Lexus RX 350 2009 Review

Lexus RX350

What we liked
>> Beefier looks
>> More space and better equipment levels
>> Dynamic improvement is palpable

Not so much
>> V6 engine just copes with added bulk...
>> But can at times sound strained
>> Satnav cannot be programmed on the move

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.5/5.0
Behind the wheel: 3.0/5.0
X-factor: 2.5/5.0

OVERVIEW
Lexus' fortunes depend on the success of this car -- and not just Down Under. The company's top-seller internationally, the RX drives the brand's sales in powerhouse markets like the USA. It's also the marque's top-seller in Europe and emerging markets like Russia.

Locally, the RX and its predecessors account for almost half the Lexus 'carpark'. In the last few years, the second-generation RX (the first to be officially imported to Oz) has made up better than one-third of all Lexus sales in Australia. Get the idea? Yep... This one needs to be right.

Unveiled internationally at last December's Los Angeles Motor Show, the all-new third-gen RX went on sale Down Under on March 2, in 3.5-litre petrol V6 guise. Later in the year a petrol/hybrid V6 450h rangetopper will also be released.

But instead of replacing the existing two-model V6 line-up, Lexus Australia has taken the decision to widen the RX range and strike with three trim and equipment grades. The new entry-level model is not only better equipped than the model it replaces, but -- specification adjusted -- it is also significantly cheaper.

Add in the fact that the new RX is larger than the generation it replaces and delivers a sportier driving experience, and there's little doubt these guys are serious about retaining their 'winning' share of the luxury SUV marketplace.

PRICE AND EQUIPMENT
The new RX range is spearheaded by a new entry-level model that boasts more kit at a claimed $6000 saving over the second-generation RX. The model 'walk' therefore now comprises Prestige (the black car with grey interior in our pics), Sports and Sports Luxury (pictured here in red with the cream and grey interior) variants, priced at $81,900, $88,900 and $97,900 respectively.

Lexus says the arrival of the new Prestige and the general move upmarket for the RX is in response to "market conditions and customer demand". That said, the company points out that, the Prestige model delivers standard equipment comparable to the previous generation RX350 Sports Luxury model which was priced at $87,588 -- almost $6000 more.

Says Lexus Australia Chief Executive, John Roca: "We anticipate that the new [Prestige] model and pricing structure will entice a number of new customers to the brand, while offering a step-up vehicle for existing RX owners."

In terms of standard kit, the new RX features integrated satnav, reversing camera, keyless entry and start, Bluetooth prep and a new Vehicle Dynamic Integrated Management (VDIM) electronic stability control and chassis management system across the range.

Specifically, the new Prestige model rolls on five-spoke 18-inch wheels (only available on the previous Sport Luxury) and boasts just a handful of options. The vehicle comes standard with 10(!) airbags, a power tailgate and features Lexus' new integrated controller dubbed Lexus Remote Touch (LRT). The company's answer to iDrive or MMI, LRT (see more in PACKAGING below) will eventually be rolled out across the manufacturer's range.

Next step up in the new RX range, the $88,900 Sports, adds a power tilt and slide moonroof, seven-spoke 19-inch wheels, Lexus Pre-Collision safety system and Adaptive Cruise Control to the Prestige's specification.

Knocking on six-figures for the first time, the top RX -- the new Sports Luxury -- ups the ante further with automatic parking functionality, a left-side wide-view camera display, a new 15-speaker Mark Levinson sound system and a multifunction Head Up Display (HUD) system. It also gets bright chrome 19-inch alloy wheels, intelligent adaptive headlamps (i-AFS), heated electro-chromatic exterior mirrors with memory and clearance/reversing sonar.

Inside, there's a leather and wood-rim steering wheel and "real wood" dash and console highlights. "Semi-Analine" [sic; see below] leather seat trim is featured and the ten-way power front seats feature heating and cooling.

The sole option on the Sports Luxury model is the ability to choose a full-size spare in lieu of the space-saver the range gets as standard.

[Ed's note: according to our research, semi-aniline leather is defined as using "a supplemental step beyond aniline dyeing, which adds a topcoating of highly dispersed pigments and dyes to the surface of aniline-dyed hides. By dyeing the leather throughout before the final surface coating, a very even coloration can be achieved with only a thin layer of finish, and the leather remains softer." Don't say we don't learn ya...]

Lexus makes the point that it will have a range of model-specific accessories available for the RX from launch. These include nudge bar, side steps, crossbars and roof rack sets and a range of roof carriers (via Swedish brand Thule). A towbar rated to 1500kg (braked trailer) is also available.

MECHANICAL
A new body-in-white, no shared panels, all-new rear suspension, all-new all-wheel-drive system and a revised 3.5-litre petrol powerplant -- it's very hard to argue with Lexus' assertion the third-generation RX is, well, all new.

