2020 LEXUS RX 300 Sport Luxury
Imagine leaving the city in the rear view mirror, travelling in the lap luxury, with a handsome group of flunkies? You can? You MUST be in a LEXUS RX then.
David and I headed into the bucolic bliss only a short jump from the Sydney city limits. We took 2 big bold SUVs, but they proved to be very different indeed.
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One was the handsome and oh-so-butch Land Rover Defender, and the other, a LEXUS RX 300, the baby of the RX range.
Above: This Week’s VIDEO Car Review -2020 LEXUS RX 300 Sport Luxury
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ABOVE: LEXUS RX300 Sport Luxury (pictured with 2020 Land Rover Defender P400)
OUTSIDE:
The RX lacks butchness of the Landie. LEXUS eschews the obvious off-road manliness in favour of a gentle, elegant design. It wasn’t always so. Look back over 2 decades of LEXUS, and few of them have aged well. This one, will.
Angular slashes across the front end define lights and the grille, and extend along the body in what the motor industry calls, “character lines.” It adds shadow, as light plays on the metalwork. The rear end scores a hump on the power tailgate. If you hadn’t seen the old model, you’d think this is the way it always was.
Inside:
The cabin is delicious.
Lines gently define regions for controls. A new 12.3” LCD touchscreen has been added, but the dreaded touchpad remains defiant, in prized position on the console, in front of the Drive Mode dial. Begone, OUT DAMNED SPOT! King Duncan would be much unimpressed that it was not stabbed through its cold dark heart.
Apple CarPlay/Android Auto adds modern function to a system that has until not, languished in a weird technical never-land. Ignore the touchpad and use voice for navigation, and you’ll never need to lay a finger on the wretched pad again. GET.IN.THE.BIN.
The rest of the layout is bliss. Heated and cooled seats can be fettled in the Climate Control zone on the centre stack. There is a climate concierge that will keep the cabin just so. It activates seat heating and cooling, climate controls, and heated steering wheel without intervention. The temperature is set centrally by using the centre console knobs. Induvial settings can be preferred if madame isn’t happy with the choice, and she usually isn’t.
Sound from Mark Levinson is divine. A myriad of speakers channel sound directly in to your soul. It is crystal clear, with the highs worthy of Von Karajan. The deep, rich, lows rumble mysteriously beneath the veneer of luxury.
The Drive:
Ride can be set just as the driver desires.
Drive modes make even the most frugal of power plants thrust themselves into a stratospheric frenzy, in the gentlest of way of course. RX 300 has a mere 4 cylinders, with 175KW and 350Nm. The RX 300 has a 6-speed auto, but the 350 has an 8-speed. How mean. At least we haven’t had the CVT foisted off onto us. It works with hybrids like the 450h, and there it should stay.
Acceleration, though gentle, has a determination that can make the front wheels scramble for grip, especially in the damp. The nannies kick in, giving the driver a subtle tap on the shoulder. “Naughty boy,” they utter, as things are tidied up behind the scenes. Clever nanny, competent as ever.
Steering is as light as a feather, but gains the toughness of a begloved-F1 driver at the touch of a button.
Fuel consumption is decent but depends on the amount of wellie issued by enthusiastic owners. Drifting along in regal splendour is far more enjoyable. RX is not meant to be tossed willy-nillly into warp-10 corners. Nor is it intended to tackle tricky tracks. RX 300 is a front-wheel-drive affair that tarries not into tawdry targets.
There are AWD RX models, and they also prefer pampered pals. They will never be asked to anything more difficult than dealing with dirty driveways.
Daring David donned his chauffeur’s cap for the first of a forays. He isn’t as nimble as he once was, and finds the big pew particularly pleasant. Alighting is easy, and many hours in the saddle pass prepossessingly.
We drove aimlessly around the leafy rural lanes in a serene atmosphere worthy of a top gent’s club. You waft over uncooperative tarmac, and lighter trails too, were laughed off, even though only the front wheels were doing the work.
