Range Rover Evoque VS Lexus RX
Range Rover Evoque
- A design icon once more
- Impressive tech
- Spacious and luxurious
- Feels huge, heavy
- Even more expensive
- Over-complicated options
- Plush Luxury and Sports Luxury models
- Now with touchscreen and smartphone mirroring
- Good value and equipment
- F Sport ride compromised
- Not as dynamic as rivals
- Cabin could have seen more changes
Range Rover Evoque
The original Range Rover Evoque was a victory. It was the right car, in the right place, at the right time.
As the years rolled on though, competitors caught up, and Land Rover launched its stunning Velar in the segment above. The unthinkable had happened. The Evoque looked dated.
At long last, Land Rover has launched the second-generation version. Can it replicate even a fraction of the success of the first? We drove it at its Australian launch to find out if it has what it takes.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Lexus RX is a big seller for the Japanese brand - in fact, it’s the most popular model in the range in Australia, accounting for more than one-in-four new Lexus models sold, and its the third most popular luxury SUV in Australia, too.
So when an updated version of the RX arrives, you can expect there to be some innovations worthy of attention. That’s certainly the case for the 2020 Lexus RX.
You might be able to pick the facelifted model by its styling changes, but only if you’re a trainspotter - the luxury large SUV hasn’t changed a whole lot since in launched in Australia in 2015.
Read on to find out what has changed, and whether the updated RX argues a strong case against its high-end, high-riding rivals.
Range Rover Evoque7.8/10
The second-generation Range Rover Evoque is a lot of things. It’s stunning to look at, better to drive, more practical, and more luxurious than ever before.
While it’s also hugely expensive and has lost some of the charm that came with its once-small visage, it achieves something far more important for the Evoque name, and that’s keeping it relevant in an increasingly congested luxury space.
Do you think the second-generation Evoque has reclaimed its ‘design icon’ throne? Share your thoughts in the comments below.
Also check out Andrew Chesterton's thoughts from the Evoque's international launch.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
The updated Lexus RX 2020 model brings some attractive additions and offers a number of compelling arguments against the German rivals it chiefly competes against.
The hybrid versions are truly efficient and impressive, but it’s the entry-level RX 300 Luxury that stands out as the potential value winner of this range.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Range Rover Evoque9/10
Put simply – the Evoque has returned to put competitors back where they belong. It is truly stunning for an SUV. To my eyes, at least, it has dethroned the Volvo XC40 as the most attractive small SUV on the market.
Sure, it’s more Victoria Beckham than Bear Grylls, but the Range Rover brand has crept beyond upmarket from its hose-out interior roots – and the Evoque owns it.
Land Rover has managed to morph the seamless, slick lines of the Velar onto the Evoque's petite and chunky frame. Design touches like LED headlights (now standard), contrast bodypanels and flush doorhandles add to this car’s stunning visage as you get closer.
Still, it’s undeniably an Evoque and has held onto design pillars like the ‘high beltline’ that rides from the headlamps to the tail-lights and descending roofline.
Inside, the Evoque has also continued to push upmarket with leather-trimmed surfaces from the base S up. It still has the signature chunky door inserts with recessed handles and window/mirror controls and has lovely seats no matter the grade with a premium-feel raised centre console stack.
It’s also in the centre where the Evoque has gained the elegant ‘Touch Pro Duo’ set-up from its larger sibling the Velar, totally de-cluttering the space.
Smart design touches are abound with well-textured and hidden storage areas throughout.
It all looks incredible, but there are a few downsides worth noting. The Evoque now has the huge steering wheel from the rest of the Range Rover range, making the helm feel more cumbersome than it was in its predecessor, and the abundance of gloss surfaces results in a potentially glare-heavy and difficult to keep clean cabin.
Don’t like the cars in the pictures? No problems, Land Rover offers no less than 17 different interior trim packages with five different textured highlights and numerous headlinings and wheel trims for pretty much any taste.
While a number of luxury SUVs play it relatively safe when it comes to styling, the Lexus RX plays from a different angle in the segment. Angles. Yes, there are plenty.
The styling changes are subtle unless your eye is tuned to the finer details. Things like the different shaped inlays for the spindle grille, the slightly reshaped bumper bar with integrated cornering lights, the new headlight internals… but at a glance, it looks pretty similar to before, albeit a little broader looking due to the horizontal emphasis on the front-end design.