As outlined in PACKAGING below, the car has grown in almost every dimension. There's no carry-over sheetmetal and the new body-in-white is stronger and safer but also heavier. Along with the redesigned powertrain and suspension componentry, it delivers a larger footprint and lower centre of gravity -- both aspects are key to Lexus' aim to significantly improve the driving dynamics of the new RX.

The new rear suspension is a trailing-arm double-wishbone independent set-up that Lexus says improves agility, controllability and stability and yet increases rear load space and improves overall efficiency. The design contributes to Lexus' ability to lower the load area 30mm and boost luggage compartment width by 150mm.

Front suspension is a redesigned version of the existing McPherson strut set-up. Incorporated in the design is a larger diameter antiroll bar and the gas-charged damper packs now feature multi-leaf valving for more precise damper setting control. Rebound springs in the front struts help control body roll and improve suspension response (especially from the unweighted wheel) when cornering. This improves grip and also better controls steering kickback.

Lexus even goes to the trouble of counter-winding the front coil springs. Says the manufacturer, this generates a slight toe-in effect as the front suspension compresses under braking which in turn helps improve stability.

Overall, spring rates front and rear have been increased.

Power steering is electric and for the first time in the RX is monitored as part of the VDIM system. Like Lexus GS and LS models, this means the VDIM system can actively influence steering to help stabilise the car (for example under emergency braking) and correctively wind lock on or off in hazardous situations.

Underbody attention to detail extends to aerodynamics. The RX features aerodynamic covers on rear suspension. These contribute to what Lexus claims is a "class-leading" drag co-efficient of 0.33cd.

Many buyers will be more interested in what goes on under the bonnet, however. Here the Lexus features an "improved" version of its 2GR-FE fuel-injected 24-valve DOHC V6.

Though maximum power and torque are up only marginally -- power up 1kW to 204 at 6200rpm and torque up 4Nm to 346kW at 4700 -- the company says it has increased real world delivery by up to 20Nm at 'normal' road rpm. The engine produces 90 per cent of its peak torque from 2300-6100rpm, it says.

Much of this improvement can be laid home at a new variable geometry induction system, new cam timing and a new exhaust system, but other detailed improvements include valvetrain and fuel-injection system refinements.

Further improvements, including a direct-injection version of the engine, are precluded due to the multi-nation and semi-offroad status of the RX -- thus its need to run on 91RON fuel. By way of comparison, the not-for-Oz IS350 uses a FSE direct-injection version of the (essentially) same powerplant and produces in excess of 220kW. It's time this engine made it Down Under.

Coupled with a new six-speed automatic gearbox, Lexus claims a 0-100km/h time of 8sec for the new RX (0.6sec slower than the old RX by our reckoning) and 3.5 per cent better combined fuel economy -- 10.8L/100km versus 11.2. This is despite a near-150kg increase in overall weight.

The new six-speed U660F transmission is lighter and shorter than the five-speeder it replaces and features better low-speed torque-converter lock-up control and direct shift functionality. This means instead of the transmission having to shift from fifth, to fourth, to third and then to second in an extreme kickdown manoeuvre, it can change directly to the gear which delivers optimum acceleration. At times this is still not enough (see ON THE ROAD).

Lexus Artificial Intelligence (AI) shift control adds an adaptive function to the gearbox and, says Lexus, "can adjust the shift pattern to suit different drivers and provide engine braking for hill descents". Sport mode is also offered (but is largely ineffective), but not steering wheel paddles for manual shifting. That's carried out conventionally at the shifter on the centre console.

Also new is the RX's Lexus Active Torque Control on-demand all-wheel-drive system. Lexus describes the system as "pro-active". Essentially it uses a computer-controlled electromagnetically actuated multi-disc clutch type rear-mounted coupling to apportion drive to the rear wheels as required. Standard fare these days, despite what Lexus would have you believe.

The system offers a manual lock-up function that sets a 50:50 front-rear split up until 40km/h, but in most conditions drive is only sent rearwards as traction loss demands it. In normal cruising the RX is front-wheel drive, with torque sent when needed under acceleration of "if a loss of front wheel traction is anticipated".

Like almost all all-wheel-drive systems, the ATC works seamlessly. There's a slight sense of drive shifting between the axles on slippery dirt but on bitumen it just gets on with the job delivering a quite neutral handling balance to the RX.

The system also disengages drive to the rear wheels under braking "to maximise the effectiveness of ABS braking and the VDIM's vehicle stability control features".

Finally the bigger, heavier and supposedly faster new RX gets bigger brakes.

