Cadillac Vistiq vs Lexus RX350

What's the difference?

The Vistiq is a properly luxurious car that cleverly undercuts all the premium players. It has a flashy exterior with a generously equipped and spacious interior. Plus, it’s got enough oomph to move a small mountain.

Cadillac seems to be onto a winner with this car, especially at this price point. However, it will be interesting to see whether buyers of big SUVs like this are willing to make the jump to electric. The upper large SUV segment has been dominated by the Toyota LandCruiser and Nissan Patrol for decades now and I don’t see this changing anytime soon.

The RX is a big SUV that doesn't always look, or drive, like one, and – in 500h guise especially – can put a smile on a driver's face, too.

Gone are the cabin quirks and the polarising design elements (well, mostly...), and in their place you'll find a solid, premium-feeling family offering without much in the way of drawbacks.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

There’s no way around it, the Vistiq’s exterior design is over the top and flashy. You’ll either love it or hate it.

I particularly like this car’s silhouette. It has a long and boxy roofline that gives off baby Escalade vibes, though you wouldn’t necessarily call this car small given it measures over 5.2 metres long…

One of the features that can read as gimmicky is the lighting animation that plays when you unlock and lock the car. They are rather long and obnoxious, though they’re a fun novelty feature to show off to your friends and family.

Inside, the design is jaw-dropping. It’s top-notch luxury with oodles of soft touches, premium-feeling switchgear and high-end tech.

The showpiece is the 33-inch curved display that houses not only the digital instrument cluster but the touchscreen multimedia system. It’s a stunning unit.

Out tester's brown interior combo looks gorgeous on the plush seats and contrasts well with the dark metal finishes.

Speaking of the seats, they’re surprisingly finished in synthetic leather but the smell in the cabin can convince you otherwise.

One of the few interior finishes I don’t love is the glossy piano black on the steering wheel and door cards. You interact with these often and they show fingerprints easily.

Honestly, the Lexus RX looks far more powerful, and cohesive, in the metal than it does in some photos, and in the right colour (we're fond on the deep black or the copper-rose hues), it looks downright fetching.

That Predator-shaped front-end is massive, but the way the Spindle grille kind of bleeds in the body work at the nose of the vehicle is a neat trick, and the whole design ethos gives the RX a sportier, more modern, and more intimidating, energy from almost every angle.

Perhaps the most clever element though is the wave-like design piece that links the rear window with the boot, somehow managing to shrink almost-five-metre SUV (visually, at least), and leaving the RX looking more sporty than hulking.

The door handles are cool, too. They’re fixed, and you just touch them to open the door, with a similar system used once inside to get out again.

Inside, Lexus has gone for a clean, modern-feeling space, and, thankfully, there isn't a Remote Touch trackpad in sight. Instead, you can choose between two screen sizes – 9.8- or 14.0-inch – which kind of dominate the dash, while the air-con controls are digital and interactive, too.

It must be said, though, some interior treatments feel far more special than others, and while Lexus in Australia isn't spilling on specifics for our market just yet, the top-spec models will almost certainly feel more plush than the cheaper ones.

The front seats in the Vistiq are delicious. There’s so much adjustability, plus they’re heated, ventilated and have a fantastic massage function. It’s a great space to be in regardless of whether you’re driving or not.

Ahead of the driver the steering wheel has a lot of physical buttons and switches that are clearly labelled, though as I just mentioned, the fingerprints quickly make it look grubby.

The digital instrument cluster is bright, clear and easy to refer to at a glance, plus it has a number of layouts you can choose from. On the right-hand side there’s even a small touch section where you can cycle between the trip computer readouts, among other things.

Moving across, the central touchscreen multimedia system is big, bright and high-resolution. It’s also an easy interface to navigate through thanks to the shortcut buttons always at the bottom of the screen.

The far side of the screen can be a bit of a stretch from the driver’s seat at times, but thankfully Cadillac has included a rotary dial controller. It’s also a great way to minimise fingerprints on the screen.

There’s Google Built-in as standard, meaning there’s integrated Google Maps, the Google Assistant, plus you can download a range of different apps, like Spotify, from the Google Play Store. It’s a seamless ecosystem.

Thankfully there’s still wireless Apple CarPlay and Android Auto as standard. Connection with my iPhone 15 Pro Max was rock solid, though the resolution doesn’t appear as high as the native interface.