How does that translate to interior dimensions? The interior photos should give you an idea, but there’s been a bit of work done for the three-row models to improve the back seat space.
The rear has seen small changes too, with L-shape tail-light inlays, and revised lower bumper design to again broaden the look of the car.
There’s not much to tell the difference in profile, other than new wheel designs (18s on the entry car, 20s on the high grade versions). The profile gives away the difference in dimensions when you compare the five- and seven-seat models. The five-seater is 4890mm long, while the L model is 5000mm from tip to tail. Both models size up at 1895mm wide, and the five-seater is 1690mm tall - the same height as the 350 L model. The 450h is 1685mm tall, and the L models are 1700mm high.
One thing is for sure - the smaller RX model pulls off its sharp-edged sheetmetal look a bit better than the L versions. But what about interior dimensions? The interior photos should give you an idea, but there’s been a bit of work done for the three-row models to improve the back seat space.
Range Rover Evoque8/10
The Evoque is on a heavily updated platform with its very bones having been altered to future-proof it for hybrid drivetrains.
This has resulted in a 20mm increase to its wheelbase, which is reflected directly into its now-gigantic cabin.
Aside from the invasively large steering wheel, the driver is greeted with an airy and spacious cabin with plenty of room for elbows across the thick centre console and chiseled out door cards.
Almost every surface greets you with a soft material, although the window line is quite high, making resting your arm there impractical.
There are storage spaces everywhere. Bottle holders in the doors, cupholders in the centre console, a massive top-box with a split opening and power sources within, a decently-sized glove box and a huge trench hidden underneath the second-screen.
The designers have had the foresight to put lovely textures on the base of storage surfaces to prevent items like phones, wallets and even pens from finding their way onto the floor.
Rear passengers are greeted with no shortage of legroom, dual rear air-vents, pockets on the back of the front seats and trenches in the doors.
Seat trim and comfort are easily as good as the front seats, and despite the declining roofline, headroom is plentiful for someone my size (I’m 182cm tall).
An odd annoyance I noted was the lack of handles above the doors. Almost every car has these. Not sure why this one doesn’t.
Don’t be deceived by the Evoque’s squashed rear window. I found on my test drive its surprisingly easy to see out of it, and then, there’s the boot.
The boot is truly gigantic, the Evoque’s new platform has made it 20cm wider than it was before, but it’s the volume that’s staggering. At 591 litres with the rear seats up it easily pulls punches with SUVs a size up.
There’s also an elastic belt and netted area for securing small objects. There are a few small catches to this voluminous space, and that’s that the rear seats don’t fold fully flat, making for a smaller total space and there’s only a space-saver spare wheel on offer under the boot floor.
The biggest news here is that the media unit is now a 12.3-inch touchscreen. Rejoice! You don’t need to use the horrible trackpad controller anymore… but you can if you want to. It has capability for both. And it now has Apple CarPlay and Android Auto, which is also new to Lexus.
Of course it works a lot easier than the old one, plus there are four additional USB ports added to the cabin for all variants - making a total of six! - and all models also get paddle shifters on the steering wheel now, too.
Other elements of the cabin are pretty untouched - there are still plenty of buttons below the screen, plus decent storage consisting of cup holders between the front seats (and in a fold-down arm rest in the rear), plus there are cup holders in the third row for those models, too. There are bottle holders in the doors, and a few loose item storage bins (including a wireless phone charger in front of the shifter).
The seats are very comfortable (more so in the Luxury and Sports Luxury versions - the F Sport has firmer seats that aren’t as cushy) and offer good adjustment for taller occupants. The electric steering column adjustment is a nice touch, too.
Rear seat space is fine for adults and good for little ones. There’s decent headroom in models without the panoramic roof (the big glass ceiling does eat into space a bit), while knee-room is good across the board. Toe room is tight.
The second row can be slid fore and aft to improve space in the boot, or allow more space for those in the third row (if equipped). The rearmost seats now have a bit of adjustment as well, though still are best considered bonus seats for kids.
The luggage capacity varies depending on the model. The five-seat versions of the RX have a claimed storage space of 506 litres to the top of the back seat (or 453 litres to the cargo blind, as previously stated), while the seven seat model has 176 litres behind the third row seats, and 591L when the rearmost seats are folded down. You might want to consider a roof rack system for the roof rails if that boot space isn’t big enough.
The storage space includes a cargo cover (or retractable tonneau cover), and you can option a liner if you so choose.
