Lexus RX350 vs MG MG QS

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.

What it lacks in driving panache it does make up for in terms of space and equipments, and there really is room for seven decent-sized humans on board. Combine that with a decade of warranty coverage, and the MG QS will no doubt be appearing on family shortlists.

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.

You’re not going to miss the MG on the road, are you? For one, it looks pretty big, and pretty athletic, plus it’s got that bold front-end and grille design that, if I’m honest, I can’t tell if I like, or if it’s over the top. 

Elsewhere, though, it’s more traditional SUV styling, though there is some nice and gentle detailing in the body that makes it look less big, broad, and boring, and the slightly nose-forward design gives the QS something of an athletic stance.

Inside, it’s really quite nice. The twin screens look fantastic – and the subtle curve linking the two looks properly elegant – and there’s some lovely detailing in the through the dash panels, too, which also helps to break up the fact that there is simply a lot of dash here.

As always, I love the row of switches below the screen that act as shortcuts to the functions you need, when you need them, without having to rely on the screen all the time. 

But I'd encourage you to have a good squeeze of all the materials used. Some look like stitched leather, but are actually harder plastics in disguise.

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.

The MG QS is a smidge under five-metres long, just over 1.9m wide and just under 1.8.m high, which puts it right in the seven-seat SUV ballpark.

That pays dividends in the backseat. I’m 175cm tall, and I had heaps of room to spread out, and I don’t only have my own air vents, but I have my own temperature controls, too.

It’s a big and airy space, and I’d have no problem spending some serious time here on a longer road trip.

But the big question is, what do those dimensions mean for third-row riders, and does it live up to its promise of being a true seven-seater?

Well, yes and no. The fact that the middle row is on rails helps massively, because you can slide it forwards to maximise leg room for backseat riders, and the one-touch entry (which folds the middle row up and forwards) makes actually climbing back there pretty simple, too.

But... it's still a space in which I wouldn't want to spend too much time. Its big enough for shorter trips, but it's still best for the smaller kids in the family.

Now, as is often the case with three-row cars, how much boot space you get very much depends on how many people you have onboard. With all three rows in place, you get a miserly 203L, fold the third row and you get 517L, drop both rows and you get 1052L.

You get introductory national drive-away pricing for the two-grade MG QS range, with the Excite yours for $46,990, and the Essence we’re testing sets you back $50,990 on the road.

In typical MG fashion, neither model is wanting for much in the spec department, but our Essence gets the lot and the kitchen sink.

Outside, there are 21-inch alloys, LED lighting with fog lights, a powered tailgate and a powered sunroof. Inside, there are leather seats which are heated and ventilated up front, tri-zone climate control and ambient interior lighting.

Tech is handled by twin 12.3-inch screens with wireless Apple CarPlay and Android Auto. There’s wireless charging, too, and a 12-speaker Bose stereo.

The top-spec model also gets all-wheel drive, adaptive suspension and six drive modes — Normal, Snow, Off-Road, Sport, Custom and Eco.

There are five exterior colours available on the QS, including Oxford White, Black Pearl, Camden Grey, Regency Green and Cashmere Silver.

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.

Under this hood is a 2.0-litre turbocharged petrol four-cylinder engine, which produces 153kW and 360Nm. In this all-wheel-drive Essence, that power is channelled through a nine-speed automatic and sent to all four wheels.

I don’t have a zero to 100km/h time for this two-tonne-plus beast, but suffice it to say it won’t knock your hat off. I’m guesstimating just under 10 seconds.

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.

Now MG reckons you will see 8.8L/100km on the combined cycle, which would give you a theoretical driving range of around 738km from its 65-litre fuel tank. For the record, we saw more like 11 litres.

That tank, by the way, demands 95RON fuel, so you won’t be troubling the cheapest pump at your local service station.

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.

It all comes down to what you're looking for in your large SUV. Is it a vehicle that – against all odds – manages to somehow stir your emotions from behind the wheel, whether you're flying solo or you're riding with seven on board? Well, the MG QS won't do that.

But if you're looking for something big, comfortable, nicely trimmed and with just about every feature you can think of, then the MG QS ticks those boxes and then some.

But let's start with the not so good. The steering in the MG QS is super, super light, leaving it feeling largely disconnected from what's happening beneath the tyres, and giving the drive experience a weird and artificial vibe.

Now, it must be said that some drivers like that. A big car with light steering makes manoeuvrability easy in car parks and the like. But I don't. It makes me feel uninvolved in the drive experience.

The QS is equipped with Sport mode that does add heft to the steering, but which also appears to make the gearbox way to eager to shift down and hold a lower gear, adding a harshness to the drive.

It's also not a big engine, and this is a big car, and so there's a bit of delay when you first plant your foot as the engine figures out its next move, and you're always aware of the engine working fairly hard to get the QS moving along – though MG has done a good job of deadening much of that sound before it enters the cabin.

But if that's the not-so-good, there are still plenty of ticks in the MG's plus column. It's a largely smooth-riding, sweet-shifting proposition, the QS, and the space in all three rows is impressive, especially when the sliding second row is utilised to maximise the space where you need it.

The MG QS hasn’t yet been crash-tested by ANCAP, but all the expected safety kit is on board, including seven airbags, AEB, rear cross-traffic alert, adaptive cruise control, blind-spot monitoring, lane-keep assist and lane departure warning.

But be warned, it can bing and bong and random intervals. If it thinks you’re speeding, or that you’re not paying attention, and it is very, very annoying. Learn how to switch off the speed limit recognition and driver attention alert, and fast.

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.

It’s a tale of goods and bads in the QS ownership world. The good is a near market-leading 10-year/250,000km warranty (so long as you regularly visit an authorised service centre), and solid service intervals of 12 months or 15,000km, whichever comes first.

The bad is eye-watering service costs – including a whopping $2920 dollar service at the six-year/90,000km mark.

All up, seven years/105,00km of servicing will cost you $6336 in the 2WD, or $6962 in our AWD – the latter averaging out at close to $1000 per year.