Lexus Rx450H+ vs Porsche Taycan

What's the difference?

The new Lexus RX450h+ Sports Luxury is packed with a wealth of premium features and strikes a solid balance between refinement and practicality. There are enough thoughtful touches that make everyday driving a little easier.

You’ll get the most out of the plug-in hybrid powertrain if you’re able to charge it regularly; ideally every day. That might not always be practical for busy people on the go, but overall, the RX450h+ manages to blend efficiency with Lexus’ signature comfort and quality.

Porsche says its Taycan models have always been performance-focused and this updated version is even faster than the car it replaces, in a straight line and point-to-point. It’s better equipped, more efficient, and yes, more expensive but every millimetre a Porsche in the way this EV sedan and wagon package has been executed.

It’s an impressive car likely to appeal to Porsche newcomers rather than traditionalists, although you may already have other Porsches in the garage. But with the Macan EV landing any minute and the pure-electric 718 Boxster and Cayman just around the corner it's a key part of the changing face of this iconic German brand.

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

The RX isn’t breaking new ground with its plug-in hybrid design, but it still delivers that signature Lexus understated refinement.

The strong, flowing body lines, 21-inch alloy wheels and updated 'spindle grille' all give it presence without screaming for attention.

And in a segment where boxy and bulky designs tend to dominate, the RX’s swoopy silhouette helps it stand apart in all the right ways.

Inside, the cabin feels considered and luxurious. There's a heavy use of premium materials, including the leather and suede upholstery, plush soft-touch surfaces and the big, crisp displays that make the space feel modern and high-end.

The panoramic sunroof brings in loads of natural light, too, which is especially welcome given the dark headliner that might otherwise feel a little heavy.

If I have one gripe, it’s the thin steering wheel, which doesn’t quite match the otherwise solid, tactile feel of the rest of the interior. But overall, the cabin is a space that feels luxurious and well-executed. It's quietly confident, just like the RX.

Porsche has freshened up the Taycan’s front and rear end, the nose losing the vents dropping down from the headlights as previewed by the original Mission E Concept in 2015.

Matrix LED headlights are standard with high-resolution HD available. But there are no major sheet metal changes to the bulk of the car. And why would you fiddle with it? The drag coefficient is an ultra-slippery 0.22.

Around the back the Porsche logo in the rear light strip has been given a cool three-dimensional treatment al la the 911, Panamera and other current Porsches. And if you have eyes for the Turbo or Turbo S the brand’s glamorous ‘Turbonite’ metallic silver colour is now available.

Inside is a screen-rich environment with a three-dial digital version of the brand’s five-dial instrument cluster customisable through roughly 5000 configurations and there’s a new multimedia software interface for the central screens with additional functions. A passenger display is a $2860 option.

The RX cabin is thoughtfully laid out and impressively practical, with a premium feel that doesn’t come at the cost of everyday usability.

Up front, there’s plenty of space for driver and passenger, yet the stepped dash design brings a sense of intimacy. The electric front seats are seriously comfortable, with four-way lumbar support and extra adjustment functions that make this an easy choice for long drives.

Storage options are generous, too. There’s a clever dual-opening centre console, large glove box, multiple phone-sized shelves, map pockets and a couple of cup- and drink holders in each row.

Charging is taken care of by four USB-C ports, one USB-A port and a wireless charging pad.

Tech is up-to-date and well-integrated. The upgraded 14-inch media display looks crisp, supports wireless Apple CarPlay and Android Auto, and is paired with a revamped 12.3-inch digital instrument cluster and a colour head-up display.

The cluster’s new layout is modern and much easier to read than the previous offering. The digital rear view mirror also earns its keep when the cabin’s packed with passengers or gear.

One of my favourite touches? The seat controls on the side of the front passenger seat. It makes quick work of moving the seat forward, especially helpful when you’ve got a kid clambering in with a school bag full of projects.

Access to the rear row is easy, but the stadium-style seating, where you're perched noticeably higher than those in the front, won’t be for everyone.

That said, the rear seats are plush and padded, though they lack side bolsters, which rear passengers might notice during cornering.

Legroom is generous and the hardened kickplates are a dream to clean when your child’s treating the seatbacks like a climbing wall.

My eight-year old gives the back seat a glowing review, thanks to its creature comforts, including rear climate control, directional air vents, seat heating/ventilation on the outboard seats, two USB-C ports and retractable sun-blinds, which are a crowd favourite in our household.

There are three top-tether anchor points, and the bench is wide enough to fit three child seats, though bulky booster seats might be tricky due to the raised seating height.

