Mazda CX-60 vs Lexus RX

What's the difference?

The Mazda CX-60 GT P50e will suit those families that don’t need the extra seats of its bigger siblings but still want some luxury and comfort. I like the features and the hybrid efficiency but don't like how it handles in the city. I got used to it but it’s not my favourite plug-in hybrid to drive and for the higher price tag, I did expect a smoother experience.

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!

For me, Mazda SUVs are a bit too similar to get me excited. It’s a case of ‘same same but different’ when they’re on the road.

Each one looks like a scaled version of the other but the GT’s body colour extends to the lower cladding and wheel arches, which makes it appear larger than the CX-5 at least.

The GT model is also set apart from the base Evolve model with the heavier use of black accents – like the gloss black side mirrors, 20-inch alloy wheels and honeycomb grille. It’s 'PHEV' and 'In-line 6' side badges are also blacked out for added sportiness.

Full LED exterior lights in Mazda’s classic slim-line look plus some added ‘in-take’ vents at the front complete the overall package.

In the cabin, there’s a strangely wide panel on the dashboard that separates the centre console from the media system and it doesn’t look right compared to the skinny air-vents and button panel that sits below it.

The interior does sport black leather-accented trims and enough soft touchpoints that there is a sense of quality throughout but I was hoping for a more luxuriously-appointed interior, given the price tag. Especially considering the top-spec CX-5 model is a good $25K more affordable.

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!

The cabin is practical with its great sense of space in both rows, which is not always the case for a mid-sized SUV. Taller families will love how much legroom there is to be had.

The front passenger can get comfortable with the eight-way power adjustments on their seat but the driver enjoys the most perks with 10-way adjustments, lumbar support and two-position memory function.

Both seats have heat function (up to three levels) and are well-cushioned for a longer trip.

The rear seats are well-padded and feature a handy 40/20/40 split-fold for internal storage. The outboard seats also have a heat function for added comfort.

My six-year old found this car to be super easy to get in and out of because of the 175mm ground clearance. He also enjoyed a good view from the wide windows and liked the amenities, like the directional air vents and reading lights.

Individual storage is decent in both rows but the front passengers get the best options with two cupholders, extra-large storage bins in each door, a glove box and a middle console, which is on the shallow side.

Back seaters get two cupholders in the fold-down armrest, small storage bins in each door and a couple of map pockets.

The technology looks upmarket with the dashboard being headlined by two separate 12.3-inch digital screens.

The multimedia system is easy enough to use but I wish Mazda enabled touchscreen access on this as it’s a pain to use the rotary selector dial while on the go.

That said, it’s fab that you get wireless Apple CarPlay and wired Android Auto, plus built-in satellite navigation.

The premium Bose sound system with its 12 speakers makes for a concert-like experience and the charging options are good throughout the car.

Up front you get two of the faster USB-C ports, a 12-volt socket and a wireless charging pad to choose from.

In the back seat you get another two USB-C ports plus a handy 220-volt (150W) port for bigger items. In the boot you get another 220-volt port but this one has 1500W capacity, so larger appliances can be hooked up.

The boot rounds out the cabin practicality with a decent 477L of capacity but you can bump it to 1726L if you fold down the rear seats. There are manual levers in the boot to do this.

The level load space makes it easy to slide things in and out and I always enjoy having a powered tailgate. A flipside to all of this room though is that you only get a tyre puncture repair kit rather than a physical spare.

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.

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.

The GT P50e has a 2.5-litre, four-cylinder petrol plug-in hybrid powertrain with a maximum power output of 241kW and 500Nm of torque.

This is an all-wheel drive and has an eight-speed auto transmission.

Overall, it’s fairly gutsy and you’ll be pleased with that power when you hit the open road.

On the electric motor side of things, this also has a lithium-ion battery with a relatively small 17.8kWh capacity which gives you a driving range of up to 76km when in pure EV mode. 

It has a Type 2 AC charging port but it can’t be hooked onto a fast charger as it lacks the CCS DC connector.

On a 7.0kW system you should be able to get from 20 to 80 per cent in as little as 90 minutes. The household plug charging time is more like seven or eight hours, so best to leave overnight when at home.

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 official combined cycle fuel figure is 2.1L/100km but after an almost 600km roadie and charging it twice, my real-world usage came to 6.4L.

That's a good result considering this car's power and size but you will get the best efficiency if you charge the battery regularly. 

Based on my usage and the 50L tank, I’d be able to get a rough driving range of 781km.

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.

Well .. let’s unpack that shall we? Yes, this thing certainly has power but the biggest surprise for me was how the electric motor and combustion engine talk to one another because it doesn’t make for the smoothest driving experience in the city.

Therein lies the rub, for me. At this price point I was hoping for a smoother drive experience. In fact, it performs in the strangest of ways - when you’re accelerating, it feels like you’re in a much lower gear than you ought to be.

Almost like you’re stuck in 4WD. There is a sensation of the engine being held back and fighting you when you drive this in built up areas.

The ride comfort in the city was affected by this because it has a tendency to bunny hop/lurch when you hit corners at lower speeds. However, it has beautiful manners on the open road and that is where this model shines for comfort and handling. 

In this environment the steering feels concise and you can handle winding roads at speed without much roll. It can get a little noisy in the cabin as the electric motor wheezes a lot but otherwise, it’s alright for highway driving.

Overall, it's pretty good to park and I like the tight 10.8m turning circle. The 360-degree camera system is clear, too, but coupled with the front and rear parking sensors, you won’t have any issues.

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.

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 ongoing costs are pretty reasonable. It comes with a five-year/unlimited km warranty which is usual for the class. It also has capped-price servicing for five-years or up to 75,000km, whichever occurs first.

Services cost an average of $518, which is a little expensive for this class but servicing intervals are fine at every 12 months or 15,000km, whichever occurs first.

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.