Lexus LX500D vs Lexus RC300

What's the difference?

The Lexus LX550d Overtrail holds plenty of appeal for those who’d like to bookend a work week of refined daily driving with a weekend of fun and adventure undertaken in style.

With a full complement of standard features, as well as offering premium comfort and understated design, the Overtrail makes a lot of sense as a potential purchase.

It’s luxurious on the road, capable off-road and the Overtrail holds up quite well if cross-shopped against the likes of Land Rover Defender, Toyota LandCruiser 300 or Nissan Patrol.

Still a rock-solid option in the (admittedly not massive) premium-coupe space, the Lexus RC looks and feels like a quality product. The 2018 update has addressed any safety shortcomings, even if the interior technology still feels a touch behind the times.

But an out-and-out performance car this ain't. Even in cars fitted with the big V8 engine, the RC behaves more like an effortless grand tourer than it does a performance coupe. But if we're being really honest with each other, that only serves to make it much easier to live with.

The LX500d Overtrail is 5100mm long (with a 2850mm wheelbase), 1990mm wide, and 1895mm high. It has a listed kerb weight of 2690kg.

It has an almost straight-up-and-down, old-school appearance, and leans more towards the retro-cool end of the design spectrum rather than the sleek end – and that styling, which is THE Overtrail look based on the GX Overtrail, works.

Adding to this 4WD wagon’s overall large-and-in-charge presence are its big front grille, bulging wing mirrors, side steps and those all-terrain tyres.

The Overtrail has black exterior touches (door handles and mirrors, window mouldings, wheel-arch trims), black front and rear bumpers, and bridge-type roof rails that top off its rugged look and further set it apart from its LX stablemates.

There are a lot more identifiably-Lexus, premium-style touches going on inside the Overtrail, including Overtrail-specific premium leather-accented front seats with Monolith colour stitching, Ash Sumi Black ornamentation, a plethora of soft-touch surfaces and a helpful does of durable plastic.

Yes, yes - eye of the beholder and all that business. But for mine, the RC looks terrific. We cycled through two models, the RC350 and the performance-focused F Sport, and both cut a fine and athletic figure on the road.

Front on, the pincered grille dominates the view, sweeping back into bonnet, and stretching to the lowest corners of the front end, while a flared-lip body kit runs the length of the body. Special mention also goes to the cat-claw swipes that live behind the rear wheels.

The regular RC models make do with twin exhaust tips, while the F Sport range scores quad pipes, separated by a slinky rear diffuser, and the rear spoiler is an integrated lip that forms part of the boot. Cooler still, the Carbon Edition adds lightweight elements, like a carbon-fibre roof panel and an active rear wing - with about 6.6kg shaved off the kerb weight.

Climb inside, and you'll find a quality - if slightly dated interior - with soft leather seats, carbon-effect trim elements and a new, 10.3-inch screen in the centre of the dash.

As you can see from our interior photos, though, some elements do now feel a little behind the times. The door panels feel harder than I'd like, almost as if a thin-piece of leather has been stretched over hard plastic, and the control unit in the middle of the cabin is awash with hard black plastic, and the knobs mounted on it feel a touch cheap and non-premium, too.

Overall, the interior is functional, the build quality is impressive and this is a Lexus so, of course, there are lashings of prestige.

For starters, the seats are comfortable. The 2026 Lexus LX500d Overtrail has a 10-way power-adjustable driver’s seat, and an eight-way power-adjustable front passenger seat and both have four-way Lumbar power adjustment and massager.

The second-row seats in this five-seater are in a 60:40 split folding configuration and are also on the right side of comfortable, which is not always necessarily the case in a 4WD wagon.

The 12.3-inch multimedia touchscreen system dominates the upfront layout and shows navigation, your smartphone desktop, reversing camera view, etc and when off-roading it displays multi-terrain monitor showing the road surface and other conditions.

Underneath that main screen is a 7.0-inch touch display that displays drive modes, adaptive variable suspension, air-conditioning controls and the like.

Both are easy enough to use without hassle.

The driver also gets a head-up display, projected onto the windscreen right in front of the driver, but say hoo-roo to that info once you’ve donned polarised sunnies.

The Overtrail has a powered sunroof/moon roof, whatever you want to call it.

It has plenty of charge points – including two USB-Cs upfront and two for the second-row passengers, and a wireless phone charging pad in front of the cooled centre console – and there are 12-volt outlets front and rear, and a 220V outlet in the rear cargo area.

There are numerous cupholders – upfront and in the second-row armrest – and bottle holders in the doors.

