Kia Tasman vs Lexus Rx450H+

What's the difference?

Ute buyers prepared to look beyond the Tasman’s polarising appearance will discover a competent all-rounder. It has its faults like any ute but boasts high standards of engineering, build quality, interior design and performance that make it a worthy new competitor in this space.

The new Lexus RX450h+ Sports Luxury is packed with a wealth of premium features and strikes a solid balance between refinement and practicality. There are enough thoughtful touches that make everyday driving a little easier.

You’ll get the most out of the plug-in hybrid powertrain if you’re able to charge it regularly; ideally every day. That might not always be practical for busy people on the go, but overall, the RX450h+ manages to blend efficiency with Lexus’ signature comfort and quality.

The Tasman is claimed to have more Australian input than any previous Kia model and it certainly has a distinctive ‘Australianised’ competence in the way it performs (see Driving).

It also follows a reassuringly conventional engineering path with its turbo-diesel drivetrain, body-on-ladder-frame-chassis, twin wishbone/coil-spring front suspension, leaf-spring live rear axle, four-wheel disc brakes and electric power-assisted rack and pinion steering.

The Tasman is no shrimp either, as it shares the same 3270mm wheelbase as the market-leading Ford Ranger and is slightly longer and wider.

Work-focused light commercials are often armoured with unpainted plastic in areas prone to bumps and scrapes. The Tasman S 4x2 follows convention here too with dark grey plastic prominent at the front, rear and along the sides, where unusual ‘eyebrows’ are positioned above the wheel-arches which every onlooker we spoke to said looked better in body colour.

The S 4x2 shares the same 206mm ground clearance, 800mm wading depth and approach/ramp breakover/departure angles as its S, SX and SX+ 4x4 siblings. However, they also share a shallow approach angle of only 20 degrees, which is considerably less than its previously-mentioned rival 4x2 models.

The lower ‘spoiler’ section of the front bumper seems largely responsible for this, as it looks too close to the ground and vulnerable to damage from a farmer’s rocky creek-bed crossing or a tradie’s rugged worksite.

The black and grey interior is a functional and spacious design (see Practicality) which looks and feels more upmarket than typical base-model offerings. It has the coolest doorhandles we’ve seen in a ute, which although made of a composite material look like machined steel, complete with a lathe-like knurled finish on the finger-pulls.

There’s also soft-touch surfaces on the door armrests to optimise elbow comfort plus contrasting hard-surface finishes including honeycomb and diagonal patterns, two-tone fabric seat trim with exposed stitching and neat embossed grooves across the seat-facings.

The RX isn’t breaking new ground with its plug-in hybrid design, but it still delivers that signature Lexus understated refinement.

The strong, flowing body lines, 21-inch alloy wheels and updated 'spindle grille' all give it presence without screaming for attention.

And in a segment where boxy and bulky designs tend to dominate, the RX’s swoopy silhouette helps it stand apart in all the right ways.

Inside, the cabin feels considered and luxurious. There's a heavy use of premium materials, including the leather and suede upholstery, plush soft-touch surfaces and the big, crisp displays that make the space feel modern and high-end.

The panoramic sunroof brings in loads of natural light, too, which is especially welcome given the dark headliner that might otherwise feel a little heavy.

If I have one gripe, it’s the thin steering wheel, which doesn’t quite match the otherwise solid, tactile feel of the rest of the interior. But overall, the cabin is a space that feels luxurious and well-executed. It's quietly confident, just like the RX.

With its 2126kg kerb weight and 3250kg GVM, our test vehicle has a mighty 1124kg payload rating which is the largest available in the Tasman fleet. And up to 100kg of that can be carried on the roof.

Like its 4x4 siblings, the 4x2 model is rated to tow up to 3500kg of braked trailer but with its 6200kg GCM (or how much it can legally carry and tow at the same time) the payload would need to be capped at 574kg (a reduction of 550kg) to avoid exceeding the GCM.

Although few (if any) owners would need to tow 3500kg, it’s important to be aware of these numbers if you did to avoid overloading. Even so, almost 600kg of payload would still allow for a crew of five and their gear when towing the maximum trailer weight, so this is a useful set of numbers for many working roles.

Internally the load tub is 1573mm long, 1600mm wide and 543mm deep with a load volume exceeding 1.3 cubic metres. And with 1186mm between the rear wheel-housings, it can carry either Aussie or Euro pallets.

