Lexus RX350 vs Genesis GV60

What's the difference?

The RX is a big SUV that doesn't always look, or drive, like one, and – in 500h guise especially – can put a smile on a driver's face, too.

Gone are the cabin quirks and the polarising design elements (well, mostly...), and in their place you'll find a solid, premium-feeling family offering without much in the way of drawbacks.

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

It’s still a tall order. There’s no getting around the fact this is a lot of money to part with for a weird looking electric car from a brand so new to the luxury space.

While I wasn’t convinced going in, the way this car unites some of the best attributes of its Ioniq 5 and EV6 relations, while bringing with it such a unique look and feel, has swayed me.

I understand this car a lot better now, and this is maybe the biggest catch; you need to spend some time with this car to decide if it’s for you, because I don’t think it will be for everyone. That said, if you like what you’ve seen or read here, give it a try, you might be surprised by what you find.

Honestly, the Lexus RX looks far more powerful, and cohesive, in the metal than it does in some photos, and in the right colour (we're fond on the deep black or the copper-rose hues), it looks downright fetching.

That Predator-shaped front-end is massive, but the way the Spindle grille kind of bleeds in the body work at the nose of the vehicle is a neat trick, and the whole design ethos gives the RX a sportier, more modern, and more intimidating, energy from almost every angle.

Perhaps the most clever element though is the wave-like design piece that links the rear window with the boot, somehow managing to shrink almost-five-metre SUV (visually, at least), and leaving the RX looking more sporty than hulking.

The door handles are cool, too. They’re fixed, and you just touch them to open the door, with a similar system used once inside to get out again.

Inside, Lexus has gone for a clean, modern-feeling space, and, thankfully, there isn't a Remote Touch trackpad in sight. Instead, you can choose between two screen sizes – 9.8- or 14.0-inch – which kind of dominate the dash, while the air-con controls are digital and interactive, too.

It must be said, though, some interior treatments feel far more special than others, and while Lexus in Australia isn't spilling on specifics for our market just yet, the top-spec models will almost certainly feel more plush than the cheaper ones.

All of these features are impressive, but you have to be on board with the way this car has been styled. It’s a tad confronting, with its curvy, bulbous look, and an unfamiliar version of the Genesis face.

It’s not as traditionally appealing as the rest of the brand’s range, and I think it’s a bit risky. Then again, this car has to do something dramatic to slot in alongside the outrageously styled Hyundai Ioniq 5, and sporty Kia EV6 with which it shares its underpinnings.

My take: I’m not sure I love it, but there are bits I like. The ‘deconstruction’ 21-inch alloys look incredible and fill this car’s wheel arches, the Genesis signature light fittings pair nicely with the chrome highlight stripe running down the roofline, and the integrated spoiler accentuates the rear hatch.

What gets the concept car cred is those digital wing mirrors. In my time with the car they attracted the most attention from onlookers, and cement the futuristic Genesis brand theme.

An interesting factor of this car’s design is how small it looks. From the outside it looks a fraction of the size of the Ioniq 5 or EV6, and inside it feels the most like a hatch, despite the dimensions being close between the three siblings.

It may have a tight, low-slung feel, but thanks to its platform, the interior remains expansive. The light theme in our test car helps it feel airy and spacious, although my advice is to go with the darker of the three interior colour themes as it will probably age better.

Either way, the flat floor, low dash, and plentiful window space makes for an open-feeling area.

The floating centre console piece is closest in design and execution to the one in the EV6, but with its own kind of showmanship. It’s finished in a metal casing, with the highlight being the crystal gear selector.

With the car on, it exudes an ambient light and is surrounded by silver, but with it off, it flips over to become a luminescent crystal ball. 

One part of me says this is completely ridiculous and over-the-top, but then so are many of the interior elements going into rival vehicles (like the Mercedes ‘hyperscreen’, for example, or BMW’s similar use of crystals for key control items, or the Lexus RZ’s holographic diamond pattern projected into its door frame) which are just as attention-grabbing for the sake of it.

There’s a lot to like, and I think importantly for buyers it’s a unique take.

Genesis has imprinted a lot of its identity in this car’s cabin, which only serves to set it apart from its rival luxury players. It won’t be for everyone, and maybe that’s okay.

The entire RX range now rides on Lexus' GA-K platform, which is lighter (-40kg), more rigid, and offers a lower centre of gravity (-15mm) than the model it replaces.

The RX is wider (+25mm to 1920mm), lower (-10mm to 1695mm), but no longer (still 4890mm) than the outgoing model. But Lexus has lengthened the wheelbase (+60mm to 2850mm) to earn some extra backseat space for rear riders.