At the back, the boot is well set up for families, offering electrically folding rear seats, a 12-volt socket, flat loading floor, and a hands-free powered tailgate.

Under the floor, there’s a small compartment for your charging cables (Lexus throws in two!) and a usable 612L of capacity when all seats are in use. One downside, though, is the lack of a spare tyre as you just get a tyre repair/inflation kit.

At nearly 5.0m long and 2.0m wide but less than 1.4m tall the Taycan is a low-slung large sedan.

In the front of the Taycan I’ve got plenty of breathing space, lots of headroom and enough shoulder room and you don’t feel cramped relative to the co-pilot.

In terms of storage, there are pockets in the doors with room for bottles, a couple of cup and bottle holders in the centre console as well as a tray under the flying buttress type upper console section.

A lidded box between the seats housing a couple of USB-C outlets and a 12-volt socket is handy and there’s a decent-size glove box on the passenger side. 

Interestingly, an in-car video function enables video streaming on the central display (while the vehicle is stationary) and the passenger display at any time with the vision hidden from the driver by a lenticular-style screen.

In the back, sitting behind the driver’s seat, set for my 183cm position, I have ample legroom and space for my feet. Problem is my head hits the roof solidly, even with the extra room afforded by the panoramic glass insert, which is a no-cost option from the Taycan 4S up.

Standard configuration is two rear seat positions, although a ‘4+1’ set up which adds an occasional centre rear position is optionally available. Trust me, that’s tight. 

On the upside you have adjustable ventilation for the rear seat passengers (climate control zones on the Turbo grades) with a small oddments shelf below them, slots in the doors for bottles and two more cup or bottle holders in the fold-down centre armrest.

No map pockets on the front seat backs, so while there’s some room for storage it’s not exactly over supplied in that department, or for breathing space in general.

Boot space is relatively modest at 366 litres in the sedan but the 60/40 split-folding rear seat liberates more space if required. The Cross Turismo wagon offers 405 litres and a much larger load aperture for greater flexibility. An 84L frunk sits in the nose of all Taycans.  

Interesting to note Taycans in other markets boast an extra 41L of boot space. It doesn’t feature here because Porsche Australia has made the high-end Bose sound system standard and its sub-woofer eats into available capacity. 

A power boot lid or tailgate and auto self-levelling to maintain the car’s ride height under load is standard but there’s no spare tyre of any description. A repair/inflator kit is your only option, which is less than ideal.

Cost-of-entry to the Taycan club stretches from close to $174,500, before on-road costs, for the entry-grade, single-motor RWD model to just under $373,600 for the flagship dual-motor AWD Turbo S. That’s an increase of between 2.7 and 6.6 per cent, varying by model.

MSRP - correct at time of publication

The heavy-hitting Taycan Turbo GT is scheduled to arrive in the third quarter of this year at $416K, and we’ll no doubt see a sporty GTS variant within the next 12-to-18 months.

That price spread for the new Taycan pitches the Porsche against the likes of Audi’s closely related e-tron GT and RS GT, BMW’s three-tier i5 line-up and the Mercedes-Benz EQE sedan.

Highlight spec additions include ambient lighting, soft-close doors and an ‘Intelligent Range Manager’ which uses the nav and onboard systems to optimise energy use.

The ventilation system now features a heat pump which compresses outside air to heat the cabin and wireless charging is included across the board.

Then tip in adaptive cruise control, a head-up display, lane change assist, surround camera view (with ‘Active Parking Support’), rear side airbags and digital radio.

The base model picks up adaptive air suspension, alloy door sill protectors and a bigger, lighter battery.

That’s on top of a laundry list of non-safety or performance related inclusions like auto matrix LED headlights, dual-zone climate control, 14-way electrically adjustable heated front seats (with memory), partial leather trim, privacy glass, 10.9-inch central multimedia display, configurable digital instrument panel, 14-speaker/710W Bose audio (with digital radio), Apple/Android connectivity, an auto tailgate and more. 

While, depending on model, higher grades collect extra standard gear ranging from bigger rims and full leather interior to a panoramic glass roof and ventilated seats. 

Not bad, even in this elevated part of the market.

Under the bonnet the RX450h+ Sports Luxury runs a plug-in hybrid powertrain that pairs a 2.5-litre four-cylinder petrol engine with a CVT auto and dual electric motors - one on each axle. Together, they produce a total of 227kW of power, though Lexus doesn’t quote a combined torque figure.