The tailgate can be opened remotely and its hinges provide opening/closing assistance. There’s no standard tub-liner but it comes with four load-anchorage points positioned at around mid-height.

There’s ample cabin space for the driver and front passenger plus storage including a bottle-holder and bin in each door, a single glovebox and a centre console with a large open tray at the front with USB-C ports, two cupholders in the centre and a large box at the back with an internal 12v socket and padded lid which doubles as a comfy elbow rest.

Rear cabin access is enhanced by doors that open to almost 90 degrees and Kia claims the rear bench seat offers best-in-class legroom, headroom and shoulder-room. Even so, it would still be a shoulder squeeze for three big Aussies (like all dual cabs short of a full-size US pick-up) so a limit of two would be preferable for long trips.

Rear storage includes a bottle holder and bin in each door plus pockets on the front seat backrests and a slender pocket on the rear of the console ideal for storing phones. A couple of USB ports would be handy here too, but we are talking base-grade.

There’s also no fold-down centre armrest at this level but the bench seat's 60:40-split base cushions can swing up and be stored vertically if more internal cargo space is required, or to access a full-width bin that can store heaps of stuff away from prying eyes.

The RX cabin is thoughtfully laid out and impressively practical, with a premium feel that doesn’t come at the cost of everyday usability.

Up front, there’s plenty of space for driver and passenger, yet the stepped dash design brings a sense of intimacy. The electric front seats are seriously comfortable, with four-way lumbar support and extra adjustment functions that make this an easy choice for long drives.

Storage options are generous, too. There’s a clever dual-opening centre console, large glove box, multiple phone-sized shelves, map pockets and a couple of cup- and drink holders in each row.

Charging is taken care of by four USB-C ports, one USB-A port and a wireless charging pad.

Tech is up-to-date and well-integrated. The upgraded 14-inch media display looks crisp, supports wireless Apple CarPlay and Android Auto, and is paired with a revamped 12.3-inch digital instrument cluster and a colour head-up display.

The cluster’s new layout is modern and much easier to read than the previous offering. The digital rear view mirror also earns its keep when the cabin’s packed with passengers or gear.

One of my favourite touches? The seat controls on the side of the front passenger seat. It makes quick work of moving the seat forward, especially helpful when you’ve got a kid clambering in with a school bag full of projects.

Access to the rear row is easy, but the stadium-style seating, where you're perched noticeably higher than those in the front, won’t be for everyone.

That said, the rear seats are plush and padded, though they lack side bolsters, which rear passengers might notice during cornering.

Legroom is generous and the hardened kickplates are a dream to clean when your child’s treating the seatbacks like a climbing wall.

My eight-year old gives the back seat a glowing review, thanks to its creature comforts, including rear climate control, directional air vents, seat heating/ventilation on the outboard seats, two USB-C ports and retractable sun-blinds, which are a crowd favourite in our household.

There are three top-tether anchor points, and the bench is wide enough to fit three child seats, though bulky booster seats might be tricky due to the raised seating height.

At the back, the boot is well set up for families, offering electrically folding rear seats, a 12-volt socket, flat loading floor, and a hands-free powered tailgate.

Under the floor, there’s a small compartment for your charging cables (Lexus throws in two!) and a usable 612L of capacity when all seats are in use. One downside, though, is the lack of a spare tyre as you just get a tyre repair/inflation kit.

There are four variants in the RX range, and we’re testing the 450h+ Sports Luxury AWD, which sits just below the flagship and packs in plenty of premium kit for its $123,500, before on-road costs, price tag.

That makes it slightly more affordable than its main PHEV rivals; the BMW X5 xDrive50e (from $125,885 MSRP) and the Volvo XC90 Ultra (from $124,466 MSRP).

The Volvo does offer seven seats to the Lexus’ five, which may matter for larger families, and both rivals also outdo the RX on electric-only driving range - 65km in the RX compared with 77km in the Volvo XC90 and a generous 101km in the BMW X5.

Still, the RX fights back with a seriously stacked features list. Highlights include a panoramic sunroof, 10-way powered front seats with heating and ventilation, electrically folding rear seats (also heated and ventilated in the outboard positions), and a heated, power-adjustable steering wheel. Sound is taken care of by a premium 21-speaker Mark Levinson surround system.

