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What's the difference?
Let's face it. Previous Lexus RXs – and there've been three whole generations since 2003 in Australia and an earlier one (from 1998) if you're reading this from abroad – have always felt a little bit like, well, Toyota Klugers in drag.
Lacking sufficient charisma and talent, none really possessed the appropriate dynamics, sophistication or comfort to effectively take on rivals like the Audi Q7, BMW X5 and Volvo XC90.
At least Lexus had the uniqueness and nerve to release a hybrid version way back in 2006 in the pioneering 400h. Remember that?
Now, there's an all-new RX, and it's had quite the transformation. But is it any good? Let's find out.
The Lexus LX500d is the base-spec variant in the Lexus LX range, so it’s your entry-level introduction to a prestige line-up.
But “base-spec” and “entry-level” usually mean “budget-friendly”, right? Well, this seven-seat four-wheel-drive SUV has a price tag tickling the $150 grand mark, so it’s not a cheap vehicle, but it is a very refined, plush and feature-packed urban-friendly vehicle – and it is an effective off-road touring platform.
So, is the Lexus LX simply a Toyota LandCruiser 300 Series in a nice suit?
Read on.
So, is the latest Lexus RX good enough to stay, or should it sashay away?
In almost every single way except accessibility (the cheapest is now $15K more expensive, remember), the newcomer is hugely better than the model it replaces, with a level of sophistication and refinement – as well as comfort – that the underwhelming predecessors just could not manage.
And, yes, while there is tech shared with the Toyota Kluger (as there's always been), RX #5 looks, feels and drives much more like a large luxury SUV should.
Speaking of which, few rivals can match the family-friendly RX's combination of customer service, glamour and opulence.
Our verdict then? This Lexus has gone from being a drag to one of the queens of the BMW X5 class. RX... Shantay, you stay!
The Lexus LX500d is a genuine seven-seater with impressive levels of refinement, comfort and even off-road capability.
The interior borders on being chintzy and it’s price-tag is the wrong side of bloody expensive, but there's no denying this Lexus is packed with stuff.
It’s more city than country, more bling than bush tourer – it’s like a tarted-up 300 Series – but that’s absolutely fine for the people who buy these.
I wouldn’t blame anyone for cross-shopping a Toyota LandCruiser 300 Series with this – and then opting for the 300 Series! For one thing, you’ll save a stack of cash.
They used to say that the revolution will not be televised.
At first glance, the same also applies with this fifth-gen RX, since all the big changes are largely out of view.
Precisely how different it looks depends on which angle you're looking at it from.
Observing nose-on, the RX's front tracks and body are wider and it boasts a new Spindle Body grille design which is meant to have a 3D effect, but is quite fussy to some eyes. And this is meant to carry on through to all future Lexuses, by the way.
Yet, in profile, the newcomer is hard to distinguish from the old one, with its returning floating roof C-pillar motif, which looks quite sleek. Yet the wheelbase has been stretched, which results in 60mm more interior space, and that benefits overall proportions as well as occupants.
Some reckon the strip tail-light design and clean surfacing make the rear the RX's most arresting angle.
Note that Lexus has dropped the old RXL seven-seater model – it didn't sell very well. A replacement is coming but it won't be anything like the new RX. Stay tuned to CarsGuide for more on that in the not-too-distant future!
In firmly keeping with its target market, the LX500d is a premium-looking SUV.
This is a big unit and everything is slick and in-your-face impressive. Inside and out this Lexus looks a lot like a tarted-up LandCruiser 300 Series that’s been on a recent cycle of steroids.
The optional 22-inch alloy wheels (part of the $5500 Enhancement Pack, as mentioned above) add to the overall look.
The interior is a tasteful blend of woodgrain, leather accents, soft-touch surfaces, plush seating, and even comfortable arm-rests.
At nearly 4.9 metres, the RX is deceptively long, and that pays dividends inside, while a larger and roomier cabin are the main beneficiaries of that stretched wheelbase.
Step inside, and you're greeted by a modern, attractive and functional dashboard that looks and feels upmarket – even in the least expensive version. This isn't always the case with luxury SUVs. You're not aware of corners being cut or cheap materials. It all seems really well crafted.
