Nissan Patrol vs Lexus RX

What's the difference?

The Nissan Patrol Warrior is nice to drive on-road for a big 4WD wagon. It’s refined, it’s comfortable and it’s also a very capable off-road vehicle and retains solid potential as an all-terrain touring platform.

And PremCar’s work has made a damn good 4WD even better.

All of that crucial conversion work, engineering upgrades and fitment of adventure-ready accessories is the kind of sensible and subtle work an experienced 4WDer would usually apply via the aftermarket.

But the difference is, all of that work on the Warrior is factory-backed and covered by a five-year, unlimited km warranty.

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!

The Nissan Patrol Warrior is 5269mm long (with a 3075mm wheelbase), 2079mm wide, 1990mm high, and it has a kerb weight of 2884kg (72kg heavier than the Ti).

It’s 94mm longer than the Ti at 5269mm, and 84mm wider at 2079mm.

The Warrior looks very impressive in the metal. It’s a tough-looking blocky behemoth, like a Patrol on steroids.

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!

All in all, the Nissan Patrol Warrior cabin is quite a practical space, but with a healthy dose of premium feel.

It’s a Ti interior – plush, spacious and very easy to spend time in – with a few ‘Warrior’ touches as mentioned earlier and for this reason it is comfortably familiar, and I like it, but it does feel old. 

Up front, a Warrior-specific gloss black centre console and gloss black centre multimedia fascia have replaced the standard Ti Patrol’s 1970s-style woodgrain-look panelling, but the expanses of soft-touch surfaces remain. 

There are plenty of storage spaces for driver and front passenger – glove box, cupholders, bottle holders in the doors etc – as well as some concealed spaces (with pop-up lids) for keys, phone and other pocket debris.

The 8.0-inch touchscreen is too small and, as mentioned, there is no Apple CarPlay or Android Auto, which is very disappointing in this day and age. And I struggled to establish Bluetooth connectivity with my phone, as has happened in the past in standard Patrols.

The centre console is a confusion of buttons, dials and knobs, and if you haven’t spent much time in a Patrol then, initially, it’s not quite clear what you should press or twirl to operate things. But if you are familiar with a Patrol’s in-cabin machinations you’ll easily work it out.

Second-row passengers get very comfortable seats, as well as two USB charge points, and temperature and fan controls in the back of the centre console. Those in this row also have access to the back of the centre console. 

There are cupholders in the fold-down armrest, and map pockets in the seat backs and bottle holders in the doors. 

The second-row seats have a top tether point and an ISOFIX point on both outer seats.

The third-row seats are flat and hard compared to the other seats and, in terms of space, are really only for kids, or adults for very brief stints.

All three rows get air con – there are roof-mounted vents – and there are a few handy storage spaces in the third row, but no cupholders. 

The third row has one top tether anchorage point. 

The rear cargo area has cargo tie-down points and a 12V socket, as well as tyre-changing tools under the floor. The new full-sized spare tyre is underslung at the rear.

The Patrol has a solid reputation as a touring platform and in terms of packability, nothing has changed. 

With the third-row seats in use, boot space is listed as 467L. With the third row stowed away, there’s a claimed 1413L of cargo space. With the second and third rows stowed, there’s a claimed 2623L.

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 Warrior has the Patrol line-up’s 5.6-litre V8 petrol engine – producing 298kW at 5800rpm and 560Nm at 4000rpm – and that’s matched to a seven-speed automatic transmission.

This is a solid combination, but it lacks a dynamic edge, which is fine with me because it yields a driving experience that’s equal parts relaxed, assured and undemanding.

The Patrol has full-time four-wheel drive with high- and low-range modes.

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 Nissan Patrol Warrior has an official fuel consumption figure of 14.4L/100km (on a combined cycle). 

I recorded 23.2L/100km on this test. I did a lot of high- and low-range 4WDing but the Warrior never seemed to be working too hard.

The Patrol has a 140L fuel tank capacity, so, using our on-test consumption figure you could reasonably expect a full-tank driving range of about 603km. 

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.

At its Patrol heart the Warrior has all the solid reliable four-wheel drive mechanicals, plenty of torque over a wide rev range and it has a rear diff lock. 

So, you are pretty much covered for anything you want to tackle. 

On road and on dirt tracks, the Patrol Warrior is a bit tighter, more controlled and more composed than its standard stablemates. 

