Lexus RX vs Mercedes-Benz GLA-Class

What's the difference?

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!

With Mercedes-Benz’s vast number of SUVs, there is room for an urban luxury crossover niche, and the GLA delivers in spades.

Indeed, in 250 4Matic guise, it is that rare thing – a high-riding hatch with dynamics to shame most dedicated pocket-rockets. It really is a hoot if you find the right road, regardless of weather conditions. The Benz has towering talent.

However, even without desirable options like adaptive dampers and a full suite of driver-assist safety technology, the GLA is expensive, does not quite carry off the price tag from an interior quality point of view, and struggles to maintain the degree of comfort and refinement expected from a Mercedes – with or without the $3K necessary to score adaptive dampers.

Still, especially because of the way the GLA looks, goes, stops and steers, if you can afford it, you’ll be rewarded. There’s never been a more rounded GLA.

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!

Looking like a mini-me GLC, today's GLA trades some of its predecessor’s edgier design elements like the slammed roof and exaggerated broad-shouldered stance for a more amorphous if elegant appearance. Even with the cliché plastic cladding around the squared-off wheel arches, it’s still a looker.

The net result is arguably the most attractive of all the MFA2 A-Class offshoots. It sits well within the Mercedes hierarchy of SUVs, bringing a swoopy coupe-like silhouette compared to the ultra-upright GLB.

Along with being 30mm wider, it’s also visibly taller than before, with a handy 213mm of ground clearance compared to just 157mm last time around. And the wheelbase has been stretched to the benefit of rear-passenger room – a bugbear of the old GLA. That's progress.

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.

Compared to before, the 2021 GLA is some 122mm taller, so ushers in a higher hip point for loftier seating – reducing that jumped-up hatch feel. Headroom improves obviously, as does rear legroom, a corollary of a 30mm wheelbase stretch (to 2729mm).

Wide apertures also make entry into and out of the German-built GLA child's play, though the solid heft of their doors is serious business at this end of the segment, very satisfyingly Teutonic and totally on-brand. This is something you won’t enjoy in a Subaru XV.

Then you s-c-r-a-p-e the underside of the front doors on the pavement literally every time you swing it to get out, and wonder whether Mercedes engineers have ever been to Australia. This fail drove us spare. Heaven help the GLAs in towns and cities with bluestone sidewalks. Maybe all that extra AMG packaging is the culprit.

Still, most of the other basics are spot-on and can’t really be faulted; cosy yet spacious for four adults – especially up front, ample vision, an excellent driving position aided by heaps of seat and steering wheel adjustability, cosseting front sports buckets that you just sink into, torrents of ventilation from those delectable turbine vents and stacks of storage. Collectively they make the GLA a welcoming, opulent place to travel in. Only the hapless fifth occupant squished between the outboard rear-seat passengers might think otherwise. But nobody buys this Benz for carting people around. That's the GLB's job.

Several years ago, Daimler poached a senior Audi designer and since then Mercedes’ dashboards have morphed into a multi-coloured multimedia diorama of touchscreen technology that threatens to completely take over the universe. Choose the right combination of colours and lighting and it's like your very own White Night on wheels. Starting with 2018’s A-Class, the striking, spangly MBUX system that underpins all this has come to be widely admired and imitated. For aesthetics anyway, with its vivid hues, panoramic displays and simple, tiled applications, it’s been a real trip.

Anyway, back to reality. From a tactility and functionality point of view, there’s still work to be done.

Access to the multimedia (including our GLA's banging optional audio system) and car settings areas is possible via a mildly fiddly finger-pad arrangement down forward in the centre console, or smaller yet much more annoying thumb sensor tabs on the wheel spokes. These are not easy to modulate on the move. Additionally, their menus can be confusing to navigate through and sometimes counterintuitive in operation. Mercedes obviously realises this as a quick-guide pamphlet is provided on old-fashioned cardboard paper. How quaint.

Eventually all areas can be mastered over time, but the functionality is complicated and may overwhelm the not-so-tech savvy. Additionally, the ‘Hey, Mercedes!’ voice control is impressive for getting MBUX to perform basic multimedia and vehicle settings-related changes, but it too-often erratic, unreliable and ultimately frustrating for more complicated commands. Perhaps elocution lessons on behalf of the operator may help.

But not as much as the profound disappointment we endure from the cheapness of some of the materials, the wincing cellophane-like sounds when pressing on some of the surfaces such as the door cards, or that emanate after a particularly bumpy section of bad roads. Sheeny reflections and hard textures in a car optioned with extras that total up to nearly $82,500 just don’t cut it.  

At least in this latest-gen GLA, the rear seat area seems much improved over the previous models, with more space, comfy and supportive seating (remember ours featured the $607 sliding function that ought to be standard) and a reclining backrest. All amenities are present, with deep pockets, fresh air from twin vent outlets, reading lights and thoughtfully placed armrests – but, again, the latter’s extendable cupholders feel brittle and cheap.