Sumptuous front seats provide loads of squishy, cushy comfort as well as adjustability to help find the right driving position for you. Taller people can now sit lower down if they like, meaning it's less cramped for them now. In fact, most occupants will find the RX pretty spacious up front.
Lexus has also worked hard to right other previous wrongs as well.
While not especially pretty or distinctive, the instruments are clear and informative, providing a wide array of driving, vehicle and multimedia data as required. That old intimidating tech-overkill presentation has been binned. Mercifully.
For example, the central touchscreen now features shortcuts for the most often-used items, so you're not forever diving into menus and sub-menus for climate control, navigation, audio, vehicle settings or phone access. And there's now a 'Hey, Lexus' voice control function to further aid useability.
Other plus points up front in the latest RX include an excellent audio system, extremely effective yet unobtrusive ventilation, and loads of storage – whether in the decently sized glovebox, beneath the vast centre armrest or within the deep door pockets.
And while they might need a moment to get used to, the e-latch electric door handles soon become second-nature to operate. And they provide a potentially life-saving extra bonus.
Speaking of which, there's even more surprise and delight to help you connect with the RX emotionally. It isn't all about wearing sensible shoes in here.
For instance, the big 14.0-inch touchscreen looks and feels contemporary yet is wonderfully user-friendly. It actually invites you to play around with it. The dashboard's horizontal themes create a sense of width and space that's... freeing. There are far fewer buttons than before, down from 81 to 50, though they're also still around for vital functions like audio volume control. And on some grades, the varying ambient lighting choices include exhilarating, relaxing and arousing.
But while this interior is a huge step forward and one of the most appealing aspects of this latest RX, there are some misfires remaining.
Chief among them is the infuriating cruise control buttons with their new-fangled 'capacitive touch' tech, which is fiddly to use and alarmingly distracting. This is a throwback to the infernal mousepad controller found in older models.
The same applies to the camera-based rear-vision mirror found on higher grades, which can induce nausea at a single glance. Did Lexus actually test this on humans beforehand?
Moving to the rear seat, it's clear the company did put the family first, with that stretched wheelbase and extra legroom it liberates. Your 178cm tester found ample headroom, legroom and kneeroom sat behind a front seat set up for them. Meanwhile, the cushion is well padded and the (reclinable) backrest comfy.
Amenities include face-level air vents, climate controls, USB ports, a centre folding armrest with cupholders and storage, overhead lighting and grab handles, deep door pockets and a decent view out.
Overall, that premium feeling up front continues out back too.
And great news for family car buyers – the latest RX's has a larger boot, it now measures in at 612 litres (and expands to 1678L with the rear seats folded down), and comes with a long, flat floor with some storage underneath.
Note, though, that only the F Sport has a temporary spare wheel – the rest make do with a tyre repair kit.
Everyone is well catered for inside this Lexus, in terms of, well, everything.
The tech is easy to use – it was simple enough to get Apple CarPlay working – and the screens are big: the horizontal 12.3-inch multimedia unit upfront, an 8.0-inch screen (to monitor air-con, air-suspension height, the four-wheel-drive system, and other vehicle information), a head-up display, plus a 7.0-inch touchscreen for rear passengers.
Heating and cooling are via the 'climate concierge' and everyone can keep themselves as comfortably hot or cold as they like with separate controls.
Storage is plentiful with the usual array of door pockets, cupholders, big glove box etc, but there’s also a cavernous centre console (with multiple ways to open the lids) as well as map pockets for the second row, cup-holders in the centre fold-down armrest and even cupholders for the third row.
The Lexus has a Qi wireless charger as well as front and rear USB-C charging ports – one upfront, two in the second row, and two in the third row – so that should keep any whinging about devices to a minimum – but, knowing kids, it probably won’t.
There’s also a 12V DC socket (front and rear) and a 220V socket in the rear cargo area.
Power-adjustable seats upfront make life easy for the driver and front passenger and these pews are as good as what I’d imagine a massage chair is like. Even the second row is on the right side of plush, but the third row is not quite there.
Second-row passengers have their own air con and entertainment controls, and there’s also an HDMI port.
The moon roof – an Enhancement Pack inclusion – is power-adjustable and allows plenty of welcome natural light in through the top.