Still, it’s quick off the mark for a large SUV, with a 0-100km/h time of 6.5 seconds. There’s more than enough grunt for daily driving and overtaking, even if it doesn’t quite match the outright power of its key PHEV rivals.

The entry-level single-motor RWD Taycan features a new electric motor that’s 10kg lighter and seven per cent more powerful but more notably produces 22 per cent more torque than the unit it replaces.

Both it and the additional motor fitted to the front axle of AWD models are permanent magnet synchronous units with outputs up across the range, the Turbo S producing a stonking 700kW and more than 1100Nm.

That 700kW peak number for the Turbo S comes courtesy of an ‘overboost’ function with Launch Control. And Taycan models equipped with the Sport Chrono package and the Performance Battery Plus have up to an extra 70kW courtesy of a 10sec push-to-pass button.

There’s a two-speed transmission on the rear axle and a single-speed on the front of AWD variants.

The plug-in hybrid system brings solid efficiency, with claimed fuel use of just 1.3L/100km. In real-world conditions (mostly urban driving with regular recharging) I managed a respectable 4.8L/100km, which makes a strong case for the hybrid set-up.

The fuel tank holds 55 litres and it's worth noting Lexus recommends using a minimum of 95 RON unleaded petrol to fill it.

Using our real-world economy figure you can expect a range in excess of 1100km between fills.

The RX450h+ is fitted with a relatively small 18.1kWh lithium-ion battery, supporting an NEDC electric-only range of up to 65km.

While that’s fine for short daily trips, it’s shorter than you'd ideally want in a family SUV of this size and it lags behind rivals like the BMW X5 and Volvo XC90 in this department.

Charging is simple enough. The RX uses a Type 2 charging port and accepts up to 7.0kW on AC power, which means a full charge takes around 7.5 hours, perfect for overnight top-ups. Lexus also includes an at-home charging cable and second adapter cable as standard, which is a thoughtful touch.

The Taycan runs 800-volt electric architecture which means it can charge at up to 320kW on a DC fast-charger which is 50kW more than its predecessor. In fact, charging at more than 300kW for up to five minutes is possible. 

You’re looking at a 10-80 per cent charge in 18min on a fast charger which is down from 37min. It’s 46min on a more typical 120kW charger.

An 89kWh lithium-ion battery is standard on the entry-grade Taycan. It boasts a nickel, cobalt, manganese cell chemistry which Porsche says delivers high energy content, lower internal resistance and higher charge and discharge currents. And it’s 9.0kg lighter.

All models above it feature the 105kWh ‘Performance Battery Plus’, a roughly $12K option on the base car.

Maximum AC charging capacity is 11kW and you’re staring down the barrel of nine hours for a 0-100 per cent fill of the smaller battery and 11 hours for the performance battery pack.

Official energy consumption on a combined urban, extra-urban cycle varies from 17.1kWh/100km for the single motor Taycan to 17.8kWh for dual-motor variants.

On the launch drive program, covering mainly rural B-roads on Tasmania’s east coast, we cycled through all models on offer and recorded a best figure of 21.5kWh/100km for the single-motor Taycan up to 22.0kWh for the Turbo S. Not bad.

Claimed range is 566km for the entry-grade Taycan, up to 626km for dual-motor models.

Interestingly, on 4WD models the - front electric motor can electronically decouple more frequently to improve efficiency.

The RX450h+ delivers power that’s pert and prompt, with genuine bursts of acceleration that make driving fun. It’s always ready to go and there's no lag in stop-start traffic - which gives it a lively, dynamic feel around town.

The transition between petrol and electric power is seamless; you hardly notice the switch, which makes for a smooth, refined driving experience. The cabin is impressively quiet, even on the highway, making long trips comfortable and peaceful.

Regenerative braking isn’t adjustable and is subtle enough that many won’t notice it which is likely a plus for fans of traditional internal combustion engines who are making the PHEV leap.

The adaptive variable suspension adds a sporty edge to handling, letting you confidently take corners at speed. There’s some body roll but the RX never feels top-heavy or unsettled.

The steering carries the weight of the SUV but remains well-balanced and responsive. Overall, it’s a well-tuned machine that’s a pleasure to drive.

Maneuverability is a strong suit, too, thanks to a tight 11.8-metre turning circle and a clear, easy-to-use 360-degree camera system. Parking is easy-as-pie, which a lot of drivers will appreciate.

Full disclosure. My preference when it comes to Porsche propulsion is pistons in cylinders; ideally six of them, horizontally opposed. 