We swapped between the LEXUS, and Land Rover Defender to test their motoring mettle, and of course the Landy trounced LEXUS on anything but well-manicured motorways.
For every day use, LEXUS was better.
Conclusion.
RX is a peach. It has the glamour of a grand country pile, and reliability of the Bank of England. It is as comfortable as a luxury hotel, it is, in fact, your suite on the highway.
Now that it has a trusty touch screen, and Apple CarPlay, all previous niggles have been negated.
We loved it.
LEXUS RX 300 Sports Luxury
Price: $92,700 (range $71,920 – $111,070)
Engine: 2.0L Turbo 4cyl Petrol
Power: 175kw/350Nm
Econ: 8.1L/100k
Trans: 6-sp Automatic
| MODEL | RX 300 | RX 350, 350L | RX 450h, 450hL | |
| Engine | 8AR-FTS | 2GR-FKS | 2GR-FXS | |
| Capacity (cm3) | 1998 | 3456 | 3456 | |
| Engine type | ||||
| In-line 4-cylinder turbo-charged & intercooled petrol, 16 valves, DOHC, VVT-iW inlet and VVT-i exhaust, D-4S dual injection | All-alloy 60-degree V6, 24 valves, DOHC (per bank), VVT-iW inlet and VVT-i exhaust, D-4S dual injection | All-alloy Atkinson cycle, 60-degree V6, 24 valves, DOHC (per bank), dual VVT-i, D-4S dual injection and cooled EGR | ||
| Fuel type | 95 RON (PULP) or higher | |||
| Bore x stroke (mm) | 86.0 x 86.0 | 94.0 x 83.0 | 94.0 x 83.0 | |
| Compression ratio | 10.0:1 | 11.8:1 | 13.0:1 | |
| Max. power | ||||
| Petrol engine | 175kW @ 4800-5600rpm | 221kW @ 6300rpm (L: 216kW) | 193kW @ 6000rpm | |
| Combined (hybrid) | 230kW | |||
| Max. torque | 350Nm @ 1650-4000rpm | 370Nm @ 4600-4700rpm; L: 358Nm | 335Nm @ 4600rpm (Petrol) | |
| Hybrid system | ||||
| Type | Series/parallel, full hybrid | |||
| Electric motor (MG1) | AC synchronous, permanent magnet | |||
| Max power (front) | 123kW | |||
| Max power (rear) | 50kW | |||
| Max torque (front) | 335Nm | |||
| Max torque (rear) | 139Nm | |||
| Electric generator (MG2) | AC synchronous, permanent magnet | |||
| System voltage (V) | 650 | |||
| High-voltage battery | Nickel Metal Hydride (Ni-MH) | |||
| Voltage (V) nominal | 288 | |||
| Transmission | ||||
| Type | U661E six-speed automatic, electronically controlled with sequential shift, D and M modes, G-sensor artificial intelligence shift control and low-speed lock-up torque converter | U881F eight-speed automatic, electronically controlled with sequential shift, D and M modes, G-sensor artificial intelligence shift control, direct downshift control and torque converter lock-up from 2nd to 8th gears# | P313 electronically controlled Continuously Variable Transmission (E-CVT) with sequential shiftmatic system and artificial intelligence shift control | |
| Gear ratios | ||||
| First | 3.300:1 | 5.250:1 | Six-step CVT | |
| Second | 1.900:1 | 3.028:1 | ||
| Third | 1.420:1 | 1.950:1 | ||
| Fourth | 1.000:1 | 1.456:1 | ||
| Fifth | 0.713:1 | 1.220:1 | ||
| Sixth | 0.608:1 | 1.000:1 | ||
| Seventh | 0.808:1 | |||
| Eighth | 0.673:1 | |||
| Reverse | 4.148:1 | 4.014:1 | ||
| Final drive ratio (front/rear) | 4.398:1/- | 3.329:1/2.277:1 | 3.542:1/6.859:1 | |