Technology has had a solid upgrade with the 14-inch touchscreen multimedia display, 12.3-inch digital instrument cluster, digital rearview mirror, colour head-up display, live traffic navigation, wireless Apple CarPlay and Android Auto, 4G connectivity, four USB-C ports, one USB-A port and a fast wireless charging pad.

There’s also access to the 'Lexus Connected Services' app, allowing you to remotely lock or unlock the vehicle, pre-set the cabin temperature via three-zone climate control, configure driver profiles and even use your phone as a digital key.

Practical features include keyless entry and start, rain-sensing wipers, dusk-sensing LED headlights, rear sun-blinds, intelligent seatbelt reminders for the first two rows, a child presence alert and a hands-free powered tailgate. However, due to the plug-in hybrid system there’s no spare tyre, just a tyre repair kit.

All Tasmans share the same 2.2-litre four-cylinder turbo-diesel that produces 154kW of power at 3800rpm and 440Nm of torque across a 1000rpm-wide band between 1750-2750rpm, which showcases flexibility that's well suited to hauling and/or towing heavy loads.

This engine is paired with an eight-speed torque converter automatic offering the choice of sequential manual-shifting and five selectable drive modes comprising Normal (default), Eco, Sport, Tow and MyDrive with the latter allowing custom settings.

Under the bonnet the RX450h+ Sports Luxury runs a plug-in hybrid powertrain that pairs a 2.5-litre four-cylinder petrol engine with a CVT auto and dual electric motors - one on each axle. Together, they produce a total of 227kW of power, though Lexus doesn’t quote a combined torque figure.

Still, it’s quick off the mark for a large SUV, with a 0-100km/h time of 6.5 seconds. There’s more than enough grunt for daily driving and overtaking, even if it doesn’t quite match the outright power of its key PHEV rivals.

Kia claims combined average consumption of 7.4L/100km and the dash display was showing 8.3 when we stopped to refuel at the completion of our 591km test, which included suburban, city, highway and backroad driving of which about 120km was hauling its near-maximum payload.

Our own figure, calculated from fuel bowser and tripmeter readings, came in higher again at 9.6 which is still within the usual 2-3L/100km discrepancy between lab-based official figures and real-world numbers. That's also excellent sub-10L economy for a vehicle weighing more than two tonnes operating mostly in urban settings.

So, based on our own consumption figure, you could expect a realistic driving range of more than 800km from its 80-litre diesel tank.

The plug-in hybrid system brings solid efficiency, with claimed fuel use of just 1.3L/100km. In real-world conditions (mostly urban driving with regular recharging) I managed a respectable 4.8L/100km, which makes a strong case for the hybrid set-up.

The fuel tank holds 55 litres and it's worth noting Lexus recommends using a minimum of 95 RON unleaded petrol to fill it.

Using our real-world economy figure you can expect a range in excess of 1100km between fills.

The RX450h+ is fitted with a relatively small 18.1kWh lithium-ion battery, supporting an NEDC electric-only range of up to 65km.

While that’s fine for short daily trips, it’s shorter than you'd ideally want in a family SUV of this size and it lags behind rivals like the BMW X5 and Volvo XC90 in this department.

Charging is simple enough. The RX uses a Type 2 charging port and accepts up to 7.0kW on AC power, which means a full charge takes around 7.5 hours, perfect for overnight top-ups. Lexus also includes an at-home charging cable and second adapter cable as standard, which is a thoughtful touch.

There’s no cabin side-steps but large handles on the A and B pillars assist climbing aboard. People of most shapes and sizes can find a comfortable driving position given its supportive seating, large left footrest and height/reach-adjustable steering wheel featuring a flat top to optimise forward vision and a flat base to provide ample torso room.

It exudes solidity in its engineering and build quality along with excellent steering feel, handling and braking. It also has energetic acceleration and all-round performance.

We trialled the sequential manual-shifting and selectable drive modes but spent most of our test in the ‘Normal’ default setting as it provides the best compromise. It’s also a low-stressed highway cruiser requiring only 1600rpm to maintain 100km/h and little more for 110km/h.

The unladen ride quality is firm, as you’d expect given its big payload rating, but it’s more supple than some other 4x2 one-tonners we’ve tested without loads.

To test its GVM rating we forklifted 890kg into the load tub, which combined with our crew of two equalled a total payload of 1070kg which was only about 50kg below its legal limit.