The five-seater Overtrail’s rear cargo area has a 220V/100W socket (to run camp lights, fridge etc), a cargo blind, tie-down points and cup holders on both sides, left over from the seven-seat layout.

Rear cargo space is listed as 1109L with all seats in use, and cargo space is 1960 litres if the second row is folded down.

The rear tailgate is powered and lifts to open rather than swings to the side as the barndoor-style doors do.

Minor gripe: You’d think with the amount of cash you spend on an Overtrail that Lexus would equip the off-road-focused LX with rubber floor mats because its interior should be ready to cop more than its fair share of dirt, sand and mud during its driving days.

Now look, if you see a future filled with trips to Bunnings or ferrying the troops to soccer training, the RC is not for you. It's a two-door, four-seat coupe - and those two rear seats couldn't be less helpful for adult-sized humans if they'd been painted on.

Its dimensions measure 4695mm in length, 1840mm in width and 1395mm in height, but most of that space is focused on the front-seat riders, where your surrounds feel sporty-snug, but not claustrophobic.

Up front, that cursed mousepad control system is still in full flight, but the screen it controls is now bigger. There are two cupholders to be shared between front-seat folks, as well as the usual compliment of USB and 'aux' connections. And even a CD player, for that matter.

Climb into the back, which is no easy task in and of itself, and you'll find the space cramped for anyone but kids. But while it's tiny, it's clever. Deep cut-outs in the rear of the front seats mean more room for your legs. Headroom, however, is a problem, and my (I'm 176cm) head was touching the roof.

There are two cupholders, at least, but - surprisingly - little in the way of entertainment connections. You will find an ISOFIX attachment point in both of the rear seats.

The boot opens to reveal a fixed 423 litres of space, which is handy enough for weekends away. Predictably, though, extra practical accessories are fairly limited - you can forget optional roof racks.

As it is with most of the Lexus range, the RC model comparison is pretty straightforward. You need to pick your engine (300 or 350) and then choose your trim level (how much you want to pay), be it Luxury, F Sport or Sports Luxury. Only the RC F model line differs, because here you can choose from the base RC F trim, or the more expensive RC F Carbon.

Engine and kit aside, the RC family is the same basic set-up; four seats, two doors and coupe styling. The rest, then, depends on your intended price range.

Entry-level Luxury cars - $65,400 for the 300, $68,400 for the 350 - arrive with 18-inch alloy wheels, LED headlights and fog lights, leather trim, standard  navigation, heated and ventilated front seats, dual-zone climate and keyless entry with push-button start.

Step up to the F Sport Trim - $74,700 for the 300, $77,700 for the 350 - and you'll get bigger 19-inch alloys, a better Mark Levinson stereo and rain-sensing wipers.

Finally, the Sports Luxury models - $84,900 for the 300, $87,900 for the 350 - get better seats, some fancier cabin furniture and a moonroof. All the RC models get a new 10.3-inch screen (but no Apple Car Play/Android Auto).

Step up to the the V8-powered RC F models - $138,100 for the base model, $152,300 for the RC F Carbon - and you'll add adaptive variable suspension and an improved safety package that we'll come back to under the Safety sub-heading. The Carbon variant - predictably - gets a carbon-fibre roof panel, active rear wing and some carbon-fibre interior trim elements.

On the colour palette, the regular RC range is available in 'Sonic Quartz' (white), 'Mercury Grey', 'Premium Silver', 'Sonic Titanium' (another silver), 'Onyx' (black), 'Graphite Black' and 'Infrared' (red). The performance-flavoured RC F cars nab some extra choices, including 'Cobalt Mica' (blue), 'Lava Mica' (orange) and the brand's new hero colour, 'Zinnia Yellow'.

A moonroof (or sunroof) is standard fit on the RC F models, as well as the Sports Luxury trim, while it's a cost option on the cheaper cars. Speaking of which, you'll find all sorts of goodies in the accessories catalogue, including unique floor mats.

Each price listed is the RRP, of course, so you'll be paying more in on-road expenses. But you knew that already, right?

Our test vehicle has a 3.3-litre turbo-diesel engine – producing 227kW at 4000rpm and 700Nm at 1600-2600rpm – a 10-speed automatic transmission and a full-time 4WD system.

This is a big wagon so it takes some encouragement to get going off the mark – it is sluggish rather than zippy around town – but once underway on an open road, especially on a highway, it punts along nicely.