And it must be said, there is lots of room for backseat riders. Sitting behind my own 175cm driving position I had more than enough knee room, and enough head room, and a general feeling of airy spaciousness.

Elsewhere you get the usual practicality perks, with two cupholders up front, two more in the pull-down seat divider that splits the rear seat, and there are two ISOFIX attachment points in the back seat, too.

Charging is handled by a four USB ports, and depending on the trim/spec balance Lexus in Australia shoots for, you should at least find vents with temp controls for backseat riders, too.

Lexus is yet to confirm the luggage space specs for the new RX, but given it’s only being offered with five seats, and that there’s been no change to the vehicle’s length, you can expect a fair bit of room for bags in its auto-opening boot.

As already mentioned, the front seat is a spacious, open environment, with plenty of practicality offered for occupants.

The floating centre console offers two centre cupholders and a shallow armrest box, and while it doesn’t shift back and forth like the unit in the Ioniq 5, it does have a netted storage compartment underneath.

There are plenty of additional storage areas, including a small bay under the USB-C outlets on the floor, a set of two sunglass holders (one under the climate unit and a second in the roof), large pockets with integrated bottle holders in the doors and an interesting slide-out drawer in place of a glove box.

The back seat feels just as spacious, with plenty of width and a flat floor making it a reasonable proposition for seating three adults across. Headroom is its least appealing dimension, with the roof dipping slightly to allow for the sliding sunroof cover.

Amenities are also plentiful, with adjustable vents in the pillars, a bottle holder in the door card, or a cupholder in the armrest, a further two cupholders in the padded drop-down centre piece, hard shell map pockets on the backs of the front seats, USB-C outlets on the back of the centre console, and a huge netted storage area underneath.

Perhaps the most welcome addition, though, is the full-size household-style power outlet under the rear bench, which lets you use the rear space as a mobile office or a comfortable, air-conditioned place to read while charging.

The boot measures in at 432 litres. It’s on-par for the mid-size SUV segment, but like its Ioniq 5 and EV6 relations, the floor is quite high leading to a wide but height-limited area. To fit the three-piece CarsGuide luggage set, for example, I had to remove the roller cover.

Underneath, there’s a small area for the storage of charging paraphernalia and the tyre repair kit. A tiny frunk also exists, best for the storage of similar items.

For this review we’ve grabbed a top-spec GV60 AWD Performance, and the range has just received an update with some eyebrow-raising new features, which should pair with its dedicated 800-volt electric platform and wacky styling to set it apart from the luxury crowd.

How much are we looking at here? There are just two GV60 variants - a standard all-wheel drive, which costs from $107,100, before on-roads, or this car, the Performance version, which costs from $114,700.

Both grades get the same 77.4kWh battery pack, but only one gets a boosted set of electric motors.

Rivals of a similar size, price-point, and range include the BMW iX3 ($104,900), the just-launched Lexus RZ ($123,000) and the Mercedes-Benz EQC ($128,000).

This immediately makes the GV60 look like good value. Unlike its rivals listed there, it has an 800-volt architecture (allowing record fast charging times), and some unique additions.

Standard stuff at this price is as expected for a luxury vehicle and then some. The GV60 gets 21-inch alloy wheels, full LED headlights, tail-lights, and ambient interior lighting, quilted Nappa leather interior trim with suede roof lining, heated and ventilated front seats with heated rear seats and a heated steering wheel.

There are dual 12.3-inch screens for the digital dash and multimedia suite, plus wired Apple CarPlay and Android Auto connectivity, a head-up display, dual zone climate control, a fixed panoramic sunroof, flush door handles, and even fully digital rear vision mirrors.

Updates for the 2023 model year include a connected services suite, allowing phone app connectivity, emergency assistance, live traffic and weather, EV charging station search functions, voice commands, and a fingerprint scanner for unlocking and starting the car.

Elsewhere, this updated version also gets two additional airbags for enhanced safety, new brake caliper covers, a fine particulate filter for the climate control, and by far the strangest addition, a ‘virtual gear shift’ which makes the electric motors behave as though they have a traditional transmission.

Let’s start with what we’re not getting at launch. Internationally, there's a new plug-in hybrid variant that pairs a 227kW hybrid system with a 18.1kWh lithium-ion battery for an EV driving range of more than 65kms, but fight though Lexus in Australia did, it couldn't secure the model for our market at launch. It wants it though, and badly. So watch this space. 

Instead we get three options, including the RX 350h, which pairs a 2.5-litre petrol engine with Lexus' existing hybrid system to produce a total 180kW and 316Nm. It's paired with a constantly variable transmission and will be offered in two- or all-wheel drive.