But if the Taycan is on your shortlist you’re ready to move past internal combustion and there is no doubt this car is properly quick. 

The entry-level RWD model accelerates from 0-100km/h in 4.8sec (0.6 faster than the outgoing model) with the Taycan Turbo S at 2.4sec which is hypercar fast.

Porsche admits to having played around with some dual-clutch transmission-type mimicry along the lines of the Hyundai Ioniq 5 N. But the boffins in Zuffenhausen left that to one side due to concerns over compromise to the car’s point-to-point ability. Porsche seemingly can’t entertain anything that makes a car slower.

It did, however, install a push-to-pass function on dual-motor versions which gives you a 10-second burst of extra performance which is fun.

Suspension is by forged alloy double-wishbone front and rear with some extra links at the back.

Adaptive air suspension is standard across the range, and ‘Active Ride’ is fitted to the upper variants which takes things one step further.

And it does ride very nicely. The launch drive covered second-class, coarse-chip B-road type surfaces and the Taycan smooths the road out beautifully.

Standard wheel diameter is 19-inch for the entry-grade, 20s for the 4S and Turbo, then 21s on the Turbo S. The cars on the launch program all featured 21-inch rims shod with Goodyear Eagle F1 or Michelin Pilot Sport 4 rubber and even on those big wheels the car still rides well.

In terms of the steering… hey, it’s a Porsche. It’s fantastic. Accurate and direct without being too jerky or snappy. It does exactly what you want the car to do. The connection with the front tyres feels like it’s almost direct.

This car may be lighter than its predecessor but all models are over 2.0 tonnes so you’d expect it to be heavy and slow. It’s not. Point and accelerate through corners with supreme confidence. It’s beautifully balanced. What you’d expect from a Porsche performance car.

Physical braking is by big ventilated discs all around with six-piston aluminium monobloc fixed-calipers at the front and four-piston units at the rear. Suffice it to say they wash off speed effectively. 

Believe it or not the Turbo S’s front brake calipers contain no less than 10 pistons, clamping ceramic composite rotors. We gave all Taycan variants a solid workout on the Baskerville Raceway just north of Hobart and stopping power felt as strong and effective at the end of the session as it did at the start.

There’s also improved recuperation capacity for the regenerative braking system, up 30 per cent from 290 to 400kW.

In terms of miscellaneous observations, beware the 11.7m turning circle. What might appear to be a three-point turn situation often turns into a five-pointer.

And entry to cars fitted with Active Ride is made easier (when activated). As soon as a door is opened, the body raises by 55mm. May seem OTT but it makes life with the Taycan that bit better.

Although Porsche and ANCAP do not intersect at this stage the Taycan ticks just about every active (crash avoidance) safety box in the book.

The highlights are AEB (including pedestrian detection), 'Intersection Assist', 'Lane Keeping Assist' and adaptive cruise control (with ‘Swerve & Turn Assist’). There’s also a high-def reversing camera, a surround view set-up, lane-change assist and a head-up display.

If a crash is unavoidable there are 10 airbags onboard (dual front and front side, driver and front passenger knee, rear side and full-length curtains) as well as an active bonnet to minimise injuries in a pedestrian impact and multi-collision brake minimises the chances of subsequent collisions following an initial crash.

There are two top tethers and two ISOFIX anchors for baby capsules and/or child seats across the second row.

The RX comes with a five-year, unlimited-kilometre warranty, which matches its key rivals but isn’t exactly class-leading by today’s standards.

Servicing is handled via a capped-price program, with each service costing $695. The intervals are well spaced at every 12 months or 15,000km, whichever comes first.

This Sports Luxury grade also includes a three-year complimentary 'Lexus Encore' membership, granting access to a handy phone app and member benefits at partners like Westfield and Ampol. On top of that, you get 24/7 roadside assistance for added peace of mind.

Porsche covers the Taycan with a three-year, unlimited km warranty which is off the pace for the premium segment where five years, unlimited km is the norm. The high-voltage drive battery is covered by an eight-year, 160,000km warranty. The paint is covered for three years and a 12-year (unlimited km) anti-corrosion warranty is included.

Porsche Roadside Assist provides 24/7/365 coverage for the life of the warranty, and after the warranty runs out is renewed for 12 months every time the vehicle is serviced at an authorised Porsche dealer.

Thanks to fewer moving parts, servicing intervals for the Taycan are relatively lengthy at two years or 30,000km, whichever comes first. 

With Porsche, final costs are determined at the dealer level (in line with variable service labour rates by state/territory).