2023 Lexus RX review: International first drive

• Things we like
• Not so much
• Things we like
• Not so much
• 2023 Lexus RX500h specifications

7.7/10Score

Things we like

• Powerful and efficient drivetrains
• Transformed ride and handling
• Compelling entry-level variants

Not so much

• Firm ride
• No seven-seat
• 350’s squashy brake feel

7.7/10Score

Things we like

• Powerful and efficient drivetrains
• Transformed ride and handling
• Compelling entry-level variants

Not so much

• Firm ride
• No seven-seat
• 350’s squashy brake feel

Until 1998, the only time the word ‘premium’ was used in the same sentence as ‘Japanese’ and ‘SUV’, was to describe a distinct absence of anything fitting that bill. In fact, aside from the venerable Range Rover, there wasn’t really any vehicle in the late 1990s that could stride across a muddy field while treating its occupants to a little luxury.

Then the RX 300 arrived and it created a rift in the high-rider landscape that other brands simply couldn’t ignore.

Nowadays, virtually every crossover that offers a reasonable blend of on- and off-road ability wrapped up in a premium shell owes a little of its existence to the RX. In the ensuing years, however, perhaps a little too much Toyota family resemblance started to wear through the gilding – prompting some to label the latter generations a bit pricey.

Lexus RX 500 F-Sport

Now though, the fifth-generation RX has arrived and it brings some significant changes encapsulating a company-wide strategy to appeal to more driving enthusiasts, more breathing space from parent Toyota and a very different-looking line-up.

Let’s make something very clear – the new RX is not a light revision of the previous model and there’s very little beyond a boot badge to connect it to its predecessor. Under its radically revised styling, the RX has now adopted the Toyota New Global Architecture K platform (except for Lexus’s purposes it has dropped the TN to leave just GA-K).

In doing so, Lexus was able to significantly change the RX’s proportions and the new model is quite different. Length of 4890mm and height of 1695mm have not changed, but the RX is wider by 25mm and its wheelbase has been stretched by 60mm to 2850mm.

The result has its full impact when we meet the 2023 RX at its international launch in California, exhibiting a completely different stance compared with the outgoing model. The RX has never looked so enticing.

Lexus’s designers were apparently encouraged to rethink the ‘spindle grille’ in favour of a ‘spindle body’ but they appear to have ignored the direction and made the grille even bigger and more accentuated than ever. The prominent feature has, however, been more seamlessly integrated with the overall styling and the RX now has a cleaner more sculpted look.

Its revised construction and dimensions have liberated more space inside, lowered the centre of gravity and reduced weight by between 40kg and 90kg depending on variant, so those more aggressive aesthetics are not just for show. We’ll come to that part shortly.

Lexus is yet to detail exact specifications of the RX versions coming Down Under and therefore can’t confirm which variant will represent the entry point. It has, however, confirmed which drivetrains we will get.

Gone is the previous entry 300, with the range starting at the RX 350 and RX 350h. In petrol-only form, the RX 350 no longer has a V6 under its bonnet – a turbocharged 2.4-litre four-cylinder petrol replaces it – and, for Australia at least, it is paired to an eight-speed automatic transmission and all-wheel drive.

Its hybrid sibling may only have a small revision to the boot badge but its drivetrain is significantly different. The four-cylinder petrol engine has no turbo, 100cc more capacity, an automatic continuously variable transmission (CVT) auto and a choice of all-wheel drive or front-drive.

Lexus RX 350h

Despite the differences, neither immediately feel like the runt of the pack – unlike the previous RX. With turbo power and a solid 205kW/430Nm output, the RX 350 is a surprising performer but so is the 350h that produces 180kW and 233Nm. The latter manages to keep up with its instant electric grunt and an atmo engine that’s far more refined than its predecessors.

Both 350 versions do the zero to 100km/h dash in about 7.2s to 7.5s and represent a significant improvement in noise, vibration and harshness (NVH) over their equivalent predecessors.

There’s a similarly likeable balance of ride and handling too. Both feel lighter than their forebears and easier to manage both on the road and in the car park. Unusually, it was the non-hybrid that has a strange squashy brake pedal, while the usually offending hybrid had a relatively positive brake feel.

Trim grades are still being finalised for Australian showrooms but the US-spec versions on test for our visit bode well regardless. In Premium Plus guise, the 350h strikes a lovely balance of chic and sportiness without resorting to a full F-Sport interior but still offers comfy and supportive seating.

And in Luxury grade, the RX 350’s Peppercorn interior felt quintessentially Lexus without being gaudy. All versions now get wireless device charging and wireless Android Auto and Apple CarPlay.

Even at the most accessible level, the RX has shaken off any relationship to the Toyota Kluger with a unique feel and identity, as well as some improved ergonomic touches.

Opt for the entry-level spec and the central touchscreen measures 9.8-inches, which sounds impressive, but when it occupies the same space as the 14-inch optional version it feels a bit disappointing.

