It’s a leap. Not a small one either.
The fifth-gen Lexus RX arrives with a lot of tech, a lot of polish, and a distinct lack of a third row of seats. It feels better built. The screen is bigger. The hybrid setup is refined. But walk around it, open the trunk, and ask yourself: is this actually the SUV for you?
About the Lexus RX
Toyota’s premium brand doesn’t do anything by halves anymore. Not in the UK. The old gas-guzzling options are gone. Everything here is hybrid. Either the “self-charging” mild hybrid or the plug-in version that lets you commute quietly on pure electricity.
It sits at the top of the tree. Bigger than the LBX. Bigger than the NX. It is the flagship.
You’ve got six trims to pick from. Premium, Premium Plus, Takumi, F Sport… you get the idea. There’s the 350h if you want base specs, the 500h if you want more power, and the 450h+ if you like plugging in. We drove all of them.
Driving experience
Let’s get one thing straight. The RX isn’t exciting. It doesn’t need to be.
“The RX feels comfortable and smooth… you’ll need to be gently gentle.”
Take the 350h. A 2.5-liter petrol engine hooked up to an e-CVT and a pair of electric motors. Push the pedal hard? The engine whines. The efficiency tanks. It’s a drone.
Don’t do that.
Drive it softly. Let the electric motors do the heavy lifting in the city. The car settles. The noise disappears. It becomes that refined cruiser Lexus promised.
The 500h? That’s the turbo hybrid. A six-speed automatic replaces the CVT. It has Direct4 torque distribution—same as the electric RZ. It keeps the body roll in check when you take corners, but the steering is heavy and the car is over 2.2 tons. You feel the weight. Always.
And those gearshift paddles on the 500h? Don’t bother. The computer ignores them most of the time. They’re just decoration.
Performance Stats:
* RX 350h: 0-62 mph in 8.3s. Top speed 124 mph.
* RX 450h+: 0-62 in 6.6s. Top speed 128 mph (can go electric up to 84 mph).
* RX 500h: 0-62 in 6.2s. Top speed 131 mph.
Fast enough? Yes. Faster than a BMW X5 or Porsche Cayenne? No. Stop dreaming.
City and Motorway
In traffic, the PHEV shines. That electric motor provides instant torque. It helps this heavy brick move quickly without waking up the engine.
Parking? It feels huge. The cameras are good, standard-fit parking assist helps. But you know what you’re getting into.
On the highway? It’s quiet. Lexus added thicker glass. More insulation. The plug-in version runs silent on electric. Even the combustion engines stay hushed if you keep the throttle steady. It’s a floating experience. Not driving. Floating.
The steering has six degrees of rear-axle assistance. It makes the car turn tighter than it should for its size. Helpful, sure. But don’t expect to carve corners on a back road. You will feel every bump the road isn’t hiding from you. Wait. The point is, the suspension eats bumps. That’s the job.
Money and running costs
This is where it gets messy.
Fuel Economy:
The 350h does a claimed 44.1 mpg. Realistically? Maybe close if you drive like a nun.
The 500h thirsts for fuel. Claimed 35.3 mpg. Real world? Probably high twenties. It’s expensive to run if you actually drive it like it has 366 bhp.
The PHEV Factor:
The 450h+ adds an 18.1 kWh battery. Claimed electric range? About 40 miles.
Is that enough? For daily commuting, maybe.
Compared to the BMW X5 plug-in, which does 65 miles electric? You’re behind. Way behind.
Charging takes nearly three hours on a standard 7.4 kW home unit.
Insurance and Tax:
Insurance is steep. Groups 42 to 47 out of 50. Roughly on par with the GLE. Better than some M-models, sure.
Luxury Car Tax applies. Every RX costs more than £40k. Add £440 a year to your bill from year two to six. Ouch.
Depreciation:
Toyota reliability helps here. After three years and 36k miles, it holds about 46-51% of its value. The PHEVs hold up best. Compare that to an M-Class BMW M which can drop to 40%, and you look better.
Inside the Cabin
The outside is bold. The inside? Boring. In a good way, if you hate chaos. In a bad way, if you like “wow.”
Pros:
* Build quality is flawless.
* Infotainment actually works now.
Cons:
* No seven seats. Ever.
* Boot is tiny for this class.
Design:
That spindle grille is now the “Spindle Body.” It covers the front end. LED headlights shape an L. The roof looks like it’s floating thanks to blacked-out C-pillars. At the rear, a full-width light bar spans the tailgate. It looks modern. Divisive. Some hate it.
Inside, everything is traditional. No screens everywhere. The dashboard is sensible.
The biggest win? The touchscreen. Lexus finally killed the touchpad controller. The 14-inch screen is fast. Apple CarPlay and Android Air work wirelessly and flawlessly. Use them. The native satellite navigation uses white text on light backgrounds. It’s hard to read. Bad UI choice.
Climate control dials are physical. Good. You still need to dig through the screen menu to heat or ventilate your seat. Weird oversight.
Voice control via “Hey Lexus” is there. Over-the-air updates are promised. We’ll believe it when it arrives.
Space and Practicality
Here is the problem.
The RX is 4,990 mm long. It sits on a longer wheelbase. The interior feels spacious. Rear passengers get tons of legroom. The seats recline in the Takumi spec. There are cubbyholes everywhere. Storage is good.
The Boot:
461 liters.
Stop. Read that again. 461 liters.
Compare that to the BMW X5. 650 liters.
Compare that to the Mercedes GLE. 630 liters.
You are losing a full two suitcases’ worth of space compared to the German competition. Why? Maybe for styling. Maybe for packaging the batteries. But it hurts practicality.
There are only five seats. If you have seven people, this car is not for you. Look elsewhere.
Verdict
Is it better? Yes.
Refined? Yes, perhaps the quietest in the segment.
Built to last? Almost certainly.
Is it worth the price, given the tiny trunk and the average acceleration of the base models?
That’s up to you. You are paying for luxury silence. You are not paying for driving joy or cargo space. Know what you want before you sign the paper. 🚗