Under this weight, the large bump-stop rubbers fitted to the rear leaf-springs engaged with the chassis rails above them very early in compression, which eliminated the hard thuds experienced with traditional designs that ‘bottom-out’ over large bumps and through dips.

The Tasman proved to be a competent heavy load-hauler in ‘Normal’ drive mode, maintaining its hearty performance and sure-footed handling with more than one tonne on board.

It also made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, self-shifting down to third gear to easily haul this load to the summit.

Engine-braking on the way down, in a manually selected second gear, was equally strong until the engine reached 4000rpm on overrun (no redline is displayed) and promptly shifted up a gear.

These engine-protection protocols are increasingly common in light-commercial vehicles (both utes and vans) but can spring a surprise when you’re ‘leaning’ on the engine to restrain its payload during steep descents and it suddenly shifts up a gear and starts running away from you. Even so, the Tasman’s four disc brakes easily maintained the posted 60km/h speed limit for the remainder of the descent.

Overall, we struggled to find fault in the driving experience apart from one baffling oversight in cabin design, given the steering wheel’s rim blocks the driver’s view of the climate control screen located between the instrument and multimedia screens.

This is distracting for drivers, given climate control settings are among the most-adjusted cabin functions. Hopefully this will be corrected in future upgrades.

The RX450h+ delivers power that’s pert and prompt, with genuine bursts of acceleration that make driving fun. It’s always ready to go and there's no lag in stop-start traffic - which gives it a lively, dynamic feel around town.

The transition between petrol and electric power is seamless; you hardly notice the switch, which makes for a smooth, refined driving experience. The cabin is impressively quiet, even on the highway, making long trips comfortable and peaceful.

Regenerative braking isn’t adjustable and is subtle enough that many won’t notice it which is likely a plus for fans of traditional internal combustion engines who are making the PHEV leap.

The adaptive variable suspension adds a sporty edge to handling, letting you confidently take corners at speed. There’s some body roll but the RX never feels top-heavy or unsettled.

The steering carries the weight of the SUV but remains well-balanced and responsive. Overall, it’s a well-tuned machine that’s a pleasure to drive.

Maneuverability is a strong suit, too, thanks to a tight 11.8-metre turning circle and a clear, easy-to-use 360-degree camera system. Parking is easy-as-pie, which a lot of drivers will appreciate.

The RX earned a maximum five-star ANCAP safety rating in 2022, scoring highly across all protection categories: 90 per cent for adult protection, 89 per cent for child protection, 89 per cent for vulnerable road users, and 93 per cent for safety assist systems.

Standard safety gear includes eight airbags (dual front, front side, curtains, front centre, and driver’s knee) plus a comprehensive suite of driver aids. Standout features include emergency call functionality, child detection alert, side exit assist, front and rear collision warnings, park assist and emergency steering assist.

Additional tech covers blind-spot monitoring, driver attention monitoring, tyre pressure monitoring, daytime running lights, LED cornering lights, rear cross-traffic alert, lane departure alert, lane keeping assist, traffic sign recognition, and intelligent seatbelt warnings for the front two rows.

Visibility and parking are enhanced by a 360-degree camera system and front/rear parking sensors, while adaptive cruise control adds comfort on longer drives.

The rear seats have two ISOFIX mounts plus three top tether anchors, accommodating child seats safely. Autonomous emergency braking is active from 5.0 to 80km/h for pedestrians, cyclists, and backover and up to 180 km/h for cars.

It comes with Kia’s excellent seven-year/unlimited km warranty, plus 12 months complimentary roadside assistance which is renewed each year for up to eight years if serviced by an authorised Kia dealer.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Capped-pricing applies to the first seven scheduled services up to seven years/105,000km totalling $3971, or a pay-as-you-go average of $567 annually. Alternatively, Kia offers pre-paid servicing packages with cost savings for three, five or seven-year terms.

There are currently more than 160 Kia dealerships across Australia, which also provide vehicle servicing.

The RX comes with a five-year, unlimited-kilometre warranty, which matches its key rivals but isn’t exactly class-leading by today’s standards.

Servicing is handled via a capped-price program, with each service costing $695. The intervals are well spaced at every 12 months or 15,000km, whichever comes first.

This Sports Luxury grade also includes a three-year complimentary 'Lexus Encore' membership, granting access to a handy phone app and member benefits at partners like Westfield and Ampol. On top of that, you get 24/7 roadside assistance for added peace of mind.