Price and features
Range Rover Evoque8/10
Now this is a tough one, because to its credit, Land Rover has made many of the essential items standard. That having been said, as I’m writing this I’m looking at an options list that’s 15 pages long.
There’s also the fact that once you consider the three trim levels, six(!) engines and two body options you’re left with a monumental 26 possible permutations of this car – and that’s before you start delving into those options.
To break it down, the Evoque has three familiar grades. The S, SE and HSE. From there you pick an engine.
The entry-level S, starting at $62,670 (before on-road costs) can only be had with the base four engines (P200, P250 petrol, D150, D180 diesel) and comes standard with 18-inch alloy wheels, a 10-inch multimedia system with Apple CarPlay and Android Auto support as well as built-in sat nav, leather interior with 10-way electrically adjustable front seats, manually adjustable climate control, a six-speaker stereo, auto-dimming rear view mirror, a reversing camera as well as front and rear parking sensors.
Stepping up to the mid-spec SE from $68,610 gives you the choice of all six (P200, P250, P300 petrol, D150, D180, D240 diesel) engines.
It has all the equipment of the S but with the addition of the ‘Touch Pro Duo’ second multi-function touchscreen controlling all the vehicle functions, ‘premium’ LED headlights with auto-high beam control, 20-inch alloy wheels, 14-way electrically adjustable front seats and a digital dashboard.
The top-spec HSE costs from $90,230, and can be had with only the top two engines (the P300 petrol and D240 diesel). It includes everything from the SE, as well as a more sophisticated “active driveline” all-wheel drive system, capable of sending all of the engine’s torque to any one wheel, powered tailgate, differently-styled 20-inch alloy wheels, upgraded 'Windsor extended leather' interior trim, 'Atlas bezel' steering wheel (a metal liner), the ‘ClearSight’ interior rear view mirror, 10-speaker premium audio system, and keyless entry.
From there you pick whether you want the sporty R-Dynamic body-kit at a cost of $1680 on any grade and then start ticking boxes on the expansive options list.
Items notably excluded from the standard features list on any grade like an electronically adjustable steering column and DAB+ digital radio are present, but are pricey options. As are bespoke interior trims and 16-way electronically adjustable heated and cooled premium leather seats.
Almost any feature can be had on any grade as an option. If you really want you can have a base S with premium leather seats and huge wheels. There’s something to be said for how customisable the range is, but with so many options it makes ordering a car overwhelming.
The now-expected active safety items are now standard from the S up, but an option any grade should have ticked is the ‘Driver Assist Pack’ (costing between $2840 on the S to $490 on the HSE) which includes the rest of the suite at a reasonable cost.
For a limited time, Land Rover is offering a ‘First Edition’ with either of the mid-spec engines, the D180 and P250 at $91,550 and $91,300 respectively.
They have the lion’s share of options boxes ticked for you and essentially include items like the R-Dynamic and black contrast packs for free. Although at the top-end of the price scale, when you consider the inclusions, they aren’t bad value.
It has to be said that although the Evoque range can be specified to any buyer’s imagination, Land Rover has managed to make an already expensive small SUV even more expensive, placing it in another price league altogether when tallied up against the Audi Q2 (from $41,950), BMW X2 (from $46,900) and Mercedes-Benz GLA (from $44,700).
How much does the Lexus RX cost? Well, that varies depending on the model in the range, as there’s an extensive price list to consider, here.
There are three grades of Lexus RX - the entry-level Luxury, the athletically-intent F Sport, and the plush Sports Luxury flagship.
And then there’s the question of how many seats - because depending on the grade, you can go for a seven-seat version of the RX with a now-adjustable third row seat setup.
So yes, it’s a bit complicated, but the table below should help you figure out the model comparison for yourself:
Price (RRP - before on-road costs)
RX 300 Luxury
RX 300 F Sport
RX 300 Sports Luxury
RX 350 Luxury
RX 350 F Sport
RX 350 Sports Luxury
RX 450h Luxury
RX 450h F Sport
RX 450h Sports Luxury
RX 350L Luxury
RX 350L Sports Luxury
RX 450hL Luxury
RX 450hL Sports Luxury
Wondering if you should compare the Luxury vs the F Sport for your needs? Here’s a rundown of the trim levels and standard features in each.
The Luxury grade gets 18-inch alloy wheels, LED headlights and daytime running lights (with auto on/off function and auto high-beam), front cornering lamps, rains sensing wipers, and a power tailgate with kick-to-open function.