I drove the seven-seater Lexus LX600 Sports Luxury – with a 3.5-litre petrol engine (305kW and 650Nm) – immediately after this test and – with the same dimensions, but 10kg lighter than the Overtrail – it’s more punchy off the mark.

The Lexus LX500d Overtrail has a variety of drive modes including Custom, Comfort, Eco, Normal and Sport S and Sport S+ for on-road driving.

It has front and rear locking diffs, and Multi-Terrain Select (MTS) drive modes for off-roading. Those modes include Auto, Sand, Mud and Rock. Each off-road driving mode adjusts throttle response, transmission shift patterns, wheel-slip control, engine power delivery and braking to best suit the specified terrain.

The more you spend, the more you get. Spring for the 300, and you'll find a 2.0-litre turbo engine nestled under the bonnet, good for 180kW at 5800rpm and 350Nm at 1650rpm. It pairs with an eight-speed automatic, and shuffles power to the rear wheels.

Step up to the 350-badged cars and your engine specs improve accordingly. You'll now find a 3.5-litre V6 motor providing the horsepower, good for 232kW at 6400rpm and 380Nm at 4800rpm. The gearbox (eight-speed auto) remains the same, and the power is still sent to the rear axle.

The pick of the power bunch, though, is the 5.0-litre V8 engine nestled in the RC F cars. It'll fire 351kW at 7100rpm and 530Nm at 4800rpm toward the rear wheels - more than enough to shift the 1820kg (tare) weight. It's paired with an eight-speed automatic, or what the Lexus spec sheet refers to as a "Sports Automatic".

There is no AWD or manual transmission option anywhere in the range, and for specific oil type etc, consult your owner's manual.

Official fuel consumption is listed as 8.9L/100km (on a combined cycle), but on this test, I recorded 12.8L/100km.

The Overtrail has 110L fuel capacity (80L main tank, 30L sub tank) so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 860km from a full tank.

However, as with any vehicle, once you’ve loaded it with real-world burdens (e.g kids, dogs, camping gear etc) you’ll soon see fuel-use figures increase.

Let's start from the top, shall we? There is a price to pay for power, and the V8-powered Lexus arrives with its claimed 10.9L/100km on the combined cycle. That's quite a lot, and it's a number that will surely only worsen if you drive the RC F the way that you really should drive it.

Things improve with the 3.5-litre capacity engine, recording 9.1L/100km on the same cycle, while the 2.0-litre engine will return 7.3L/100km.

There is no diesel engine anywhere in the range, and the fuel-tank capacity across the board is 66 litres, with 95RON fuel required.

On-road, the Overtrail is impressive: refined, comfortable, unstressed and it offers up controlled ride and handling.

The Overtrail sits nicely on sealed road surfaces – it has a wide wheel track and long wheelbase – and it maintains that composed posture even on gravel or dirt tracks.

It does exhibit some body-roll when pitched through country bends but in a large 4WD wagon that characteristic is no real surprise.

Ride quality is impressive and the suspension set-up, including the Overtrail’s adaptive variable suspension which adjusts damping force according to the drive mode selected, manages to smooth out the worst of most surface irregularities. Active height control is worth mentioned here because it's designed to optimise the spring rate to keep this wagon stable during turning, acceleration, and braking.

The 3.3-litre turbo-diesel engine and 10-speed auto are a smooth combination producing plenty of power and torque across a broad rev range.

It's mostly quiet in the cabin though wind noise does emanate from the chunky wing mirrors.

One thing I’m not a big fan of is the digital rear-view mirror. I understand the reasoning behind it as it helps establish visibility where you may not have it – for example, if something you’ve packed in the rear blocks your vision, or a second-row passenger’s massive head blocks your vision – but the slightly distorted view depicted on the mirror isn’t altogether helpful and tends to push me into headache territory on longer drives. That’s my story and I’m sticking to it. Maybe my old eyes need testing?

So, how does the Overtrail perform off-road?

Well, you’d expect it to go pretty well, especially as it is equipped with front and rear locking diffs, and a raft of off-road drive modes.

And it does. Mostly.

Steering is nicely balanced and the driver is afforded so much visibility of the track ahead that, even with a massive bonnet in front of you, it’s easy to get your wheel placement spot-on. The Overtrail also has a 360-degree camera system, so that maximises your chances of putting the vehicle on exactly the correct line.

Courtesy of its off-road modes, diff locks etc, the Overtrail drives with impressive composure through most off-road situations, whether that’s along corrugated dirt tracks, up steep rocky hills or through shin-deep mudholes.