Underneath the central touchscreen is a secondary touchscreen for altering the climate control for all three rows, as well as the seat heating, ventilation and massage. It’s similar to the system Audi has in its flagship models and exudes a premium vibe.

Up front there are two cupholders, two wireless chargers, two USB-C ports, a large open section under the centre tunnel, a centre console box, plus a glove box that needs to be opened by using the touchscreen.

Moving to the second row, it’s an easy car to hop in and out of thanks to the easy access/exit system which drops the air suspension to its lowest setting. You’re not looking for sidesteps at all.

In Australia the Vistiq is only being offered with a six-seat configuration, meaning in the second row you get separate captain’s chairs. They’re lovely to sit in, have a dedicated armrest and are heated.

At a leggy 182cm I have an adequate amount of legroom behind my own driving position. Headroom is also great.

It’s worth noting that the second-row seats are fixed and don’t slide back or forward. They only recline which is still a nice way to get more comfortable.

Second-row amenities include a touchscreen on the back of the centre console to control the climate control, among other features, as well as air vents on the centre console and B-pillar, USB-C ports and a pull-out section with cupholders.

Going to the third row, you can either slide between the two captain’s chairs, or press a button on the side of the second-row seat which quickly pushes it out of the way. The latter allows for a clear entry/exit path.

The third-row seats are mounted low, making it feel like there’s a knee-up sensation, but there’s enough space for two adults to sit side by side. It’s a surprisingly usable space, though legroom isn’t palatial.

In terms of amenities there is a USB-C port, cupholder, air vent and padded armrest on each side.

At the back it took me a long time to figure out how to open the boot. Turns out you push the Cadillac badge… Thank you Google.

With all three rows of seating upright there’s 430L of boot space which is enough for a few shopping bags. Thankfully there’s a generous underfloor section which is big enough for charging cables among other odds and ends.

The third and second row seats fold electronically from the boot which is a lovely convenience feature. With them folded there’s over 2200L of space which is massive.

Like many EVs, there’s no spare wheel which isn’t great if you do long-distance driving away from tyre repair shops.

Continuing the gripes, there is no front boot despite the large bonnet. If you take a look it’s mostly taken up by electrical componentry.

The entire RX range now rides on Lexus' GA-K platform, which is lighter (-40kg), more rigid, and offers a lower centre of gravity (-15mm) than the model it replaces.

The RX is wider (+25mm to 1920mm), lower (-10mm to 1695mm), but no longer (still 4890mm) than the outgoing model. But Lexus has lengthened the wheelbase (+60mm to 2850mm) to earn some extra backseat space for rear riders.

And it must be said, there is lots of room for backseat riders. Sitting behind my own 175cm driving position I had more than enough knee room, and enough head room, and a general feeling of airy spaciousness.

Elsewhere you get the usual practicality perks, with two cupholders up front, two more in the pull-down seat divider that splits the rear seat, and there are two ISOFIX attachment points in the back seat, too.

Charging is handled by a four USB ports, and depending on the trim/spec balance Lexus in Australia shoots for, you should at least find vents with temp controls for backseat riders, too.

Lexus is yet to confirm the luggage space specs for the new RX, but given it’s only being offered with five seats, and that there’s been no change to the vehicle’s length, you can expect a fair bit of room for bags in its auto-opening boot.

This is an arbitrary seven out of 10, here. Because we don't yet know how many trim levels the new RX will launch in, how much each will cost, or what you'll get for your investment.

What we do know is that the RX will launch with three powertrain options: an all-new turbocharged hybrid, a second, more conventional hybrid, and a turbo-petrol engine. There’s a plug-in hybrid version available overseas, but we ain’t getting it. Or at least, not yet.

In terms of specific trims and equipment levels, you’ll need to wait until closer to the RX’s launch in early 2023 for the full skinny. But you can expect a choice between a 9.8-inch or 14.0-inch central touchscreen with wireless Apple CarPlay and Android Auto, an eLatch door system with fixed handles that unlatch at the push of button inside and out, as well as more high-tech safety kit (thanks to Lexus Safety System 3.0) than you can shake a radar at.

The Vistiq is powered by a dual-motor all-wheel drive set-up with ridiculous total system outputs of 459kW and 880Nm.