Inside, Luxury models have the new 12.3-inch touch screen infotainment display with Apple CarPlay and Android Auto, along with a GPS navigation system (sat nav), DAB digital radio (as well as CD player and AM/FM radio), Bluetooth phone and audio streaming, a 12-speaker sound system, six USB ports (four front, two rear), wireless phone charging, smart key entry and push-button start, power adjustable steering column, climate control air-con and rear privacy glass (tinted windows). It runs a fake leather trim standard, and yes, there is a sunglass holder.
The step up to F Sport and Sports Luxury grades now sees adaptive LED high-beam headlights using “blade scan” technology fitted - they don’t shine the light at the road, rather at a mirror that spins at up to 12,000rpm and, according to the brand, boosts brightness and reach compared to conventional LED units. These variants run on 20-inch wheels, too.
F Sport and Sports Luxury models also gain adaptive variable suspension, plus they get leather interior trim (with sports seats in the F Sport) with heating and cooling for the front seats. The rear seats have retractable sunshades.
Being the sport edition, the F Sport features additional bracing front and rear for “an even more dynamic character”, with sports suspension, a Mark Levinson sound system with 15 speakers, and a 360-degree camera display.
Top-spec Sports Luxury versions further add power-adjustable rear seats, second-row seat heating and semi-aniline leather upholstery. No heated steering wheel or rear seat entertainment system, though.
Want more? There is a premium package - or Enhancement Pack, in Lexus speak - for Luxury variants which adds a panoramic sunroof on five-seat models or a smaller moonroof on seven-seaters, among other niceties. The cost and additional equipment varies depending on the model. You might need to shop around for rough-and-tumble accessories like a nudge bar, bull bar, rubber floor mats or less shiny rims.
Colour choices (or colors, as your autocorrect may insist) across the RX range include black, white, red, blue, silver, gold, grey and brown (bronze), plus there’s now a lovely green hue, too. You can choose between four different interior colour combos, as well.
Safety levels are up across the board - read the section below for more.
Across the board there is good value here, but that’s especially the case in the entry-grade RX 300 Luxury.
Engine & trans
Range Rover Evoque7/10
As previously mentioned, the Evoque has almost too many engine options. There are three petrols and three diesels, ranging from so-so to perhaps overpowered in the case of the P300.
Starting with the diesel the entry-level engine offered on most grades is the D150 which offers 110kW/380Nm, you can then step up to the mid-spec D180 which ups those figures to 132kW/430Nm and then to the top-spec D240 which offers 177kW/500Nm.
On the petrol side, things kick off with the P200 at 147kW/320Nm, then there’s the P250 with 183kW/365Nm and, finally, the top-spec P300 which has a rather silly 221kW/400Nm.
The top two engine options also offer a mild hybrid 48V electrical system which is capable of cutting the engine under 17km/h and feeding power back into auxiliary systems, although it is not capable of running the car under its own power. The brand says the system allows for a six per cent reduction in fuel consumption.
To make things more complicated, a three-cylinder mild-hybrid and plug-in hybrid variants are expected to join the line-up some time in 2020.
If engine specs are your thing, prepare yourself! We’ve got the outputs and ratings for each of the powertrains here.
The entry-level RX 300 models run a 2.0-litre four-cylinder turbo petrol engine, with 175kW of power (at 4800rpm) and 350Nm of torque (at 1650-4000rpm). It is front wheel drive only, and comes with a six-speed automatic transmission. There is no manual transmission available.
Stepping up in engine size and horsepower is the RX 350, which has a 3.5-litre petrol V6 engine producing 221kW (at 6300rpm) and 370Nm (at 1650-4000rpm) in five-seat guise, while the seven-seater has slightly less power due to packaging constraints on the exhaust system - it has 216kW and 358Nm. RX 350 models have an eight-speed automatic transmission and all-wheel drive (a clever AWD system that mainly drives the front wheels but can add rear wheel drive when necessary - it’s not a serious 4WD / 4x4 system aimed at off road capability).
The RX 450h adds an electric motor and battery pack to the mix, with the 3.5-litre V6 engine and nickel-metal hydride battery back teaming with a 50kW electric drive rear motor. The combined power output of the hybrid is 230kW, but Lexus doesn’t specify a combined torque figure. It is AWD and uses a CVT with six-step ratios.
