Tesla Model Y vs Lexus RX450H

What's the difference?

If you like the five-seat Model Y, then you'll like the six-seat L version even more. I think this the best example of Tesla's electric SUV to date, and the cabin layout just makes a lot of sense, and would suit plenty of families who don't need to squeeze someone into a compromised middle seat.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

The RX is a little frustrating - it's going after Mercedes and BMW and Audi in a hotly-contested space and falls over in a couple of key areas. The media/sat nav system is hopelessly outdated and the drivetrain fails to deliver a significant performance or fuel benefit (although, given its 2.2 tonnes, perhaps it delivers a miracle).

It does come with a rock-solid, scandal-free reputation, a reputation for spectacular customer service, it has a lovely cabin and it's certainly an individual looker. For plenty of people, that's quite enough.

Spoiler alert - it looks a lot like a five-seat Model Y, doesn’t it, albeit a slightly bigger one. And you’d have to be a bigger Tesla head than me to immediately spot the differences at a glance.

The wheelbase is longer, the rear doors are bigger as are the rear 3/4 panels and the roof line is higher, helping with headroom in the third row.

Still, safe to say if you like the look of the five-seat Model Y, you’ll like this one. And if you hate it, well, good luck.

The alloys are 19-inch and shaded by the aerodynamic caps and there are light bars front and rear which debuted on the updated five-seat Model Y when it arrived mid-last year.

The bigger changes are inside, of course. I promise we’ll get to the second and third rows in the Practicality section, but let’s talk about the look and feel first.

There’s a love/hate relationship with Tesla’s stripped-back aesthetics, and I’m probably somewhere in the middle. I like the airiness of the space in the cabin, and I think it feels nicely put together, and I really dig the contrasting fabric used on the doors and dash which add a little visual interest to the cabin.

But I hate using the central screen to select a gear and I hate not being able to see how fast I’m going without turning my head. A head-up display would work wonders in the Model Y L cabin.

There's a lot of RX and there's a lot going on in that creased, folded and teased sheetmetal. It's a unique design, with a huge 'spindle grille', big lights and the fast glass both front and rear.

It positively screeches Lexus DNA and was a polarising force on our driveway for the week. Most weren't sure, but knew for certain it was a Lexus.

Aggressively flared wheelarches like this aren't common on SUVs (although the squared-off ones are). It's right up on stilts, but the 20s you find it rolling on help to reduce its visual bulk.

That wacky rear quarter glass reminds me of the BMW i3's but it's a Lexus SUV signature. It's quite striking. Do I like it? Not really, but that's completely subjective. You can tell, though, it's built tight as a drum.

Inside is a bit calmer, beautifully laid-out and built to last. The materials are almost all top notch, with lovely switchgear and the real leather is really nice.

There is absolutely nothing avant-garde in there (apart from maybe the pinstripe effect on the centre console), it's all terribly comfortable and easy on the eye. But not exciting, though not all Lexuses are.

This particular car is very US-centric and, if I may, a particularly sunny and humid part, so it can't be too wacky.

Captain’s chairs are simply a more luxurious version of second-row seating. With that there is no argument and the heated and cooled chairs that occupy the second row of the Model Y L are pretty good examples of them.

Space, both knee and headroom, is ample, and you can adjust each seat individually if you want to grant a bit more space to any third row occupants. Armrests deploy at the push of a button — as do the two hidden cupholders — and it really is easy to settle in and get comfy.

The third row is a bit more hit and miss. I’m 175cm and found I had enough legroom and headroom, but the big plastic mouldings that emerge from each side of the Model Y (which house a cupholder) are a miss. They end up pushing you into the seat next to you, and I can foresee a lot of arm rubbing with anything like two adults back there.

Also confusing is how to actually get out of it. You can fold the seat in front of you flat, but then you have to climb over it. I found it easier to just walk out between the seats.

There are another two USB-C ports in the rear row and you get air vents but no temperature controls. 

The Model Y L stretches 4969mm in length, 1668mm in height and 2129mm in width, which is roughly 18cm longer and 4.5cm taller than the five-seat model. The extra space doesn’t sound like that much, but start dropping rows and you find a heap of storage space.

Both the second and third row stow electronically from the boot, but with them in place you’ll find 420 litres of storage in the double-layer boot. Drop the third row, and that number grows to 1076 litres. With the third row folded there is a massive 2423 litres of space. The frunk serves up another 116 litres.

There’s also room (and the ISOFIX attachment points) for four child seats.

There is plenty of room inside this big unit, which is very welcome. Front seat passengers have lots of storage, such as a deep central bin under the armrest, dual cupholders and big door pockets with bottle holders.

Step into the rear and there is a ton of leg and headroom although the transmission tunnel intrudes slightly for the middle passenger. Chuck them out, drop the armrest and you have two more cupholders and each door has pockets and bottle holders.

The boot is pretty big considering the angle of the rear glass. You start with 453 litres (but an expanse of flat floor), which rises to 924 litres with the split-fold seats down. That seems conservative given just how much space you appear to have.

The RX450h F Sport lightens your bank account of $102,460 before on-road costs, the only hybrid SUV within cooee of this price.

That nets you 20-inch alloys, a 15-speaker stereo, dual-zone climate control, heated and cooled electric front seats, reversing camera, that ever rare CD player, keyless entry and start, a solid safety package, reversing sensors, active cruise control, sat nav, a massive sunroof, auto LED headlights, head-up display, partial leather interior, power tailgate, auto wipers and a space-saver spare.

The Lexus media system is run from the gigantic dash-mounted screen that is shamed only by those massive Tesla units.

