Lexus RX vs Audi Q7

What's the difference?

It’s hard to look past the value equation of the RX350h Luxury 2WD when comparing it to almost all its competitors. The pricing is on point, but there are some features missing.

However, there are very few (if any) rivals with a true hybrid powertrain (sorry, mild hybrids do not count), so the RX will capture buyers looking for environmental credentials and efficiency without going full EV.

The drive experience is much better than before and it’s all wrapped up in a very stylish package. The Lexus RX should not be ignored.

Overall, changes to the Q7 aren’t quite revolutionary, but that’s okay because it was already a fantastic large SUV.

The fact Audi has kept the price around the same mark and introduced a cheaper entry-grade should be welcome news for prospective buyers.

But even the existing variants are capable and impressive family haulers… and now they’re just that little bit better.

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

Across its five generations, the RX has held significant visual appeal - especially the still-handsome second-gen version that was the first RX sold Down Under. The first-gen model skipped Australia.

The new model that launched in 2023 is a clear evolution of the car that came before, but it’s been softened and sharpened in the right areas, giving it one of the most appealing designs in its segment.

The proportions and design elements like the squat stance, unique C-pillar treatment, slimline headlights and nicely sloping roofline give it a sporty look.

In fact, I reckon it might be the best looking Lexus available today - not including the jaw-droppingly beautiful LC coupe and convertible, of course.

The interior is modern and feels like an evolution of Lexus’ previous cabin design - but elevated. The gloss black section of the dash helps here.

Levels built into the dash break up the bulk, but the interior is very grey. It could do with a dash of colour.

The synthetic leather seat trim doesn’t look premium. If you want a more expensive feeling RX, you need to pay more for a higher grade.

The phrase ‘evolution not revolution’ is applicable here, cliche as it is, with the Q7 having been given a Botox-style lift at the front end.

The standard matrix LED headlights have a higher lighting signature than before, with the lighting elements leading into the lines down the shoulder of the SUV.

The grille now features a hexagonal honeycomb insert, the vertical line styling is now a thing of the past and the functional side vents are a little more aggro.

Overall, it’s a sharper look that brings the Q7 up to date with Audi’s current design language, down to the more angular wheel choices.

At the rear, the new tail-lights are ‘joined’ via a chrome strip spanning the rear, and the lower bumper (with real exhaust exits) has had a refresh.

Audi’s new CI badging (or ‘corporate identity’, pretty sexy stuff) is also present, which includes a new typeface for the ‘Q7’ badge at the rear, which is no longer italicised and is separate from the red ‘S line’ rhombus.

The four rings badge is also flatter and is white with black outlines, rather than a three-dimensional chrome badge.

Inside, the changes are more than skin-deep. In fact, the skin is the same, you’d be hard pressed to notice anything different about the Q7’s interior between pre- and post-facelift without diving into the electronics.

The RX is a five-seat only proposition in this generation - the previous model had a seven-seat option - so if you need a third row you can look at the Lexus LM people mover or massive LX 4x4 SUV, or at any number of other three-row lux SUVs like the Volvo XC90 or new Mazda CX-90.

That doesn’t mean the cabin isn’t practical. 

Up front the seats offer excellent comfort levels and ample upper body support, but not a lot of hip support.

Lexus has changed up the door handles for the new RX and it can be complicated - initially.

The interior handles bamboozled every new person that got in my press car over the three week loan. But once you realise it’s a simple push of the thumb on the handle’s thumbpad and a gentle push, it all makes sense.

Lexus calls the electrically activated door handles an ‘e-latch’. Is it tech for tech’s sake? Probably. 

I recently reviewed the Lexus LM and commented on how much I like Lexus steering wheels and that’s true of the RX, too.

It has clearly identifiable controls and feels nice in your hands. Thankfully, the cruise control buttons are housed on the wheel too, so no annoying stalk on the wheel.

There’s plenty of space across the front row so you should avoid the awkward driver-passenger elbow bump on the centre armrest.

Under the armrest is a huge central bin that opens on the driver and passenger side. There’s also a big covered storage nook forward of the shifter and another ledge above that, as well as a sizeable glove box. 

The doors have ample storage room for bottles, but the space is almost too wide. My bottle slid around when driving so I had to lay it down.

The centre console houses two big cupholders with adjustable depth in one of them. Clever touches like this and the central bin add to the appeal.