The kerb weight varies depending on the model, with RX 300 variants between 1890-1995kg, the RX 350 five-seater models between 1980-2090kg and seven-seaters between 2090-2150kg, while the RX 450h’s extra powertrain hardware means it weighs between 2105-2210kg (five-seat) and between 2220-2275kg (seven-seat).
The gross vehicle weight (GVW) ranges from 2500kg for the RX 300, 2575kg for the RX 350 five-seater (2720kg - seven-seater), and 2715kg (2840kg - seven-seater). So, be wary if you have a heavy family.
Planning on having a tow bar or tow hitch receiver fitted? The braked towing capacity for the RX 300 is just 1000kg, while the RX 350 can cope with 1500kg and so can the 450h… but the 450hL model is unable to tow.
Want a diesel RX? What about a plug in hybrid or LPG model? None of those are available at the time of writing.
Range Rover Evoque8/10
The Evoque has reasonable official claimed/combined consumption figures across all its engine options. Diesel engines are more impressive consuming 5.1L/100km for the base D150, 6.8L/100km for the D180 and 6.3L/100km for the D240.
Petrols are not quite as good, with stated figures of 8.1L/100km for the P200 and P250 and 8.2L/100km for the P300.
Every new-generation Evoque has a 65-litre fuel tank.
Fuel economy is yet another consideration, and while there is a hybrid model, there are no fuel-sipping hybrids… plus Lexus’s turbo petrol doesn’t claim as low a figure as some of its rivals. There is an eco mode in each of the models.
For instance, the RX 300 claims fuel consumption of 8.1 litres per 100 kilometres, while the RX 350 is said to use 9.6L/100km for the five-seater and 10.2L/100km for the seven-seater.
The hybrid RX 450h five-seater claims fuel use of 5.7L/100km, and the seven-seat RX 450hL is said to use 6.0L/100km.
Fuel tank capacity is 72 litres for the RX 300 and RX 350, while the RX450h variants have a smaller 65-litre tank - that shouldn’t affect your potential mileage per tank though, because it uses less fuel.
Note: you need to use 95RON premium unleaded, no matter the model.
Range Rover Evoque8/10
This Evoque is better to drive in almost every way compared to its predecessor. It’s smoother, more confident in corners, more composed on rough terrain, and some combination of the new engines and re-calibration of the nine-speed auto has made most of the turbo-lag issues reported on its predecessor a thing of the past.
Unlike many SUVs, the Evoque doesn’t suffer from the feeling of impending understeer, and it’s surprisingly capable when trudging along unsealed roads and even off-road tracks.
Although there’s no mechanical control of a low-range gearbox, Land Rover’s computer-controlled Terrain Response 2 system might surprise you as to how capable it really is, especially on the top two engine variants with their enhanced torque vectoring abilities.
Diesel engines in particular are surprisingly quiet, and while it could be argued that the P300 petrol engine is overpowered for something this size, it was genuinely difficult to get the wheels to lose traction on tarmac.
One criticism I would level at this new Evoque is that in its quest to become the most practical small luxury machine on four wheels, it’s lost something along the way. It’s so big and heavy now it feels as though you’re just driving a cropped down Velar.
That’s all very luxurious, but I’ll miss the nimble, agile feeling that was a large part of what made the first Evoque so endearing.
The company claims it has made a lot of changes to what’s under the metalwork of the RX, and I can tell you the results are a bit varied.
The revisions to the chassis - thicker stabiliser bars and softer suspension, revised bearings, retuned electric power steering, a new torque vectoring by braking system - generally make for a more enjoyable and comfortable drive experience. But that wasn’t really the case in one of the grades I drove.
It has to be said, though, that my time at launch was spent in the RX 450h Sports Luxury, which gets a plush adaptive suspension tune on the 20-inch wheel package, and also the RX 300 F Sport, which likewise runs 20s but has a firmer suspension setup with extra body stiffening.
What it meant was the two felt vastly different - the F Sport felt overly thumpy and fiddly over rippled or lumpy sections of road where the front suspension felt flummoxed. We didn’t do an off road review, but there was a long, patchy driveway on the road loop where the RX 300 F Sport didn’t feel at home at all. Ground clearance is 200mm for most models, while the 450h is 195mm.
That said, the RX 300 F Sport was perfectly fine on the freeway back to Sydney, and decent on slow-moving city streets, too.