In terms of packability, the Lexus LX500d has a claimed 174L (VDA) of cargo space when seven seats are in use; 982L when five seats are being used (that’s with the power-folding third row stowed flat at the push of a button); and 1871L when all seats are stowed away (the 60:40 folding second-row seats tumble-fold forward), except for the driver and front passenger.
The boot has a 220V power outlet.
Like everything in life these days, it costs more to get into an RX.
In fact, some $15,000 more, because the old 2.0-litre four-cylinder turbo-petrol RX300 is gone, replaced by the new RX350h hybrid as the new base entry-level model.
But Lexus says there's more than enough extra features to offset the price hikes.
As before, there are three established grade levels available: Luxury, Sport Luxury and F Sport.
Exclusive to the 350h, the base Luxury 2WD kicks off from $87,500 (all prices are before on-road costs). It mates a 2.5-litre four-cylinder petrol engine with an electric motor and battery pack, that drive the front wheels. A second electric motor on the back axle turns it into AWD for $4500 more. That's known as the e-Four system.
The Luxury is far from basic. Standard features include LED headlights, three-zone climate control, electric and heated front seats, keyless entry and start, electric door handles, synthetic leather trim, a 14.0-inch touchscreen with sat-nav, DAB+ digital radio, Android Auto, wireless Apple CarPlay, 12-speaker audio, 'Hey, Lexus' voice control, six USB ports, 40:20:40 split rear seats with auto fold, electrically adjustable steering column, a powered tailgate, roof rails and 19-inch alloy wheels.
There's also plenty of advanced safety kit. Check out the safety section for more details.
Next up is Sports Luxury, available on the 350 (which basically swaps out the hybrid tech for a 2.4L turbo) from $105,900 and 350h hybrid from $111,900.
Keep in mind that, from here on in, every RX comes with AWD.
Sports Luxury equals plush, since it ushers in goodies like bi-LED three-projector headlights with auto high beams and washers, 360-degree surround view monitor, variable suspension damping for a comfier ride, a heated steering wheel, a head-up display, heated/vented front seats, slicker leather, extra fancy front seats, 21-speaker premium audio, wireless smartphone charger, power reclining/folding rear seats with heating/ventilation, rear sunshades, ambient lighting and 21-inch alloys. Active Noise Control is also featured on the RX350.
If you want your RX to be a bit sportier, then there's the F Sport in 350 turbo guise from $99,900; it adds uprated brakes, kick sensors for that powered tailgate and more, but loses the Sport Luxury's power folding/heated/vented rear seat, heated wheel and a few other minor items.
There's also an 500h F Sport Performance. From $126,000, this is the RX range-topper for now. Based on the 350 F Sport, it adds a hybrid setup with two electric motors to the 2.4L turbo – a first for any Lexus or Toyota in Australia, as well as rear-wheel steering and an artificial exhaust note piped through the sound system.
Finally, on the base Luxury, Lexus bundles desirable features like leather, a sunroof, vented front seats with driver's side memory, easy-access entry, a head-up display, fancier digital instrumentation and wireless phone charger in an Enhancement Pack.
Starting from $5100, it's like upgrading from Business to First Class travel. There are other option-pack bundles across the range as well.
So, is the new RX good value for money? Undercutting most rivals while not scrimping on features, it's hard to argue otherwise.
As mentioned the seven-seat Lexus LX500d is the entry-level variant in the Lexus LX line-up.
The standard features list is comprehensive but, for the sake of brevity, we’ll rattle off only a handful of them including a 12.3-inch multimedia touchscreen (with Apple CarPlay and Android Auto, and Bluetooth), a 25-speaker Mark Levinson sound system, heated and ventilated power-adjustable seats, woodgrain steering wheel trim, 8.0-inch multi-information display, quad-zone climate control, 7.0-inch touchscreen and separate control panel for rear passengers, multi-terrain monitor with panoramic view, and 20-inch alloy wheels.
It also has a digital rear-view mirror, adaptive variable suspension, and active height control with low, normal and two high settings.
The Lexus LX500d retails for $153,091 (excluding on-road costs). Our test vehicle has an optional Enhancement Pack (which includes 22-inch alloy wheels, moonroof, hands-free power boot with kick sensor, $5500) and has been fitted with a towbar ($1545). The total price of this vehicle as tested is $160,136 (excluding on-road costs).