The good news is that Lexus infotainment software gets better with each generation and, while still not the most intuitive, shortcuts for features such as heated seats and permanent climate controls are big improvements. Even if you do get the smaller screen, it lacks none of the features and applications of the larger unit.

Other equipment highlights include cool solid-state eLatch door handles, very effective driver monitoring similar to Subaru’s camera-based system, clever 360-degree manoeuvring cameras that can display a transparent bird’s eye image of the vehicle, and just about every safety feature and driver assistance system under the sun courtesy of Lexus Safety System Plus 3.0.

Lexus predicts the more affordable hybrid 350h to be the volume seller when the range launches in Australia early next year but it’s a second hybrid that now forms a new flagship of the range and brings several more ‘firsts’ for the brand.

With the engine of the RX 350 combined with hybrid power, the new 500h F-Sport Performance represents the first turbocharged hybrid for Lexus and it’s also the first time the RX range has offered a choice of two hybrid powertrains.

Finally, the company has introduced a new specification level (the only yet confirmed for Australia) with F-Sport Performance making its debut on the 500h. Positioned above the longstanding F-Sport grade, the new variant is part of a plan for Lexus to break into more high-performance territory. It’s working.

With an impressive 273kW and 551Nm from a combined output of petrol and electric, the RX 500h will get to 100km/h from standstill in just 5.9s claims Lexus, which puts it in the same performance territory as BMW’s X3 M40i and the Mercedes-AMG GLC 43. So don’t be surprised if the Lexus mirrors their pricing too.

Key to the 500h’s powertrain is a new electric motor-generator positioned on the rear axle. It’s the largest of its kind and is the first from Lexus to have its own controller.

This means squat under hard acceleration can be virtually eliminated by applying just the right amount of torque, while the same trick in reverse can dramatically reduce dive under braking by using the unit’s regenerative effect.

Its front axle is also new for Lexus, with just one motor-generator in place of the usual two-motor arrangement to free up space for the turbo, intercooler and ancillaries. Under full gas from standstill, there’s a little wander and torque steer as the axles talk to each other, but traction is almost flawless and acceleration strong.

A not-exactly-convincing sound piped in through the speakers pretends to be the now-absent V6, which is a shame because the turbo four has a pleasant report of its own.

Compared with the previous V6-electric powertrain, the new 500h combination feels like a more sophisticated and tighter pairing, and although recently introduced WLTP testing suggests its claimed efficiency of about 8.3L/100km has gone backwards, we’re certain the opposite will be true in practice.

For what it’s worth, our car was indicating a figure of 10L/100km after a combination of cruising and some pretty enthusiastic sampling of the hybrid system’s virtues.

Interestingly, Lexus says the prodigious torque output means the 500h only needs a six-speed auto compared with the eight-speed offered for the RX 350. Either way, clicking through the ratios with the paddleshifters only adds to the involving drive and excellent power delivery.

But the RX flagship goes further than just impressive power and torque dressed up in a tracksuit. With the new platform comes a big step up in both ride comfort and dynamics.

It still has to hustle a bit of weight around with a near 2.2-tonne kerb mass but standard adaptive dampers and all-wheel steering are the electronic duo that does a great job of hiding mass.

The choppy ride of the fourth-gen model is long gone and its numb, fussy steering is replaced by a more refined and smooth set-up.

Spend time at the wheel of the 500h and its true competent character comes to the surface. It’ll hold a fast line without breaking a sweat and the massive 400mm brake rotors with six-piston front calipers do a good job of masking the RX’s weight when trying to decelerate as well.

But Lexus hasn’t ruined its ride in the quest for outright performance.

There’s enough roll in corners to remind occupants that this is a heavy SUV, but body control is generally good. Likewise, a firm ride in sportier driving modes can be distracting in a way you might forgive of some or all of the German brands. That said, the RX has the pick of the rides on the open road.

A whisper of wind noise is the only sound to permeate the cabin despite 21-inch wheels wearing Michelin Pilot Sport 4 SUV rubber, and the 500h manages to be sedate and relaxing when not leaning on the surprisingly sporty side of its personality.

Moving away from V6 power and into four-cylinder engines exclusively has brought the RX into line with the most contemporary SUVs and there isn’t a variant in the new line-up that’s not easy to recommend.

Bolt that onto Lexus’s renowned customer service and ownership experience and the 2023 RX is a brilliantly well-rounded family of luxury mid-sizers.

In fact, the absence of a seven-seat option is arguably the only significant mark against its name – but a yet-to-be-confirmed Lexus TX will likely solve that problem if it’s troubling you.

Somewhat ironically, the switch to Toyota’s new platform is probably the single move that enabled this Lexus SUV to distance itself from Toyota’s equivalent Kluger.

With a stronger drivetrain line-up, it’s never been easier to recommend each RX variant – not just the halo – while, at the pointy end, the new 500h flagship is breaking new ground in performance.

It achieves all of this without losing sight of its purpose, so the fifth-generation RX is once again honouring the original that made such a splash in the SUV world 25 years ago.

2023 Lexus RX500h specifications

COMMENTS

Keyword: 2023 Lexus RX review: International first drive