On the other hand, the RX 450h was generally more composed, sedate in its actions, more measured in the way it handled bumps. Even without air suspension (as many rivals offer), the Sports Luxury model was a more Lexus-like experience - even if there is more noticeable road noise because the powertrain is so quiet.
The retuned steering offers a lightness that makes it feel easy to drive, and the turning radius (aka turning circle) is 11.8m, which is decent for a car of this size (no matter whether you get the smaller alloy wheels or the larger chrome wheels). Oddly, though, the lock-to-lock movement feels very hard to judge.
When it comes to performance figures, the hybrid versions have the edge. The 0-100 time for the five-seat RX 450h version is 7.7 seconds, while the five seater RX 350 claims 8.0sec and the RX 300 is said to do the sprint in 9.2sec. The L models are slower (RX 450hL - 8.0sec; RX 350L - 8.2sec).
The RX 450h felt effortless to drive - admittedly relaxed, and not exactly fun, but sorted and comfortable and predictable enough.
The overall impression for the drive experience in the updated RX range at launch was somewhat limited, as we didn’t get a chance to drive the biggest-selling RX 350 model, which accounts for about half of all RX sales here. A shame, too, because we get the feeling it’d be the sweet spot for a lot of people.
Range Rover Evoque8/10
Thankfully there’s the ‘Driver Assist Pack’ which bundles all the active safety items into one reasonably-priced place. It costs between $2840 on the S to just $490 on the HSE and is easily the best value item on the options list.
The Evoque scored a maximum five-star ANCAP safety rating in time for its launch, which applies to all variants.
There are six airbags and the rear seats benefit from ISOFIX child-seat mounting points on the outboard seats and top-tethers across all three positions.
The safety rating of the Lexus RX range hasn’t changed since it was tested back in 2015, when it scored the maximum five-star ANCAP score. The criteria for achieving that score has shifted over the years, but the brand has improved safety equipment on all models in the RX range.
Features on all models include autonomous emergency braking (AEB) that works at high and low speeds with day/night pedestrian detection and daytime cyclist detection, plus every model has adaptive cruise control, lane trace assist (an evolution of lane keeping assist and lane departure warning that aims to keep you centred in your lane). Blind spot monitoring, rear cross-traffic alert and a new “parking support braking system” incorporates rear AEB for static and moving objects into the mix, too.
There’s also traffic sign recognition, and every Lexus RX has 10 airbags (dual front, front side, driver and passenger knee, rear side and full length curtain).
There are dual ISOFIX baby car seat anchor points and three top-tether restraints in all RX models, while models with a third row also get an additional top tether.
The entry-level Luxury model gets a reversing camera with front and rear parking sensors, while the F Sport and Sports Luxury variants add a 360-degree camera. No model has semi-autonomous parking assist.
Where is the Lexus RX built? Japan is the answer.
Range Rover Evoque6/10
Land Rover offers a three-year 100,000km warranty which is frustratingly short, though if you believe what BMW has to say on the matter, this won’t bother premium buyers.
Still, with Volkswagen now offering a five-year warranty, the pressure will hopefully mount on premium automakers to start offering a little more in this space.
Land Rover does offer 24 hour roadside assist for the length of the warranty.
The new Evoque has condition-dependent servicing, meaning the car’s on-board computer will notify you when it’s time to have it serviced. This will happen at least once every 12 months.
This car’s predecessor allowed you to add service packs of up to five years at the time of purchase, as well as an optional extended warranty. We’ll seek clarification and pricing on these and update this story when we have confirmation on both.
Lexus continues to resist offering a capped price servicing plan in Australia, and still doesn’t have a pre-pay service plan like all of its rival luxury brands. It’s a shame you can’t include a maintenance cost in your car finance, as that’s one of the big advantages of a pre-pay plan.
That might factor into your ownership decision, but indicative costs for servicing are about what you’d expect for a large luxury SUV. Read our Lexus service cost story here.
Service intervals for RX models are every 12 months/15,000km - and you when it’s time for a service you can either get a free loan car, or have your car collected and returned to your home or office when a service is required.
While the likes of Audi, BMW, Mercedes and Volvo are all still running a three-year/unlimited kilometre warranty plan, Lexus has a four-year/100,000km plan. Hey, you could consider that an extended warranty based on the status quo! There’s the same cover for roadside assist, too.
If you’ve got concerns over common problems, complaints or issues, whether there have been transmission problems or issues with the engine or suspension - or if you just want to know our reliability ratings and resale value projections, you can head to our Lexus RX problems page.