Exterior paint colours include the no-extra-cost 'Onyx' or any of these – 'Liquid Metal', 'White Nova' (F Sport models only), 'Sonic Quartz' (not available on F Sport models), 'Titanium', 'Graphite Black', and 'Khaki Metal' (on our test vehicle) – all of which incur an extra cost.
As per the Toyota RAV4 hybrid, the RX350h uses a 2487cc 2.5-litre four-cylinder petrol engine producing 140kW of power at 5200rpm and 239Nm of torque from 4300-4500rpm.
Combined with a 134kW/270Nm synchronous permanent magnet electric motor and nickel-metal hydride battery, it drives the front wheels via a continuously variable transmission (CVT). Maximum system power is 184kW.
The sprightlier E-Four option adds a second electric motor on the back axle to provide AWD. It betters the 2WD's zero to 100km/h sprint time of 8.1 seconds by 0.2s.
Next up is the RX350, which swaps out the hybrid tech for a 2393cc 2.4-litre turbo unit, pumping out 205kW at 6000rpm and 430Nm from a low 1700-3600rpm, while driving all four wheels via an eight-speed torque-converter auto. Its 0-100km/h time is 7.6s.
Finally, there's the RX500h hybrid, combining the 350's 2.4L turbo (producing 202kW at 6000rpm and 460Nm from 4300-4500rpm) with two electric motors (one on each axle) and a unique six-speed auto, for a combined 273kW. It's rapid too, reaching 100 in just 6.2s.
Oh, by the end of 2023, the RX450h+ plug-in hybrid electric vehicle (PHEV) will also be part of the line-up.
On all models, suspension is the tried-and-tested MacPherson-style struts up front and a multi-link rear arrangement. The RX's platform is new, sharing the TNGA Toyota New Global Architecture with the Camry, RAV4, smaller NX and – you've guessed it – the latest Kluger.
The Lexus LX500d has a 3.3L V6 twin turbo-diesel engine, producing 227kW at 4000rpm and 700Nm between 1600-2600rpm.
It has a 10-speed automatic transmission with manual shift mode, a full-time all-wheel-drive system, low-range transfer case and locking diffs.
The V6 is impressive and this is a smooth-shifting beast, but there’s a real lazy – not lively – feel to how the engine and auto work.
It’s pretty hefty as well – with a listed 2690kg kerb weight – so the Lexus takes a bit of a wind-up to get going off the mark and during overtaking moves.
No shocks here.
The RX350 turbo slurped 11.0L/100km over our launch drive route, which took in both peak-hour traffic jams and rural highway runs, compared to 9.6L for the 500h hybrid turbo and just 6.4L for the 350h hybrid.
So, how do these compare to the official figures?
Well, quoting the pretty-lax NEDC numbers, the 350 should average 8.7L, the 500h a frankly surprising 6.5L while the 350h shines at just 5.0L in the 2WD and 5.4L for the AWD version.
The corresponding carbon dioxide ratings are 114g/km (RX350h 2WD), 123g/km (350h AWD), 197g/km (350 turbo) and 148g/km (500h).
Technically, then, the most economical RX, the 350h 2WD, can average 1300km per (65L) tank! The 350h AWD can achieve about 1200km, the 500h about 1000km and the 350 turbo just 776km (using a bigger 67.5L tank).
Both RX hybrids can drive silently in electric-only mode stepping off the line, at low speeds or when coasting along, and that's really impressive. Less so is every RX's thirst for more-expensive 95 RON premium unleaded petrol.
The Lexus LX500d seven-seater has a listed fuel consumption of 8.9L/100km on a combined cycle.
Our actual fuel consumption on this test, from pump to pump, was 13.2L/100km. Note: our test included a lot of low-range 4WDing.
The LX500d has an 80-litre fuel tank – so, going by that on-test fuel consumption figure, you should be able to get a driving range of about 606km or so. Take off a 30km safe-distance buffer and you have 576km.
If you've owned any previous-generation RX, you'll definitely recognise most if not all of their good points, like ease, smooth-road and low-speed refinement, and complete reliability and dependability.
But now the Lexus has gained a far, far broader range of talents and capabilities. And that's a direct result of the series switching to the TNGA platform, like most of its brethren (and Toyota cousins).
Let's begin with the most exciting edition, the flagship RX500h F Sport Performance.