Integrated into the RX's VDIM system and interacting with the Active Torque Control on-demand all-wheel-drive system and electric power steering, the antilock brake system features Electronic Brake-force Distribution (EBD) and Lexus Brake Assist (BA), plus hill start assist and hill descent assist functions.

Compared to the second-gen RX the new model gets larger rotors front and rear and new calipers. At the front the vented discs have increased from 319 x 28mm to 328 x 28 and the rotors are now twin-piston units. Rear discs remain unvented but are now 309 x 10mm -- up from 288.

PACKAGING
Featuring more masculine and more aggressive styling (that looks better in the metal than in pics), the new RX is 30mm longer, 40mm wider and 15mm lower than the generation it replaces and rides on a 25mm longer wheelbase (2740 v 2715mm).

The new styling pumps up the 'volume' of the RX and definitely moves it away from the somewhat dainty execution of the last generation. Perhaps the most obvious dimensional/postural change, however is the stance of the new generation model -- its front track has been pushed out by 55mm and the rear by 65mm. It's well planted!

Those dimensions place it firmly between BMW's X3 and X5 and approaching Volvo's XC90 in overall size. In essence, the car is almost a half class larger than the second-gen RX it replaces.

Though we're not about to suggest the RX is an offroader, for the record its ground clearance is 180mm, with approach, departure and rampover angles 28.8, 24.8 and 16.4 degrees respectively.

Inside there's significantly more room than the old model. The cabin has increased over 210mm in effective length, says Lexus, and there's been a better than 50mm increase in front and rear hip room. Lexus also claims more rear head and leg room; the latter in part due to an increase in the couple distance -- the measurement between the first and second row of seats.

The rear seat is a new 40:20:40 split design that echoes Volvo's execution in the XC60 and XC90. Unlike the Swedish car, the Lexus doesn't incorporate a foldout booster seat for children.

The cabin design is all-new, penned under the L-Finesse design philosophy, says the company. The new wraparound dash and instrument panel theme has "display" and "operation" zones -- the former designed to present information in a manner that decreases the driver's 'eyes off the road' time.

Key to this strategy is a new high-level large (200mm) screen display for satnav and other functions plus a multi-function HUD.

The "operation" zone comprises the normal sorts of controls plus Lexus' new Lexus Remote Touch (LRT) control system. Featuring 'haptic' force feedback technology invented for video games, in addition to controlling the navigation, climate and audio systems, the centre-console-mounted LRT also allows a wider variety of owner-operated car set-up customisation options than previous generation Lexus models.

The overall effect is attractive and in use proved easy to learn and, well, logical. Unfortunately the amenity of the LRT and satnav systems is eroded by Lexus' stupid insistence on disabling most functions while the car is moving.

There's been a concerted effort to improve storage options in the RX's cabin, claims Lexus. Features like dedicated owner's manual storage maximise the other storage areas' usefulness. There are hinged door-bins (thank Audi for these!), plenty of cup and bottleholders and the centre console features two 12 volt power outlets and one AUX input for MP3/music players.

Lexus doesn't quote luggage capacity for the RX, but take it from us it's substantially bigger than the outgoing car -- and at least at class average. Under the lower load floor is a wet and dirt compartment that will store a wetsuit but not much else.

While it may not strictly sit under the PACKING heading, the RX does feature an easy access system that some buyers will appreciate. Configurable using the LRT system, the steering wheel and driver's seat electronically 'park' away from the driver and dash allowing easier ingress and egress.

SAFETY
A new Vehicle Dynamic Integrated Management (VDIM) electronic stability control and chassis management system, 10 airbags and reversing camera across the range are all headline safety kit items on the new RX. So too the new chassis structure -- designed and validated with over 230 real crash tests at a cost of over $US30m, not including the cars themselves. Little wonder Lexus claims the new RX is its most comprehensive safety program yet.

Those ten bags comprise the 'normal' six bags most cars feature these days, plus driver and front passenger kneebags and rear-seat side airbags. RX also adds pre-tensioning seatbelts for rear outboard passengers.

The RX's VDIM system is switchable but in keeping with the engineers' desire to deliver dynamic improvements to the RX, not too intrusive.

With integration into the braking, steering and all-wheel-drive systems, the level of active safety management is near or at the top of the luxury SUV class. Arguably only Volvo goes ahead of the Lexus thanks to its fitment of City Safety anti-collision hardware on the XC60 (more here).

The pre-collision system featured on high-spec RX models includes a buzzer warning system to alert drivers to hazardous situations, plus brake assist. The RX also gets active emergency brake lamps.

Lexus says it expects a five-star NCAP crash rating for the RX, but also expects to score well on pedestrian and child safety. Active headrests should also help it in the new anti-whiplash testing regime.