There’s also a turbocharged 2.4-litre petrol engine on offer in the RX 350, good for 205kW and 430Nm, and paired with an eight speed automatic and AWD.

But the powertrain I really, really like lives in the RX 500h F Performance, and pairs a 2.4-litre turbocharged petrol engine with an electric motor up front, and a second at the rear axle, for a total of 273kW and 551Nm.

The all-new hybrid system has been designed with turbocharged engines in mind, and features a single electric motor at the front, and a bigger rear motor, with the latter able to provide real driving power to the rear tyres - and contribute to a sprint to 100km/h of just 5.9secs.

Lexus calls it an 'eAxle' motor, and it can deliver some 76kW to the rear tyres. It pairs with a 'DIRECT4' all-wheel drive system which the brand says improves "handling, controllability, and feel."

Fitting, then, that it features on the RX 500h F Performance, which also introduces a new go-fast tier for the Lexus brand (though one you can expect to see more frequently in the near future), and which sits between the existing F Sport and the top-tier, full-fat F models.

The brand says things like bigger brakes, performance components and the highest power outputs will be reserved for the F Performance models. And so it is with the RX 500h F Performance, which welcomes six-piston front brakes, adaptive variable suspension, dynamic rear steering and 21-inch wheels.

The two GV60 grades share the same 77.4kWh battery pack. The standard all-wheel drive version offers a combined 234kW/605Nm, while the Performance AWD as tested puts out a massive 360kW/700Nm at its peak, using a temporary ‘Boost’ mode.

Suffice it to say this is more than enough power. It’s more powerful than (at a similar price) the BMW iX3, Lexus RZ and Merc EQC and you’ll need to spend significantly more to get into something which can best it from the traditional luxury space.

Perhaps also consider the Tesla Model Y Performance ($91,400) if going absurdly fast in a straight line is what you’re all about.

Let’s start with the pure-petrol RX 350, which will sip a claimed 8.8 litres per hundred kilometres on the combined cycle, and will demand premium petrol. The RX 350h is more fuel efficient, demanding 6.4 to 6.7 litres per hundred kilometres on the combined cycle.

But the most impressive is the RX 500h, which Lexus says will need 8.2 to 8.5 litres per hundred kilometres — making it more efficient than the petrol-powered RX 350, despite producing an extra 68 kilowatts of power and 121 newton metres of torque.

Driving range for the Performance all-wheel drive is 466km, slightly less than the standard AWD version which can travel 470km between charges.

Again, it’s slightly better than you might expect from its most direct rivals, so an easy win there for Genesis. A 450km+ range is generally enough to be free from ‘range anxiety’ on almost all trips.

One of the reasons the GV60 is able to achieve a better range than its rivals with a similar battery capacity is efficiency. Like other Hyundai Group products, the GV60 is impressive.

Despite its huge power outputs, the official combined cycle energy consumption, according to the more accurate WLTP standard, is 19.1kWh/100km.

And in my time with the SUV, I managed an even better overall number of 18.9kWh/100km over several hundred kilometres of what I would consider ‘mixed’ driving conditions.

Charging is an even better story, with the 800-volt architecture underpinning this car allowing one of the fastest charging times on the market of just 18 minutes (10 - 80 per cent) on a compatible 350kW charger, provided you can find one.

On the far more common 50kW DC units you can expect a 73 minute 10 - 80 percent charge, while on the slower AC standard, the max rate is 11kW, indicating a charge time of around seven hours.

Right, let’s cut to the chase here. I like the way the all-new RX family drives, pretty much across the board. If that’s all the information you want or need, feel free to check out here and move on to the next sub-heading.

Still here? Ok, then let’s go a little deeper.

None of the powertrains on offer feel under-powered in the RX range, which is a good start, but they all do their jobs a little differently. 

The RX 350 is probably the most familiar, with a traditional automatic and that well-known petrol-powered punch. It’s not the most powerful engine on offer here, but it’s more than enough to get the RX up and moving — but, for mine, it can feel a little thrashy (or like it’s straining a little too hard), when you really start to push it, but such is the price you pay for a four-cylinder engine pushing a large SUV.

Next up is the RX 350h, which Lexus reckons will be the best-selling model in Australia. Lexus and Toyota have been doing hybrid powertrains for some time now, and the system fitted to the new RX is predictably solid-feeling, though it too has its drawbacks – namely that the constantly variable transmission can drone on and on under constant acceleration, and even the commendably insulated cabin can’t block it out completely.