As with the Lexus LM, I am a fan of the new Lexus multimedia set-up. It has an easy-to-navigate menu along the side, easy wireless Apple CarPlay connection, and visually appealing graphics.

It’s a world away from Lexus’ previous system. That frustrating touchpad is, thankfully, in the bin.

I quite like the gear shifter with its unusual gate and even the indicator feels and sounds premium.

Small rear windows make for a rear three quarter blind spot, but visibility is otherwise good.

On a side note, the RX has very strong air conditioning - perfect for an Australian summer.

Jumping into the second row, there’s plenty of space all around and no shortage of head, leg, knee and shoulder room. Although foot room under the front seats is tight.

As with the front seats, the rear row offers comfortable seating. Kids should be happy back there.

There’s only a small transmission tunnel so middle-seat legroom is good. And in great news for passengers, the rear backrests recline. 

Lowering the 40/20/40 split-fold rear seats for more cargo space is done via a lever on the side of the outboard seats, or by a button in the boot area. There are ISOFIX clips on the two outboard seats.

Other amenities in the second row include map pockets, two USB-C ports, knee-level air vents, climate control, and a pull-down armrest with pop-open cupholders.

Open the power tailgate and you’ll find cargo space of 612 litres with all seats in place, or 1678L with the second row stowed.

That’s a decent amount of space but not class leading. The Mercedes-Benz GLE has 630L and the VW Touareg can swallow 810L.

There’s no under-floor storage because that’s where some hybrid hardware is housed. You will find audio speakers, nice carpet, a cargo blind, two 4.0kg hooks and three top tethers. No spare, only a tyre repair kit.

Audi has changed the layout and added new apps in the main 10.1-inch multimedia touchscreen, though fortunately it still has shortcuts to all the Big Dogs in terms of functions: media, navigation, phone, etc.

On top of that, everything is still in big, easy-to-see (and press) blocky buttons on the main screen.

The 8.6-inch screen below also still has climate controls readily available, and there are still physical buttons for a bunch of functions including drive modes.

The wide 12.3-inch driver display also remains familiar, though now has a higher resolution and more functionality in terms of on-road help and safety - which we’ll come to later in this review.

Aside from the tech, ‘spacious’ is an understatement when it comes to the big Audi’s cabin. In the front seats especially, the Q7’s central tunnel and dashboard are easy to reach without feeling like an enclosure as they wrap around the front passengers.

However, if I had to level one criticism at the usefulness of the Q7’s front row, it would be that despite there being physically plenty of room, storage is at a premium. 

For something this big, there aren’t many places to put items that aren’t your phone or a drink. 

There are door card holders for bigger bottles, some space for small items, and the cupholders of course, but the space under the central armrest including the phone charger is stingy.

Fortunately, the second row is not lacking space and is modular in its adjustability. Occupants can move seats, adjust their angle, and even sort out the middle seat separately. 

Depending on how high up the variant chain you go, separate climate controls for the middle row and the panoramic sunroof help create a comfortable and roomy feeling.

The second row can also be tucked up behind the front row for easier access to the third row, which (if the second row is slid forward a tad) is just spacious enough for an average adult to be relatively comfortable for a short trip. 

The third row seats are able to be folded or raised with switches that are accessible from the side doors or the (electric) tailgate, where there’s also a switch to lower or raise the rear suspension by 55mm to aid loading.

On that, the Q7 has a claimed luggage capacity of roughly 295L with all seats up, 780L with the third row folded down and 1908L with the second row lowered.

Four variants are available in the Audi Q7 line-up, excluding the performance-bent SQ7. Well, at the time of the launch event, one of those four is yet to arrive, that being the new entry-grade Q7 45 TFSI which starts from $108,815, before on-road costs. TFSI being ‘Turbo Fuel Stratified Injection’ or Audi-speak for ‘turbo-petrol’.

It’s joined by a diesel-powered 45 TDI which starts from $117,284, before on-roads. But ‘entry-grade’ for the Q7 doesn’t mean skint on goodies, both coming in with standard gear like leather-appointed upholstery with heated electrically adjustable front seats, an electric folding third row, wireless phone charging, screens and tech galore, matrix LED headlights, 20-inch wheels, adaptive air suspension, and a slew of safety features including some new stuff, but we’ll get to that later.