| Suspension | ||||
| Type | Front | Independent MacPherson struts, lower arms, gas-pressurised double-acting dampers with multi-leaf type linear control piston valves and internal rebound springs, and strut-mounted stabiliser bar (adaptive variable suspension on F Sport and Sports Luxury) | ||
| Rear | Independent trailing-arm double wishbone with gas-pressurised double-acting dampers with multi-leaf linear control piston valves and rebound springs, and lower-arm mounted stabiliser bar (adaptive variable suspension on F Sport and Sports Luxury) | |||
| AWD specifications | ||||
| Driven wheels | Front-wheel drive | All-wheel drive | ||
| AWD System | Dynamic torque control all-wheel drive with electronic centre coupling for torque transfer | E-Four active all-wheel drive with 50kW electric rear drive motor | ||
| Brakes | ||||
| Front | 328mm x 28mm ventilated discs with floating double-piston callipers | |||
| Rear | 338mm x 18mm ventilated discs with floating single-piston callipers | |||
| Parking brake | Electrical switch, centre console | |||
| Additional features | Anti-skid braking system, electronic brake-force distribution, brake assist, traction control, enhanced vehicle stability control, hill-start assist control | |||
| Steering | ||||
| Type | Road-speed sensitive electric power-assisted high-precision rack and pinion | |||
| Turns lock-to-lock | 2.7 | |||
| Min turning radius (m) | 5.9 (kerb to kerb) | |||
| Wheels and tyres | ||||
| Rims | 18″ alloy (300 Luxury); 20″ alloy (all other variants). Grade-dependent design. | |||
| Tyres | 235/65R18 | 235/55R20 | ||
| Body/exterior dimensions | ||||
| Overall length (mm) | 4890 | 4890, L: 5000 | ||
| Overall width (mm) | 1895 | |||
| Overall height (mm) | 1690 | 350: 1690; 450h: 1685; L: 1700 | ||
| Wheelbase (mm) | 2790 | |||
| Track front (mm) | 1640 | |||
| Track rear (mm) | 1630 | |||
| Front overhang (mm) | 1080 | |||
| Rear overhang (mm) | 1020 | 1020; L: 1130 | ||
| Minimum ground clearance (mm) | (Measured at exhaust pipe) 200 (450h: 195) | |||
| Approach angle (deg) | 16.7 | 16.7; L: 16.3 | 16.5; L: 16.3 | |
| Departure angle (deg) | 24.8 | 24.8; L: 22.0 | 24.0; L: 22.0 | |
| Coefficient of drag | 0.33 | |||
| Weights/loads | ||||
| Kerb weight (kg) | 1890-1995 | 1980-2085; L: 2090-2150 | 2105-2210; L: 2220-2275 | |
| GVW (kg) | 2500 | 2575; L: 2720 | 2715: L: 2840 | |
| Towing capacity (kg) | 1000 | 1500 | 1500; L: 0 | |
| Capacities | ||||
| Fuel tank (L) | 72 | 65 | ||
| Seating | Five; L: seven | |||
| Luggage space (litres) | (Rear seat, standard position, floor to seat-top) 506; L: 176 | |||
| Performance | ||||
| Max. speed (km/h) | 200 | |||
| 0-100 km/h (sec) | 9.2 | 8.0; L: 8.2 | 7.7; L: 8.0 | |
| Fuel consumption (L/100 km)* | ||||
| Combined | 8.1 | 9.6; L: 10.2 | 5.7; L: 6.0 | |
| Extra urban | 7.0 | 7.3; L: 7.7 | 5.6; L: 5.9 | |
| Urban | 10.1 | 13.5; L: 14.3 | 5.7; L: 6.2 | |
| CO2 emissions (g/km)* | ||||
| Combined | 189 | 223; L: 234 | 131; L: 137 | |
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