COMPETITORS
Check back to our recent Volvo XC60 launch review if you're in any doubt of the level of activity in the luxury SUV segment. Indeed, with the XC arriving and Audi's Q5 just around the corner, the RX will have plenty of competition in sizes above and below it. Lexus is no doubt hoping that it has hit a sweet spot with the sizing of the new RX.

It's certainly appreciably bigger than the car it supersedes in terms of interior accommodation, but we'd suggest not too big as to scare away buyers for whom the X5 has now moved from XL to XXL.

We note that we've nominated the RX as one of the closest sparring partners of the new Volvo and also believe that VW's Touareg and Benz ML are key competitors.
 
Lexus' own execs are more likely to nominate BMW's X5 or even Range Rover Sport as the key competitor. With its $80K starting price, the Lexus has arguably moved beyond the top end of the other Japanese brands' crossover vehicles including Murano and CX-9.

As most RXs will never see a dirt road let alone a bush track, we're more likely to add the Mercedes-Benz C-Class wagon (or equivalent BMW or Audi models) than suggest RX shoppers will consider more aggressively offroad-oriented models such as Jeep's Grand Cherokee.

ON THE ROAD
RX program Assistant Chief Engineer Takeaki Kato says his favourite aspect of the new RX is its blend of refinement and dynamic ability. And to a point he's right.

In previous generations the RX has been smooth and quiet, but it hasn't been the most exciting or engaging drive. The new RX addresses the latter point with steering that seems more directly connected to the front wheels and a ride/handling balance that, if any, errs on the side of handling.

Though not as sharp as say BMW's X3, the RX is far more rewarding to drive than the previous generation. The body is well controlled and the steering well weighted. Of the two global chassis tunes Lexus has defined for the RX, we share ours with Europe. The yanks get a 'softer' car with lighter steering.

On the more challenging sections of the launch route the RX was fun to punt. Even on wet roads, and the slippery dirt section Lexus Australia included, it was well behaved, predictable and there was precious little untoward interference by the bank of safety nannies that are standard. When they do chime in, intervention is more subtle than previous Lexus efforts. Perhaps the Tohara team has learned from its time with IS F?

Kato points out that even the seats have been firmed up to better locate the driver and occupants in the new RX. There's more lateral support when cornering, which in turn helps build an impression of solidity for the driver.

Overall we like the changes Lexus has made to the cabin and the new zoned dash design works well -- especially the high satnav screen and HUD. The latter offers a choice of seven views so is at least initially more useful than BMW's set-up.

Also of note is the extra space the new RX delivers. This is an SUV that manages to straddle the divide of large and small. It's wieldier in tight spaces than the full-size luxury models, but there's little to grizzle about when it comes to the amount or standard of the accommodation delivered. Unless you absolutely need a third row of seats is there any need to go bigger?

The RX is not, however, perfect. Though the six-speed gearbox is silky smooth and helps the V6 deliver its best, at times there's the impression that there just isn't quite enough engine to cope with the 1975-2085kg heft of the new-generation model.

When you consider that some 2.0-litre turbodiesel models easily match the circa-350Nm peak torque of the RX350's petrol V6 and have to cart around as much as 500kg less, there's little surprise that at times the Lexus' performance feels, well, lackluster. The engine simply doesn't have the vim and vigour many buyers will expect in this segment.

Though the trannie and the engine respond to the call, in the hilly sections of the route three-up with no luggage, acceleration was less than lively and there was even a hint of strain in the engine's 'voice'. It'd be wrong to say there was any harshness, but nor was it the turbine smooth heave that BMW or Volvo's turbo petrol sixes deliver.

Once wound up the car seems happy to cruise at highway speeds and beyond, but in contrast to Lexus' claims, at the 100-110km/h limits we're subjected to in Australia the engine feels flat. This probably helps to make 11.0L/100km fuel consumption more achievable (we got it by taking note of the ECO light on the dash, but averaged 13.3 over the full loop), but it doesn't help the overall impression of athleticism.

Wind noise is well controlled save for some ruffles around the mirrors and road noise is almost absent -- even on the dirt. Good stuff.

Though not as slim as the XC60's, the A-pillars and mirror junction are an improvement on other Lexus models, especially the IS and overall sight lines are good.

The large C-D-pillar requires a longer than average over-the-shoulder check, but that's the nature of the beast. Drivers will appreciate the more planted feel of the new RX and the accuracy with which you can place it -- especially on Sydney's tight inner urban lanes. This is a vehicle that inspires confidence in its operators.

With the extra dose of torque a low-blow turbo version of the petrol V6 (or a turbodiesel of the same capacity) could have delivered, the RX would be very hard to fault. As it is, the space and the grace have been delivered, but it is, alas, off on pace.

The spark in development boss Kato's eye when he talks about the 450h version of the RX suggests, however, the solution may be just around the corner.