So if this is a Goldilocks’ scenario, then the just right has to be the RX 500h, which blends its powerful powertrain with a traditional-feeling automatic to deliver plenty of performance and a tight, engaging drive experience that makes it feel as though the big SUV is somehow shrinking around you from behind the wheel, courtesy of the best performance kit (brakes, adaptive suspension, etc).

But to be honest, no matter the RX, the thing that really stands out here is its on-road dynamics. The car doesn’t really wobble about, there’s not much in the way of body roll, and it feels tight and confidence inspiring, no matter the model - but especially the rear-wheel-steering equipped 500h.

The RX also does a commendable job of locking the outside world outside of the cabin. Where you want it to be a calm and sedate family hauler, it can be that. But it can also put a smile on your face on the right road, too.

And that, I think, is something to be celebrated. And also not something we’ve come to associate with Lexus over the years. But that’s now beginning to change. Long live F Sport Performance, then.

As someone who has spent significant time with both the Ioniq 5 and EV6, I wasn’t sure what to expect from the Genesis take on this formula. I’m happy to say, though, I was pleasantly surprised.

Yes, the GV60 is stupendously fast in a straight line, faster than any car needs to be, but it’s the subtleties which have been built into its ride and handling that make it shine.

While the Ioniq 5 is playful and comfortable, but soft enough it’s sometimes boaty, and the EV6 is hard and determined, but at times a tad harsh and heavy, the GV60 does a remarkable job of uniting the best attributes from its siblings.

The ride is hard enough to grant excellent control and a nice feel for the road, whilst still being forgiving over harder bumps and frequent corrugations. I was particularly surprised to feel its soft edge given its giant 21-inch wheels and slinky performance tyres.

An amount of give in the corners and a traction control system which allows a little slip lets you throw the weight of this car around a bit, mimicking the playful feel of the Ioniq 5. Something which you can enhance if you want by toying with the many soundscapes the GV60 offers.

One of the more surprising things which struck me about driving this EV is how relatively compact it feels. It doesn’t feel as though it has the heft of the EV6 nor the expansive feel of the Ioniq 5. Credit to the brand for making a car with the same chassis and hardware having such a distinct feel.

There’s also the bizarre 'virtual gear shift' feature which has been added for this year’s GV60 update. It makes the electric motors behave as though they’re being channelled through a torque converter transmission.

In the ‘automatic’ mode, the car provides revvy feedback and the feel of shifts between gears, while in the manual mode, the speed will be limited and the gear feedback provided by regen when you lift off, until you shift up.

Bizarre. Can I imagine using this in the day-to-day? Not really, it’s a bit annoying after a while. A gimmick, perhaps, to show your friends.

The same goes for the weird digital wing mirrors, although credit to Genesis, I became used to them quickly. I can’t say the same for the comparatively frustrating digital rear-vision mirrors fitted to Audi’s e-tron.

Unfortunately, they're standard in the GV60. I'd prefer they were optional and live without them.

Yes, it’s tech for tech’s sake. In fact, a lot of things in this car seem to lean this way, but underneath it all there’s a solid electric car, one which manages to unite some of the best features of the Ioniq 5 and EV6 while adding the unique look and feel of the Genesis marque.

The GV60 comes packed with safety equipment regardless of which variant you pick, and for the 2023 model year, the brand has even added a second set of side airbags for rear occupants, bringing the total count to 10.

Active safety features include the full array of auto emergency braking (works to freeway speed and detects vulnerable road users), lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert (as well as a blind-spot camera in the digital dash), adaptive cruise control with stop and go, safe exit assist and driver attention alert.

With the always-online suite it also includes an emergency call feature in the event of an accident.

The GV60 was awarded a maximum five-star ANCAP safety rating to the 2022 standards.

The Lexus family is covered by a five-year, unlimited-kilometre warranty, which is about bang-on in the premium-vehicle space. 

While servicing details are yet to be confirmed, the previous RX required a trip to the service centre every 12 months or 15,000kms, and it will fall under the brand’s capped-price servicing program, and the Lexus Encore program, which offers all sorts of perks to owners.

Are you ready for a jumble of numbers? Genesis offers a five-year/unlimited kilometre warranty, eight years/160,000km for the battery, and 10 years of roadside assistance.

The eyebrow-raising stuff here though is the five years of free servicing, combined with the choice of either a five-year Chargefox subscription or complimentary installation of a home charger.

Yep, theoretically, the GV60 can be free to run for the first five years. Like Lexus, Genesis also offers a complementary loan car at service time.

I don’t think any brand can beat it right now from an ownership perspective.