It offers a reasonable amount of wheel travel for a large wagon and it has decent all-terrain tyres – Toyo Open Country (265/70R18) – and they provide plenty of grip on a variety of surfaces: sand, loose gravel, shale, even rain-soaked mud which can be very slippery and can quickly fill up tyre tread.

The LX500d Overtrail has 205mm ground clearance which is industry standard for a larger or upper large SUV, but it isn't great for a vehicle that’s intended as an off-road machine. However, worth mentioning again here is the addition onboard of active height control, which automatically adjusts vehicle height – Normal, High 1, High 2, and Low (for easy ingress and egress) – to match the drive mode you select and the driving conditions at any time.

And while the off-road angles – approach (23 degrees), departure (22) and rampover (22.7) – aren’t fantastic, those measurements are industry standard for a larger and upper large SUV, but again, in a vehicle billed as an adventure machine, those angles could be a lot better. In the Overtrail’s favour the underbody is well protected by substantial bash-plates and the Overtrail’s full-size spare is mounted to the underbody.

Wading depth is an estimated 700mm, which is also in the vicinity of standard for an unmodified 4WD wagon.

The side steps protrude and if you fail to drive with consideration then they'll probably cop a scrape and maybe even a bit of a dent.

Towing capacities are 750kg (unbraked) and 3500kg (braked). Payload is 590kg, which is not a lot once you throw in your kids, dogs, and camping equipment – not to mention anything you might be towing at the time. For reference, a 300 Series LandCruiser's payload, depending on the variant, is between 650kg (VX/Sahara/GR Sport) and 785kg (GX).

The Overtrail’s listed kerb weight is 2690kg, gross vehicle mass (GVM) is 3280kg, and gross combined mass (GCM) is 6780kg.

Having now spent a fair chunk of time behind the wheel of the V6 and V8-powered cars, we're ready to make a pretty bold claim: the six-cylinder engine is - and there's no other way to put it - simply more fun.

Shocking, I know, but there it is. There's effortless power on offer in the RC F models, of course, but it's the way that power is delivered that makes it feel like more of a loping grand tourer than a fire-breathing performance coupe.

For one, both the power and exhaust notes arrive in stages. So if you're gentle with the throttle - like you almost always are in the CBD or suburbs - it wafts around in near silence, the engine feeling anaesthetised, and like it's only using a tiny proportion of its available oomph.

The V6 engine just feels sportier. It's still not super emotional, but I think it reacts to inputs quicker.

Leave your foot buried, however, and the character transforms, the exhaust booming into life and that big V8 finally unlocking its prodigious power. With the adaptive dampers (no air suspension) set to the sportiest setting, it sits flat in corners, with nary a roll through the body. And while there isn't an intimate connection with the road below, nor masses of feedback through the steering, it does acquit itself well on the bends.

But... the V6 engine just feels sportier. It's still not super emotional, but I think it reacts to inputs quicker, and comes alive a little lower in the rev range than the big V8. It doesn't really matter if you're in Normal, Sport or Sport+, it just feels more vibrant. Hell, you can even get the traction light flashing if you're particularly silly with the accelerator.

And as such, it's our pick of the bunch. Sure, it can't match the outright performance of the V8, nor the speed of its 0-100km/h acceleration time, but it puts a bigger smile on your face in normal, day-to-day driving. And let's face it, that'll be 90 per cent of the time you spend behind the wheel.

Standard safety across the RC includes dual front and front-side airbags, as well as front airbags for the second row. You'll also find a knee airbag for both driver and front-seat passenger. Forward-collision warning with AEB (and pedestrian protection) is standard fit, too, and so are front and rear parking sensors and a parking camera.

F Sport and Sports Luxury-badged cars add blind-spot monitoring and rear cross-traffic alert, along with lane-departure warning and lane-keep assist. The RC F and RC F Carbon both get radar cruise control and an active lane-departure system included in the standard offering.

The Lexus RC range is yet to be crash-tested by ANCAP, and so is yet to receive an Australian safety rating.

The 2026 Lexus LX500d Overtrail is covered by a five year/unlimited km warranty.

Capped-price servicing applies for five years/100,000km for a maximum of 10 services.

Servicing is scheduled for every six months or 10,000km, whichever occurs soonest and cost per service, at time of writing, is $595.

The RC range is covered by a four-year/100,000km warranty, with service intervals pegged at 12 months/15000km. There is no capped-price servicing program on offer, but Lexus will guarantee you a loan car every time your vehicle is in the shop, and will even come to your house or workplace to collect - and drop-off - your car.

For any owner-reported reliability problems, keep and eye on our Lexus ownership page.