The matrix LEDs are one of the main new bits of kit, though a daytime drive route meant not getting to put those to use. They’re pretty, though…

The 45 grades can be upgraded with the $3900 'Premium Package' to add 21-inch alloys, four-zone climate control, black exterior styling and coloured interior ambient lighting.

Stepping up from the 45s are the 50 TDI S line and 55 TFSI S line, which together at $136,815 each form the next rung up from entry.

They’ve got 21-inch wheels and an S line exterior pack along with tinted privacy glass to tell them apart from the entry 45s from the outside, but inside there’s four-zone climate control, ambient lighting, a Bang & Olufsen sound system, a head-up display and proper leather upholstery for the seats.

Australian 50 TDIs and 55 TFSIs come standard with an S line interior pack that includes sports seats, leather steering wheel and shifter, aluminium inlays and door trim, plus black headlining and floor mats with contrast stitching.

There are two option packs at this level: the $4200 'Luxury Seat Package' adds S sports seats that feature an integrated headrest, Valcona leather with diamond stitching, ventilation for the front seats and heating for the second row’s outboard seats.

Then there’s a 'Premium Plus Package' for $5500 which brings 22-inch alloys, sport-tuned adaptive air suspension, dynamic all-wheel steering, a black exterior styling pack and power-assisted closing doors.

Given the update is all up relatively minor, prospective buyers will be pleased to know the same can be said for the pricing changes - even a year ago, the prices for the Q7 variants that were on sale at the time were within a couple of thousand dollars of where they are now.

Powering the RX350h is a series parallel hybrid system consisting of a naturally aspirated 2.5-litre four-cylinder petrol engine, a front-mounted motor and a nickel-metal hydride battery. 

Lexus doesn’t provide combined torque outputs for the hybrid, but total power for the system is pegged at 184kW.

This drives the front wheels only via a continuously variable transmission (CVT).

The four drivetrain options for the Q7 line-up are split between the two ‘grades’, with the 45 TFSI and TDI powering the 'entry-level' cars and the 50 TDI and 55 TFSI as the feature-packed variants.

The most affordable option is the 45 TFSI, which runs a 2.0-litre, four-cylinder, turbo-petrol engine making 185kW and 370Nm.

Like all variants in the Q7 range, the 45 TFSI engine powers all four wheels via an eight-speed automatic transmission. Audi claims the 45 TFSI will hit 100km/h in 7.3 seconds, if that’s your thing when it comes to three-row SUVs.

The rest of the line-up is powered by different versions of the brand’s 3.0-litre V6, all turbocharged, and all with 48-volt ‘mild hybrid’ (MHEV) tech aiming to increase efficiency.

The 45 TDI is, of course, a turbo-diesel 3.0-litre V6 that makes 170kW and 500Nm, also sending power and torque to all four wheels via the same style transmission. Audi says this one knocks over 100km/h in 7.1 seconds.

Similarly, but with more power and torque, the 50 TDI is also powered by a turbo-diesel unit as the name suggests. This one puts out 210kW and 600Nm, making it likely the best choice for towing and such even though all V6 variants boast a 3500kg braked towing capacity. The 50 TDI’s figure to hit 100km/h is a claimed 5.9 seconds.

Finally, the 55 TFSI makes 250kW and 500Nm, and boasts a 5.9-second claimed 0-100km/h time.

The official combined cycle fuel consumption figure for the RX350h 2WD is 5.0 litres per 100 kilometres, with CO2 emissions of 114g/km. You won’t get figures like that in a petrol or diesel competitor.

Over three weeks of mixed city, country, urban and freeway driving, I recorded 6.8L/100km which is not too bad given some of my spirited driving. The trip computer said 7.0L which is close to my figure.

The RX350h takes premium unleaded petrol and has a 65-litre fuel tank, so expect a range of around 950km based on our real-world consumption number.

As you might expect, diesel versions of the Audi Q7 are claimed to use less fuel than their petrol counterparts, so let’s start with those. 

The 45 TDI boasts a claimed 7.0L/100km consumption figure, while the 50 TDI is a little higher at 7.1 litres. Both have 75-litre fuel tanks, and should therefore theoretically get more than 1000km out of a fill.

On to the petrol models, the four-cylinder TFSI 45 has a claimed 9.3L/100km efficiency figure and the V6 TFSI 55's number is 9.0L/100km.