This is the brand's first hybrid turbo, and it's a cracker. Electrified for silky quietness when stepping off the line, the internal combustion engine (ICE) takes over seamlessly as soon as you need to really get moving, providing a rich, torquey shove as required.
While not BMW X5M fast, it's rapid all right, and satisfyingly responsive to your right foot. The whoosh is accompanied by an artificial (albeit quite nice) exhaust note, that's a bit turbine-like, to let you know you are or are about to break the law speeding.
Additionally, wearing 21-inch wheels and tyres, there's an exceptional amount of road grip, for safe, planted handling and roadholding. This applies to all the latest RXs, actually. But – and despite its 100-150kg weight penalty compared to lesser versions – the 500h feels the most athletic. Basically, it does what the tin says it should.
The flipside? While the adaptive dampers do smooth out most bumps, it can get a little jittery over some surfaces. And it is prone to some tyre noise intrusion over some bitumen. Yet, compared to former big-wheeled RX, the 500h's ride is comfy enough.
Next up is the RX350. This is basically the 500h with the same four-pot turbo engine but minus the electric motors and battery, so it benefits from a 155kg mass saving. And that's immediately obvious in its better high-speed agility.
However, while the engine loves a rev, the lack of electrification and all that meaty torque it brings is always noticeable, meaning the driver has to always mash the accelerator for overtaking to be over quickly. And as a result, the 350 can sound a bit noisy. Otherwise, for normal commuting and point-to-point travel, this is fine. Unremarkable but supremely capable. You'll miss the hybrid oomph, though. And the economy.
Finally, there's the RX most people buy – the 350h. Yes, there's a RAV4 engine and motor(s) stuffed in haute couture, but this is so much more than that. Performance from a standing start is always brisk, with speed piling on with delightful ease if you so desire, and there always seems to be some muscle left in reserve for instant manoeuvres – whether going fast or slow.
The whole experience is seamless, easy and muted. Only when you floor the throttle does the powertrain whine, but it's not that sort of SUV.
Plus, wearing the 21-inch wheels and with the adaptive dampers, the 350h steers, corners and rides well enough, being both skilful and accomplished, if not especially involving, let alone thrilling.
What we're saying is that the base hybrid proposition is good enough to wear the Lexus badge. The RX has finally come of age, dynamically speaking. And about time.
The Lexus is a refined and comfortable vehicle on sealed surfaces.
It’s 5100mm long (with a 2850mm wheelbase), 1990mm wide (with a 1675mm wheel track, front and back), 1895mm high, and it has a 2690kg kerb weight.
The woodgrain steering wheel feels nice in the hands but even though the Lexus feels tighter and more controlled than the previous-gen – its body-on-frame structure has shed some kegs – this is a hefty rig so it’s no real surprise that body roll remains pronounced – it always tends to wallow even at optimal ride height.
The suspension set-up – adjustable dampers, double wishbones at the front, a four-linkage rigid axle at the rear, stabiliser bars front and rear – is aimed at keeping things under control, and it certainly irons out any major issues, but it’s not perfect, even ably supported by adaptive variable suspension.
The brake pedals feel spongy, taking some time to ‘bite’, but the ventilated disc brakes front and rear did pull the Lexus to a controlled stop when I did a “watch out for that roo!” emergency-braking move.
And while, by its very nature, it may not be a very dynamic SUV to drive, its low-key composure makes up for that.
The gutsy V6 and auto work well, if lazily, together, and while that transmission is enough of a smooth shifter, 10 gear ratios seems like overkill to me.
Driving modes include normal, eco, sport and each adjusts throttle response, engine outputs, and gearshifts to suit the driver and the driving conditions.
It’s quiet inside – very quiet – and there’s no issues with vibration or harshness levels either.
Among its many tech-based attractions, the digital rear-view mirror is a handy touch.
This is a great open-road touring vehicle but with some flaws when it comes to adventuring off-road.
Our test vehicle is shod with Dunlop Grandtrek 265/50R22 112V tyres and these all-season tyres are fine for sealed surfaces, but they’re not up to low-range 4WDing in tough conditions, even more so on these 22-inch rims, as we found out during a few hours at our 4WD testing ground.
The Lexus has Cruiser-like off-road-capable underpinnings with top-layer dirt-focussed tech as well.