And that's largely due to its upgraded suspension and Hydraulic Body Motion Control (HBMC) system.

HBMC essentially acts as a sway bar and sway bar disconnect equivalent and combines with the Aussie-tweaked suspension to rein everything in when you're on bitumen and loosen everything when you're on dirt or off-road. 

And out on the open road or a quiet back country road you get the opportunity to appreciate how comfortable and refined the Patrol Warrior is. 

The Warrior’s fully independent suspension features springs specifically designed for this vehicle all around. They're longer at the front, softer at the back and offer various rates - soft, firm and extra soft.

And, while that's not such a big deal when you are low-range 4WDing, it really comes into play when you're on a dirt track travelling at speed.

Especially if there are light to moderate, even extreme corrugations and you're trying to fly across the top of that stuff without ruining your spine. 

The Patrol as standard is a nice wagon to drive, but the Premcar work undertaken to create the Warrior – all the conversions and upgrades – have made it that much better. 

There's more ground clearance in the Warrior (323mm, +50mm over the Ti), so approach (40 degrees) and departure angles (23.3 degrees) are an improvement over the standard Patrol.

Ramp-over angle is not listed, neither is wading depth but I reckon the latter is about 700mm.

The tyres – Yokohama Geolandar 15 All Terrain tyres (295/70R18) – are bigger and offer more grip, so they provide the Warrior with plenty of traction on terrain where a standard Patrol may struggle. 

The HBMC system, which works so well on-road, provides more articulation off-road as well as a little bit more wheel travel through difficult sections of ground that require highly technical low-range 4WDing.

And the cluey thing about Premcar’s work here – the conversions, the modifications, the engineering upgrades and the fitment of accessories – is it’s all the kind of stuff a sensible experience 4WDer would have done to their Patrol if there wasn't the option to climb into something like the Patrol Warrior straight out of the showroom. 

What Premcar has done is that clever. 

But while all of these Warrior-specific changes are so clever and so welcome, it doesn't make this vehicle a perfect four-wheel drive.

For one thing, it's still a big vehicle and at 2884kg you have to drive it with that in mind, all the time. 

It fills the track off-road and with its wider wheel track, you have to be mindful of wheel placement.

The Patrol’s off-road traction control doesn't feel as dialled in, as sharply tuned as, for example, the system in the 300 Series Toyota LandCruiser.

It's not atrocious, in fact, it’s very effective, but it just doesn't feel as dialled-in as other systems. 

When you get into a Patrol Warrior, make sure you appreciate that bi-modal exhaust with two exhaust tips underneath the right-hand side step.

It’s nice and quiet during general driving but opens up in audio terms if you flip to manual on the auto shifter or give it a heavy right boot. You hear that engine growl. It’s unreal. 

The bi-modal exhaust is awesome, but those little exhaust caps that stick out underneath the Warrior's right-hand side step are a too vulnerable to potential damage for my liking.

They compromise the vehicle's ramp-over angle, so you have to drive with careful consideration, especially if the Warrior tips even slightly to the right-hand side going up or down a steep rocky hill, because there’s a risk of grinding those exhaust tips against rock, dirt or a tree stump. 

The Patrol is a well-respected towing platform and the Warrior’s towing capacities remain as 750kg (unbraked) and 3500kg (braked).

The Warrior's GVM (gross vehicle mass) at 3620kg is 120kg more than the Ti Patrol’s.

Premcar has modified the towbar position to accommodate the new bigger full-size spare wheel and tyre.

Another good thing is the fact the Patrol Warrior has two recovery points at the rear.

But unfortunately when our videographer’s HiLux became bogged in a mudhole I discovered my stamped 4.0-tonne bow shackles were too big for those points.

So, I had to do a snatch-strap recovery of his vehicle using the tow bar hitch pin, which is not ideal, but still effective. 

The lesson here? Recovery points are great, but make sure you have the correct bow shackles – at least stamped 3.25 tonne bow shackles – in your vehicle-recovery kit.

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 Nissan Patrol Warrior has a five-year/unlimited kilometre warranty, and comes with five years of roadside assistance.

Servicing is scheduled at 12 month/10,000km intervals, and capped price service rates apply, averaging about $626 a year over the warranty term.

A five-year, unlimited-kilometre warranty also applies to all of Premcar’s work.

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.