This is enough to send it from 0-100km/h in just 4.2 seconds, which is wild given it has a kerb weight of almost 3000kg.

Let’s start with what we’re not getting at launch. Internationally, there's a new plug-in hybrid variant that pairs a 227kW hybrid system with a 18.1kWh lithium-ion battery for an EV driving range of more than 65kms, but fight though Lexus in Australia did, it couldn't secure the model for our market at launch. It wants it though, and badly. So watch this space. 

Instead we get three options, including the RX 350h, which pairs a 2.5-litre petrol engine with Lexus' existing hybrid system to produce a total 180kW and 316Nm. It's paired with a constantly variable transmission and will be offered in two- or all-wheel drive.

There’s also a turbocharged 2.4-litre petrol engine on offer in the RX 350, good for 205kW and 430Nm, and paired with an eight speed automatic and AWD.

But the powertrain I really, really like lives in the RX 500h F Performance, and pairs a 2.4-litre turbocharged petrol engine with an electric motor up front, and a second at the rear axle, for a total of 273kW and 551Nm.

The all-new hybrid system has been designed with turbocharged engines in mind, and features a single electric motor at the front, and a bigger rear motor, with the latter able to provide real driving power to the rear tyres - and contribute to a sprint to 100km/h of just 5.9secs.

Lexus calls it an 'eAxle' motor, and it can deliver some 76kW to the rear tyres. It pairs with a 'DIRECT4' all-wheel drive system which the brand says improves "handling, controllability, and feel."

Fitting, then, that it features on the RX 500h F Performance, which also introduces a new go-fast tier for the Lexus brand (though one you can expect to see more frequently in the near future), and which sits between the existing F Sport and the top-tier, full-fat F models.

The brand says things like bigger brakes, performance components and the highest power outputs will be reserved for the F Performance models. And so it is with the RX 500h F Performance, which welcomes six-piston front brakes, adaptive variable suspension, dynamic rear steering and 21-inch wheels.

Feeding these electric motors is a 91kWh lithium-ion battery pack which allows for a claimed range of up to 461km, according to WLTP testing.

Cadillac claims the Vistiq consumes an average of 22kWh/100km, which is on the higher end, but you need to remember this is a hulking big SUV.

In terms of charging, AC charging is available at rates up to 22kWh, whereas DC fast-charging is offered at rates up to 130kW.

The former is rather competitive, allowing up to 95km of range to be added per hour, whereas the latter is mediocre as other luxury and Korean rivals can do well over 200kW of peak fast-charging.

Let’s start with the pure-petrol RX 350, which will sip a claimed 8.8 litres per hundred kilometres on the combined cycle, and will demand premium petrol. The RX 350h is more fuel efficient, demanding 6.4 to 6.7 litres per hundred kilometres on the combined cycle.

But the most impressive is the RX 500h, which Lexus says will need 8.2 to 8.5 litres per hundred kilometres — making it more efficient than the petrol-powered RX 350, despite producing an extra 68 kilowatts of power and 121 newton metres of torque.

Behind the wheel of the Vistiq there’s an immediate elevated and premium feel. Even though EVs are already naturally quiet, Cadillac seems to have installed a lot of insulation, making it very hushed in the cabin.

As a result you pick up on other noises and disappointingly this Vistiq tester had a random rattle coming from behind the dashboard when travelling at higher speeds. It’s unclear if it’s just this car, but it doesn’t speak well to great long-term quality as the car had only done 2000km.

The Vistiq is the kind of car you feel like being driven around in. It’s so smooth, measured and calm.

Despite this, there's a ‘V’ button on the steering wheel which activates the ‘Velocity Max’ drive mode. It unleashes the full 459kW and 880Nm, making this 3000kg box on wheels absolutely haul.

It’s frightening how quickly this car can accelerate from a standstill. You’ll be leaving virtually everyone in your dust at the lights.

As I alluded to before, the Vistiq is a very comfortable car and this is largely due to the adaptive air suspension system that comes as standard. There are a range of different heights to choose from, ranging from lifted to slammed. All of which look awesome from the outside.

The suspension does a great job of rounding off pimply urban road imperfections. It’s so good you forget there are huge 22-inch alloy wheels as standard.

Unlike many American cars, the suspension isn’t overly floaty and soft, instead creating a balanced ride. Goldilocks would approve.

