' aftersales subscription program; free for the first three years, it includes myriad offers and services including discounted petrol.

Plus, owners can have their cars picked up remotely and returned washed, and with free use of a loan vehicle delivered to their door.