Further back, the 435-litre cargo area is sufficiently sized and practical for smaller family use (at last), aided by a 40/20/40 backrest fold and that slide-able cushion to extend capacity further. There is no spare wheel, but a tyre inflation kit is fitted in lieu.

Overall, then, better than before, with that fundamental rock-solid heft, luxurious aura and alluring premium-car aroma. The dazzling MBUX screen-related visuals, too, are endlessly entertaining to explore when the vehicle is not moving, but the GLA’s cabin is still not quite up to Mercedes’ reputation for exacting over-engineered excellence.

Or even to the standards of some mainstream alternatives.

The latest GLA’s evolved dimensions is presumably to put some space between it and its GLB 5+2-seater SUV fraternal twin, giving Mercedes-Benz blanket SUV market coverage. From GL (for Geländewagen, or off-road vehicle) A, B, C, E and S (as well as the G-wagen icon that started it all back in '79), there’s a premium option for everybody… if not every budget.  

In the GLA’s case, the entry-level 200 front-driver starts from $55,100 (before on-road costs); moving up to the $66,500 250 4Matic, and then to two performance powerhouses – the AMG 35 4Matic and supernaturally fast AMG 45 S 4Matic+ flagship, from $82,935 and $107,035 respectively.

Even the base GLA 200 includes new and improved autonomous emergency braking (AEB) among other safety-related technologies, as well as the brand’s glamorous MBUX multimedia system with wireless Apple CarPlay/Android Auto, digital radio, satellite navigation, reverse camera, climate control, wireless phone charging, powered tailgate, automatic parking, auto high beam, rain-sensing wipers and 19-inch alloys.

All the extra techy stuff doesn’t come for free though – prices jump almost $10,000 over the less-powerful previous-generation GLA 180 that the 200 replaces – though we expect the former badge to return in time.

In contrast, the GLA 250 4Matic is ‘only’ $3500 more expensive than its predecessor, gaining a terrific 2.0-litre four-cylinder turbo instead of a Renault-Nissan-sourced 1.3-litre turbo, all-wheel drive (with an Off-Road Engineering Package that gives the car some very light off-road capability), and other niceties such as heated electric front seats with memory function, a panoramic sunroof, more direct steering and lowered suspension (for a sportier drive).

Note that adaptive cruise control costs extra – a curious oversight at this price point. It’s part of a $1531 optional Driving Assistance Package, which also includes Active Lane Change Assist, extended semi-autonomous driver assistance in traffic jams (meaning full stop/go capability) and route-based speed adaptation. Do it.

Our test car had it, along with a $915 Vision Package (includes fancier adaptive headlights and a 360-degree camera), $1915 Sports Package (with AMG styling upgrades inside and out, perforated disc brakes, privacy glass, shift paddles and lowered ‘Comfort Suspension’), a Night Package (less brightwork, more black finishes) and sports direct-steering with corresponding wheel), $1531 20-inch AMG Black alloys, a $1915 Communications Package with upgraded audio and head-up display among a litany of other gear, $2838 AMG Exclusive Package with adaptive dampers, cooled as well as heated front seats, an ‘Energising Comfort’ ambience-enhancing 'experience' and special leather upholstery, $1531 Patagonia Red metallic paint and $607 rear-seat fore/aft adjustment. Total cost after the added luxury car tax: $82,446. Gulp.

Not cheap in anybody’s language. Nor, for that matter, are the GLA’s rivals, which owe their existence to the original’s spectacular sales trajectory and the trail that this blazed last decade.

Lexus’ loaded UX 250h hybrid AWD and Audi Q3 Sportback 40TFSI quattro slip slightly below the standard GLA 250 for both pricing and power, while the BMW X2 M35i and its Mini Countryman JCW cousin, along with Jaguar’s E-Pace E250, also offer in-the-same ballpark pricing but quite a bit more space as well as pace.

It’s also worth noting that Volvo’s XC40 T5 AWD conspicuously undercuts all from just $57,000, though now we’re talking about putting square pegs into round holes. Speaking of which…

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.

Mounted transversely, Mercedes’ M260 1991cc 2.0-litre four-cylinder petrol engine features a twin-cam, 16-valve design, a twin-scroll turbocharger and variable-valve timing, to help deliver 165kW of power at 5500rpm and 350Nm of torque at a low 1800rpm. With an impressive 97.2kW per tonne, it can hit 100km/h in 6.7 seconds, on the way to a 240km/h top speed.

All four wheels are driven by an eight-speed dual-clutch transmission (DCT), though most of the torque at lower speeds or during reduced throttle loads is delivered to the front wheels until extra traction is required out back. The gearbox is one of the very best of its type we’ve experienced – seamless, strong and largely lag-free.

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.

