BMW X4 vs Lexus RX

What's the difference?

Okay, so the BMW X4 xDrive30i is neither an ass nor an elbow, to be fair, it's more of a bulky shoulder muscle, or two.

I can't say I'll ever love the X4, the idea of it is a bit too weird for me, but I can't help admiring the way it looks and the way it drives.

It's a bit like a sedan on steroids - or an SUV on a diet, depending on your perspective - but that doesn’t take away from the fact that it’s fun to drive, comfortable and retains just enough coolness, and just enough practicality, to make it worthwhile.

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!

So here's the thing. Obviously I have a personal beef with the existence of vehicles like this, but my eyes cannot deny the facts - the X4 looks fantastic. It's muscular, imposing and smooth all at once. Unlike the X6, a bigger and less visually successful attempt to play the same styling tricks with an X5, it doesn't have a ridiculous rear view that looks like it shoulders and buttocks have been fused (although it's hard to miss just how small the rear window is).

Even more impressively, there's no denying it looks better than the X3 that gave birth to it, so I can easily see why someone in a BMW showroom could be drawn to it. At least until they sit inside.

If the exterior style and eye-catching Sophisto Grey metallic paint don’t make an immediate impression then your eyes will surely widen at the interior, resplendent with bold Tacora Red seats, Aluminium Rhombicle trim finisher and the kind of sleek, classy styling that BMW excels in. 

Both the adjustable ambient lighting on the doors (we were partial to lilac) and door projectors that shot out what looked like robot wings onto the ground every time we hopped out of the X4 at night walked a fine line between futuristic cool and “parked out the front of a nightclub entrance” chintz, but over time the scales tipped more to the former. 

The big differentiator between the X4 and X3, of course, is the sloped coupé roof, a design feature that may make the X4 look a little cooler, but at the expense of cabin space, but more of that in a moment.

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!

For a car that is very much a mid-sized SUV on the outside, the interior can feel a bit too snug, like you’re driving a compact car that’s tried on a suit a few sizes too big (for reference, I’m 175cm tall - above-average height drivers may find the snugness soon turns to claustrophobia). 

While comfortable - it is BMW we’re talking about, after all - there’s not an overly abundant amount of headroom available, a feeling that becomes more pronounced should you shut the big moon roof.

My two children felt slightly too close to “you’re annoying me” distance from one another, which is to say this isn’t really the kind of car you should be getting if you plan on regularly ferrying about passengers in the rear who are bigger than a child. But I really don't think many people with kids would choose the X4 over the X3.

Boot space also takes a hit when compared to the X3 (550 litres versus 525-litres in the X4 - I was surprised the difference wasn't larger - although that expands to 1430-litres with the rear seats folded down. 

The boot opening is also mouth-shaped, which makes packing in wide-load items more of an issue.

Cupholders are plentiful - two in the front, two in the rear, and bottle holders in each door - and there’s a decent-sized storage cubby in between the front two seats. 

The sloped roof, and big fat A pillars, also result in the X4 being a bit more pinched at the rear, which is not especially great for visibility, with the vehicle’s blind spots taking some getting used to.

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.

Now, prepare to be confused. In the past, the 3.0 in the xDrive3.0i nomenclature might have led you to believe you'd bought a BMW with a 3.0-litre straight six engine. But in this case, you have not, the 3.0 just means you have a more exciting version of the 2.0; a TwinPower turbo 2.0-litre inline four-cylinder engine, making 179kW and 353Nm that the xDrive system delivers to all four wheels. 

The claimed zero to 100km/h time of 4.9 seconds feels completely realistic as this engine has plenty of poke. Put it in the Sport setting and you'll get some serious shove. Indeed, the switch between Comfort and Sport is very noticeable and changes the character of the car entirely.

The transmission is an eight-speed conventional torque converter automatic gearbox that’s both smooth and responsive. 

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.

The X4’s 65-litre tank needs to be 95-octane at a minimum, and BMW’s claimed combined fuel consumption is 7.9 litres per 100km. The temptation to use its rorty little engine is going to push you higher, though - you chose the one with the 3.0 badge on it after all - and we averaged 10.9 litres per 100km in our week together, which was mainly city driving, to be fair. 

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.

The impressive trick that BMW continually pulls off with its SUVs is giving them the same sensual, muscular steering as its sedans, and an impressively similar ride and handling balance.

The steering is the highlight here, but it's also noticeable how planted to the road it feels.

The X4 speaks to its looks, in fact, by feeling sportier and more alive to drive than you'd expect an X3 to be.  

This is less an SUV for soccer mums and dads, and more a bastard love-child that’s into loud leather and bright neon - a CEO who dressed punk rock-lite on weekends, if you will. 

If those weekends are bereft of child taxiing and loading up the boot with several tons of kid stuff, then you’ll have a blast in the X4. 

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.

Despite all the brouhaha about other car manufacturers offering more generous warranty periods - seven years for Kia, for example - BMW has not shifted its stance, still offering its standard three-year unlimited-kilometre warranty. Frankly, it's just not good enough.

BMW also offer a Service Inclusive package for $2010 that covers owners for five years, or 80,000km.

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.