Given the nature of the driving and groups sharing cars during the launch event, we’ll wait until we’re next in a Q7 for a longer time before doing our own efficiency test.

The old RX was competent and even nice to drive but not a patch on the likes of the BMW X5. The new-gen RX improves on that in a big way.

It offers solid acceleration from a standing start. Lexus says 8.1sec from 0-100km/h - without giving you chills. The sportiest RX is the 500h Performance hybrid and that covers the same distance in 6.2sec.

The transition from electric power to petrol propulsion is more evident in this model than it was in the LM350h people mover I tested recently - the RX is a little noisier. The CVT doesn’t help this, offering up an uninspiring engine note.

It is, however, a much more fun car to push into tight bends than the previous RX. It remains reasonably flat in corners, and pulls out of tem with ease, but can’t compare to the dynamics of the dearly departed IS sedan.

The 19-inch tyres have large sidewalls and as a result soak up harsh bumps on the road. The non-adaptive suspension is tuned for better dynamism, meaning the ride quality is on the firm side.

The front-wheel drive RX lost traction for a second on a sweeping uphill section of my drive route, but the electronic traction systems otherwise kept the big SUV in check. 

But around town in urban areas, there is very little to complain about behind the wheel of the RX350h.

Aside from the mild-hybrid now standard on the Q7’s V6 models, there’s not a whole lot to report on in terms of new tricks or surprises from behind the wheel.

But that’s okay, because it means the Q7 remains a supremely comfortable and capable large SUV.

Our test route consisted of plenty of rural driving, with a combination of surfaces that would in some family haulers see the suspension and maybe even steering show cracks in their ability - but the Q7 remains composed.

Given its weight and size, it can feel a little hefty around sharper corners, but the Q7 in these variants (i.e, not its performance-focused SQ7 sibling) isn’t built to be hustled like that.

It feels like the kind of air-suspended loungeroom-on-wheels that would be at home barreling down the autobahn at 180km/h and being completely undramatic about it.

Still, this model shares some moving parts underneath with the likes of the extremely capable Porsche Cayenne, and while the Q7 isn’t quite a giant hot hatch, the sound foundations shine through dynamically.

Of course, when it comes to powertrains, there isn’t really a wrong answer, each engine fits a purpose.

If you’ll ever need to tow (and you can at up to 3500kg braked), the low-down steady urge of the 50 TDI is probably your best bet, but even the 45 TDI is a solid choice for long-range motoring.

The petrol models will better suit those in city situations, and while they never feel truly urgent, the 55 TFSI isn’t without some impressive push for something of this size.

The Q7 is a maximum five-star car according to ANCAP, but the list of safety features is dozens long. 

The highlights include adaptive cruise assist, lane assist and side assist, surround view cameras and new traffic sign recognition plus warnings for approaching cyclists and the like.

In fact, Audi claims there are more than 30 active safety features, and almost all of them are standard across the range. The only one that isn’t is 'Parking Assist' with 'Park System Plus', as Audi calls it - the base 45 TFSI is only equipped with Park System Plus and not Park Assist.

Basically, the 45 TFSI can’t take over the task of parking itself, while the others can.

It’s all handled through radars, cameras, and sensors and when you’re on the road functionality is relatively unobtrusive which is a plus!

For reference, the Q7 has eight airbags including dual-frontal, side-chest airbags for front and second row outboard passengers, plus side head-protecting or curtain airbags for both rows.

On top of that, there are ISOFIX points not only in the second row, but also in the third, totalling five spots all up.

The RX350h is covered by a five-year, unlimited-kilometre warranty, and the servicing schedule is every 12 months or 15,000km.

There’s a capped-price servicing plan lasting five years and it will cost $695 per service. That's significantly less than some rivals like the Mercedes GLE.

The RX is covered by the 'Lexus Encore' loyalty program and includes complimentary service loan cars, fuel offers as well as discounts and other offers with Lexus partners.

Audi’s five-year/unlimited kilometre warranty is pretty standard for a premium brand, but five years of free roadside assist and the ability to add a package to extend the warranty both add a little extra to the deal.

For the Q7, a five-year servicing plan is $3820, while the $4370 'Audi Advantage' plan adds two years to the warranty, two more services, and two more years' roadside assist.