Weighing in at 1668kg (kerb), and with a bluff nose and high ground clearance also not helping, we didn’t expect great fuel economy, particularly given how hard and fast the GLA 250’s performance bandwidth is. It’s tempting to just blast your way from point A to point B.

However, at the pump we averaged 9.8 litres per 100km, which isn’t too bad at all considering the available muscle. The official figure is 7.5L/100km, for a carbon dioxide emissions rating of 170 grams per kilometre. With a 51-litre fuel tank, the theoretical range is around 680km.

Note that the GLA 250 requires 95 RON premium unleaded petrol as a minimum.

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.

A soaring 2.0-litre turbo engine application, this is a slick, stirring and robust performer that can also do efficiency as effortlessly as launch the GLA 250 4Matic towards the horizon. Let’s not mince our words. This is a fast and fiery mover.

Three drive modes – Eco, Comfort and Sport – provide a wide spectrum of acceleration and throttle responses, and all deliver precisely what you’d expect. Eco’s fine for pottering around town smoothly and serenely; Sport morphs into a searing and seamless speed demon; and the default Comfort sits somewhere in the middle as the best of both worlds. There really is no faulting Mercedes’ M260 masterpiece.

The DCT also happens to be one of the better dual clutch autos, avoiding the lag and clunkiness pitfalls usually associated with this sort of gearbox. It’s even comparatively smooth off the line on hills. Ours came with the optional handy set of manual-mode paddle shifters, adding a welcome level of interactivity autos tend to overlook. Too bad Mercedes persists with that fiddly column lever that is forever prone to knocking the car out of drive. Even after 15 years, it's still so annoying.

What all this means for the urban driver is strong acceleration for flitting in and out of traffic gaps, as well as incredibly instantaneous point-to-point responses for commanding manoeuvrability, thanks to ultra-eager steering and assisted by outstanding brakes.

With struts up front and a multi-link rear end as standard, the GLA 250’s chassis, too, is a transformative for what is essentially a high-riding hatchback – but only if your pockets are deep enough.

Fitted with that near-$3K AMG Exclusive Package that includes adaptive dampers, our Benz displayed a definite hot-hatch attitude that really would make it the darling of Golf GTI owners who’ve outgrown their rides but not their girl/boyracer desires. Superb handling and hunkered-down roadholding really do make this the driver’s premium compact crossover. You can pretty much point and shoot this Merc as you might a Golf R, and likewise in most weather conditions thanks to all that reassuring tenacious grip.

Plus, if you’re put off by the hard ride in Sport, the Individual mode allows the driver to engage the soft damper mode while the engine and steering retain the hardcore settings. It’s a win-win situation – as long as you can stretch to that AMG Exclusive pack. We strongly recommend it, given the balance between ultimate high-speed control and comfort.

However, while this is all good news for rural and country folk seeking hot crossover fun, back around town, poor urban road conditions can reveal a flaw in the chassis’ ability to properly smother bumps and ruts. It’s the small frequency stuff that seems to transmit through, never really settling down.

The result is a jittery ride, that may somewhat undermine the GLA’s upmarket sheen. There’s also a fair degree of road noise coming through. Perhaps sticking with the 19-inch alloys instead of those lovely 20-inch rims is the solution here.

Mercedes-Benz is a long and proud pioneer in passenger-vehicle safety, and the GLA is no exception… except that for the full suite of safety assistance you need to fork out more in the GLA 250.

The standard roll-call of advanced driving assist systems includes nine airbags (front, pelvis side and window bags for driver and front passenger, side airbags for rear occupants and a knee airbag for the driver), AEB with pedestrian and cyclist detection, and blind-spot monitoring with an exit warning that alerts the driver of approaching cyclists or vehicles if the door begins to open into their path.

The AEB system has a working range of between 7km/h and 200km/h.

Active Lane Keep Assist, an active bonnet that raises to reduce head injury, Cross Wind Assist, Pre-Safe accident anticipatory systems and traffic sign recognition tech are also present.

Additionally, front and second-row seatbelt reminders are fitted, as well as two rear-seat sited ISOFIX child-seat anchorage points and a trio of child-seat tether points behind the backrest.

But you’ll need to fork out another $1531 for the optional Driving Assistance Package, which includes adaptive cruise control with full-stop/go, Active Lane Change Assist, extended semi-autonomous driver assistance in traffic jams, and route-based speed adaptation.

At the time of publishing, the H247-series GLA’s crash test rating results had not been published, but the closely-related GLB tested in 2020 managed a full five stars.

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.

Unlike many luxury brands that persist with a sub-par three-year warranty, Mercedes-Benz offers a five-year/unlimited kilometre warranty.

Intervals are every year or 25,000km, with a capped price service plan starting at $550 for the first year, $750 for the second year and $1250 for the third year, totalling $2550. Alternatively, buyers can also choose a Service Plan, starting at $2050 for the first three years (saving $500 from the normal capped-price service plan), $2950 for four years and $3500 for five years.