There’s plenty of glass around so visibility is fine, steering generally feels light but takes on a clinical precision during low-speed, low-range 4WDing.
And ‘clinical’ is how the Lexus feels off-road – not always in a good way either. Like many contemporary tech-heavy off-roaders nowadays, it’s almost so good that you’re in danger of feeling entirely removed from the actual process of driving.
With multi-terrain select driving modes offering auto, dirt, sand, mud, deep snow, and rock options; with a multi-terrain monitor and panoramic view helping you ‘see’ everywhere that you usually wouldn’t be able to see on the track; with active height control helping you to lift the vehicle’s body in order to improve off-road angles at the push of a button; and the list goes on.
That’s not forgetting downhill assist control, hill-start assist, crawl control, and off-road traction control.
Don’t get me wrong: high-tech is great because anything that helps maintain safe forward progress out bush or while beach driving is awesome but, Great Odin’s raven, it’d be great if the tech onslaught stops now. As if that’s going to happen.
If you’re looking to tow with your Lexus, listen up: unbraked towing capacity is 750kg, braked towing capacity is 3500kg. It has a gross vehicle mass of 3280kg and a gross combination mass of 6780kg. There you go.
It has a full-size spare tyre and that’s mounted under the rear cargo area.
At the time of publishing, there's wasn't an ANCAP crash-test rating for the latest Lexus RX. But the old one tested back in 2015 managed the full five-star result.
We're expecting a similar outcome, especially due to the RX's stiffer, stronger and lighter body, along with a slew of fresh safety related features.
These include better autonomous emergency braking (AEB) performance, with improved pedestrian and cyclist detection, avoidance braking, lane-keep assist, blind-spot monitoring and adaptive cruise-control capability technologies. The latter now features full-stop/start and low-speed following ability – great for slow traffic jams.
Note there is no data on AEB operating parameters at the time of writing.
Also present are auto high beams, road sign recognition, front/rear cross-traffic alert, reverse parking cameras, all-round parking sensors, tyre pressure monitors and 'Safe Exit Assist' – which won't allow doors to open if passing cyclists or pedestrians are in danger of being struck.
There's also 'Intersection Turn Assist' (providing early brake activation if required), 'Emergency Steering Assist' (extra steering assistance to help keep the vehicle in its lane) and 'Emergency Driving Stop System' as standard across the range – along with a digital rear-view mirror on some grades.
You will also find eight airbags (providing coverage to all outboard occupants, also taking in dual-front occupant knees and a centre item to stop lateral head strikes), as well as Lexus Connected Services with – among other features – an SOS button or automatic emergency services notification with vehicle co-ordinates should the driver be incapacitated following an accident.
Finally, anti-lock brakes with brake-assist and electronic brake-force distribution is also standard, along with stability and traction control systems. Lexus provides three rear-seat child-seat tether anchorages and two ISOFIX latches.
The Lexus does not have an ANCAP safety ratings as it has not been tested yet.
Safety features include 10 airbags (driver and front passenger: front, knee, side; rear: side), AEB with pedestrian detection and daytime cyclist detection, front and rear parking sensors, reversing camera with rear camera washer, adaptive cruise control, road sign assist, blind spot monitor with rear cross traffic alert, tyre pressure warning system, and more.
Buying a Lexus gives you three-year access to Lexus Connected Services including (SOS) emergency calls, automatic collision notification, and stolen vehicle tracking.
Lexus now offers a five-year, unlimited kilometre warranty with roadside assistance.
Furthermore, hybrid versions of the RX include a 10-year, unlimited kilometre battery warranty.
Service intervals are at 12 months or 15,000km, whichever comes first.
The RX offers three years and 45,000km of capped-price servicing, with each one costing owners $695 – that's pretty competitive for a luxury brand.
So is the first-rate ownership experience. Amongst other benefits, there's Lexus' 'Encore' aftersales subscription program; free for the first three years, it includes myriad offers and services including discounted petrol.
Plus, owners can have their cars picked up remotely and returned washed, and with free use of a loan vehicle delivered to their door.
The Lexus LX500d has a five-year/unlimited-kilometre warranty.
Capped-price servicing applies for three years. Servicing is set at six month/10,000km intervals with each appointment costing $595 over that period.
Lexus Encore Platinum benefits – including valet parking and on-demand vehicle loans – are standard for new Lexus owners.