Sadly, the joystick-style control remains as does the very confusing software system that is less than delightful to use. It's such a shame that a tech-laden machine is let down by the world's most baffling entertainment system.

Once you get it working and understand it, it's okay, I guess, but several years into this job I still can't easily fathom how it works. And that naff analogue clock...

F Sport cars also pick up adaptive suspension and a several driving modes to liven things up.

The Model Y L gets Tesla’s dual-motor AWD powertrain, with two electric motors producing a total 378kW and 590Nm. That’s enough, Tesla says, to knock off the sprint to 100km/h in five seconds flat.

You can choose three different powertrains in the RX - a 3.5-litre V6, a 2.0-litre turbo four-cylinder, or this one, the 3.5-litre V6 with hybrid.

As a series hybrid it can run for short distances on electric only before firing up the V6 to supply charging and motivation.

The 3.5 produces 193kW/335Nm along with the electric motor. That torque figure seems low and it probably is, but that's a function of the weird way of measuring torque from a hybrid unit. The combined power figure, however, is 230kW.

The hybrid system is hooked up to Lexus' CVT auto and sends power to all four wheels. Lexus says the 450h will complete the sprint from 0-100km/h in 7.7 seconds, which isn't bad for a 2210kg SUV.

Tesla is always a little vague when it comes to the size of its batteries, but reports point to the Model Y L carrying a 84Wh (useable) NMC battery.

Whatever the specifics, the range is strong, with Tesla promising a 681km driving range on the WLTP combined (urban/extra-urban) cycle.

It’s also set up for 250kW DC fast charging, which should see you take on 288km in 15 minutes, according to Tesla.

The official combined cycle figure is listed as 5.7L/100km. And, uh, yeah, we didn't get that. I did manage 8.9L/100km over the week, which included a long motorway run from Sydney up to the Blue Mountains (a roughly 160km round trip).

Honestly, it feels like the Tesla Model Y has grown up. I didn’t love earlier iterations of this car and I found the Performance to be fast but lacking any emotional fizz.

This one, though, feels solid and composed, and the power on tap (of which there is ample) is more about effortless progress than it is attempting to offer sports car excitement.

The steering is now nicely weighted and feels direct enough without being too sharp, and the cabin is well insulated, with often the slightly off-putting sort of rubbing noise the steering wheel makes when you turn it the only intrusive sound.

One drawback is a ride that definitely errs on the side of firm. This Model Y L gets electronic damping designed to iron out some of the more jagged stuff, but it still feels brittle in places, and you can definitely feel some sharpness in the cabin. Now, to be fair, it’s not too firm for me, but it might be for you.

Another is a bizarre turning circle which constantly reminds you you’re driving a big bus, especially when you try to complete a tight three-point turn.

But despite its stretched dimensions, I found the Model Y L easy to drive and park in the city, and once you're up to speed with Tesla's operating system (there's no Apple CarPlay or Android Auto), then the screen is pretty easy to use, too.

Right. So this is a salutary lesson about tyre pressures. The first few days the tyres were only pumped up to 200kpa (29psi). That's an easy 100kpa (14psi) short of the required 300 (43psi).

Every time I, or my wife, went around a corner, the big Dunlop Sport Maxx SPs would squeal and squirm and it was most unsatisfactory.

So check your tyres, because the extra 100kpa makes all the difference. Also, the number of service stations it took to find a working pump was unacceptable. Pull your socks up, Sydney.

Anyway.

Correct tyre pressures enacted, the big Lexus turned into a comfortable, competent cruiser. Its motorway performance is super-impressive, purring along the M4 and it's ridiculously poor surface like it was born to it. Which it sort of was.

The hybrid drivetrain allied to the CVT is mostly whisper quiet. It's not the most responsive combination, the initial step-off of the electric motor's torque soon giving way to the rubber band effect of the transmission.

It doesn't feel as swift as the claimed 7.7 seconds and it would be nice if the drive select dial made a genuine difference to the throttle and transmission's response.

In the city, it's a proper wafter, moving about the broken down city streets of Sydney without fuss and a plush ride that's a bit of a surprise given the huge wheels and substantial weight of RX.

It's all very easy and pleasant but the wild looks do not match the experience. Which is not a criticism, just an observation.

The RX ships with eight airbags (including knee airbags for both front seats), ABS, stability and traction controls, blind spot sensor, reversing camera, forward collision warning, forward AEB and reverse cross traffic alert.

There are three top tether restraints and two ISOFIX points. 

The RX scored a maximum five ANCAP stars in January 2016.

Tesla warranty is a these-days-underwhelming five years and unlimited kilometres, while the high-voltage battery is covered for eight years or (a wildly specific) 192,000km.

There’s also five years' of roadside assistance, including puncture repair (a good thing, given the lack of a spare wheel). I also couldn’t find a puncture repair kit and later research suggests Tesla sells them, rather than provides them as standard.

Tesla servicing is condition-based, so there’s no fixed schedule, with a summary on the car’s touchscreen providing a record of when vehicle maintenance was last carried out and prompts for when they should be performed next.

In the absence of a combustion powertrain the emphasis is on things like wheel rotation, balancing and alignment, brake fluid testing, air-con servicing, camera precision, radiator cleaning and high-voltage battery maintenance.

Expecty a ‘Vehicle Health Check’ to come in under $300 with ‘General Diagnosis’ at around $270 per hour.

Lexus offers a fence-sitting four year/100,000km warranty with roadside assist thrown into the bargain for the same period. 

Service intervals arrive at 12 month/15,000km and there is, sadly, no capped-price servicing.

Lexus will, however, promise you a car for the day or come and get your car from you and drop it back when the service is done. And it will be washed and vacuumed. The website makes a big deal about that.