The only times the suspension feels out of its depth is when you hit a bigger bump at a higher speed. It can feel a little crashy from inside the cabin, but it never feels too firm.

There’s no way around it, the Vistiq is a big car and it swallows up a lane with ease. Despite this, there’s a rear-wheel steering system as standard which turns the rear wheels the opposite direction of the front at low speeds.

As a result the turning circle is much smaller than you’d expect. This means you can zoot around tight, multi-storey carparks like you’re in a much smaller car. It also makes parking a breeze.

Although you’d expect this powerful and heavy car to come apart in the bends, it holds its own rather well. It’s far from a sports car, but it limits the body roll to an extent and the tyres provide enough grip.

Right, let’s cut to the chase here. I like the way the all-new RX family drives, pretty much across the board. If that’s all the information you want or need, feel free to check out here and move on to the next sub-heading.

Still here? Ok, then let’s go a little deeper.

None of the powertrains on offer feel under-powered in the RX range, which is a good start, but they all do their jobs a little differently. 

The RX 350 is probably the most familiar, with a traditional automatic and that well-known petrol-powered punch. It’s not the most powerful engine on offer here, but it’s more than enough to get the RX up and moving — but, for mine, it can feel a little thrashy (or like it’s straining a little too hard), when you really start to push it, but such is the price you pay for a four-cylinder engine pushing a large SUV.

Next up is the RX 350h, which Lexus reckons will be the best-selling model in Australia. Lexus and Toyota have been doing hybrid powertrains for some time now, and the system fitted to the new RX is predictably solid-feeling, though it too has its drawbacks – namely that the constantly variable transmission can drone on and on under constant acceleration, and even the commendably insulated cabin can’t block it out completely.

So if this is a Goldilocks’ scenario, then the just right has to be the RX 500h, which blends its powerful powertrain with a traditional-feeling automatic to deliver plenty of performance and a tight, engaging drive experience that makes it feel as though the big SUV is somehow shrinking around you from behind the wheel, courtesy of the best performance kit (brakes, adaptive suspension, etc).

But to be honest, no matter the RX, the thing that really stands out here is its on-road dynamics. The car doesn’t really wobble about, there’s not much in the way of body roll, and it feels tight and confidence inspiring, no matter the model - but especially the rear-wheel-steering equipped 500h.

The RX also does a commendable job of locking the outside world outside of the cabin. Where you want it to be a calm and sedate family hauler, it can be that. But it can also put a smile on your face on the right road, too.

And that, I think, is something to be celebrated. And also not something we’ve come to associate with Lexus over the years. But that’s now beginning to change. Long live F Sport Performance, then.

The Lexus RX welcomes the brand's Lexus Safety System 3.0 setup, which means more high-tech kit than you can shake a radar at.

What appears where on the Australian lineup remains to be seen, but internationally the RX will offer things like Advanced Park, remote parking from your smart phone, Safe Exit Assist that will actually prevent you opening the doors should the cameras detect pedestrians or cyclists, and Pre-Crash Safety, which scans intersections for bikes, people or cars, and activate alarms and the brakes should it sense a collision.

That, and things like Front Cross-Traffic Alert, active cruise, Lane Departure Warning and Lane Tracing Assist, road-sign recognition and Lane Change Assist, should see Lexus shooting for a five-star ANCAP safety rating.

At this stage Cadillac hasn’t fully detailed the ownership package for the Vistiq.

There is a five-year, unlimited-kilometre warranty, as well as an eight-year, 160,000km warranty for the high-voltage battery. There's also five years of roadside assistance.

Logbook servicing is required every 12 months or 12,000km, whichever comes first, however pricing hasn't been confirmed yet.

“Service pricing for the Cadillac Optiq and Vistiq in Australia will be announced in the coming months - as we progress our planned dealer expansion, including new franchised locations in Melbourne and Brisbane," said General Motors ANZ General Manager Jess Bala.

It’s worth noting that Cadillac is still scaling its dealer network in Australia and currently only has select locations in certain capital cities.

The Lexus family is covered by a five-year, unlimited-kilometre warranty, which is about bang-on in the premium-vehicle space. 

While servicing details are yet to be confirmed, the previous RX required a trip to the service centre every 12 months or 15,000kms, and it will fall under the brand’s capped-price servicing program, and the Lexus Encore program, which offers all sorts of perks to owners.