Wild But Formal. That’s the tag line used for a series of Japanese television commercials aired some 10 years ago, promoting the then-new Toyota Harrier, the Japan domestic market equivalent of the first-generation Lexus RX300. The bizarre advertisements featured a silent lion-man in a suit – obviously a successful corporate type – who not only drove the Harrier (new model reviewed here) with gusto but also flew a helicopter in some scenes. Of course, this Wild But Formal big shot also had a cute Caucasian chick at his beck and call. (Or should that be beck and roar?)
More mild than wild, but still pretty formal, is the RX, which is into its third generation (you can read about the all-new, fourth-gen RX here) as a petrol model and its second as a petrol-electric hybrid. The all-time best-selling Lexus model, thanks largely to its steady popularity in the huge US market over the past 11 years, the RX can be regarded as a pioneer in the crossover segment.
Long before the term became an industry buzzword, Lexus had already redefined the traditional sports utility vehicle with the original 1997 RX. This combined saloon-style properties with estate-like practicality, and added Lexus luxury to the combo, all in a car that is just nice in size by hulking American SUV standards.
The follow-up model, launched in 2003, built on the strengths of the first RX. It also spawned the groundbreaking RX400h, which spearheaded Lexus’ hybrid strategy that has since given rise to well-received green versions of the GS and LS. Three years after its debut, the RX Mark 2 had a major update, headlined by a new 3.5-litre V6 that is stronger yet cleaner and more economical than the old 3-litre unit. The car’s other changes include a grippier 4-wheel drive system, a more responsive steering rack and a variety of sound-deadening measures that made a quiet cabin even quieter.
Quietness and mechanical refinement have reached a new level of excellence in the new RX, which we sampled in Napa Valley, California’s winemaking capital, where world-class vineyards and wineries dominate the landscape. The test drive routes went through small towns, down a highway, up a mountain road and across a few dirt tracks. It’s almost classic RX territory, in other words. Almost because the agenda didn’t include a business district visit, a shopping mall spree, a supermarket attack and a simulated school run (although we did spot a couple of American school buses in their signature yellow).
No less than nine exterior body colours are available for the latest RX range, with Cerulean Blue new to the RX350 and Aurora White exclusive to the RX450h. Size-wise, the car has grown a bit. The length and width are up by 40mm, the height is a mere 10mm more and the 2,740mm wheelbase is 25mm longer than before. More noticeable are the upsized wheels – now 18-inch as standard and 19-inch as an option, compared with the standard 17-inch and optional 18-inch previously. Like before, the hybrid RX gets a bespoke alloy rim design different from that of the regular model.
The RX450h also sports a unique grille, a dissimilar front bumper with an extra ventilation slit for the hybrid engine system, blue-coloured Lexus emblems and a similar blue tint for the light clusters. Audi-inspired LED “jewellery” for the headlamps can be specified at extra cost to further differentiate the hybrid RX from the petrol version.
The basic styling of the RX is attractive, but not particularly innovative, apart from the tailgate wiper concealed in the rear spoiler, which also houses the radio antenna and third brake lamp. The rest of the exterior design is more of the same formula from the RX designers, who must have worked with great restraint – and within equally great constraints – to come up with a shape that is fresh, yet still familiar. So, from a distance, the new RX just looks like a sharpened version of the old model, with more chrome around the windows and greater definition in the bodywork. The attention to detail is impressive, as suggested by the chromium decoration above the door sills, the well-integrated roof rails when so equipped, and the door handles which now employ a neat touch-sensor indent instead of a cheap black button for the SmartAccess keyless entry device.
Inside the cabin, Lexus designers appear to have had more free play than their colleagues in the exterior design department. The previous dashboard’s symmetrical layout has given way to a more dynamic, asymmetric architecture, with a wave-like centre console that groups the multi-function display and the control panels for the audio and air con. Further south is the shifter for the 6-speed automatic transmission, which not only has one more gear than before but also occupies more dashboard real estate, even though it’s not the highlight of the new cockpit.
That honour belongs to Remote Touch, Lexus’ belated attempt to do an iDrive. An unusual mix of mouse and joystick that boasts haptic feedback when moving the cursor from one screen menu icon to another, Remote Touch consolidates and controls the car’s navigation, telephony, vehicle set-up, cabin climate and on-board entertainment.
In practice, Remote Touch is not that intuitive. Getting used to the workings of the controller is easy; the hard part is making that digital finger go exactly where you want it to on the monitor, especially while on the move. Simply put, the way Remote Touch works is closer to Windows PC than Mac, so don’t expect the slick logic of Apple’s OS X. To be fair, BMW also didn’t get it right the first time with iDrive, so Lexus deserves another go at Remote Touch in the near future.
Even Lexus’ signature Mark Levinson surround sound hi-fi, a comprehensive 15-speaker set-up in the case of the new RX, won’t be available for local buyers because, again, it’s tied to the newfangled navigation. Another fancy feature missing from the new RX bound for Singapore is the highly readable head-up display for speed, navigation guidance and stereo selection.
Most of the RX’s other interior goodies are coming to town. That includes the crystal-clear OLED instrument cluster, which comes complete with stylish sapphire illumination. There’s also acres of factory-sewn leather, matched with genuine timber trim carved from the same tree to ensure consistency in the wood grain. Also included is a powerful dual-zone climate control that, compared to the previous system, reduces the temperature quicker and quieter.
Everything’s electric, from the front seats to the rear hatch. There is also noticeably higher-quality materials and tighter switchgear; a bigger boot, with quick-release levers to fold the versatile 40:20:40 split backseat; and smarter storage of odds and ends, including a spacious shelf below the “bridge” that spans the centre console and the thickly padded centre armrest.
Thick, too, is the leather that wraps the steering wheel, which comes with handy audio controls and, more importantly, an ample range of power tilt and telescopic adjustment to help make the driving position more agreeable than that of the old RX. Outward visibility has been boosted, particularly through the windscreens, with aft vision made clearer by the compact rear headrests and the cleverly hidden rear wiper.
Lexus Park Assist, where available in its complete form, offers kerb-side video views from a camera under the opposite wing mirror. This is in addition to images from the regular reverse parking camera, which can be displayed either on the eight-inch navigation screen or the rear-view mirror’s integral 2.4-inch mini-display.
Parking the new RX or driving it out of a carpark is a cinch. You just get in, get comfortable and then get going. This is Japanese consumer convenience at its best, which is expected from a modern Toyota product. What’s unexpected is the hefty steering, which commands a chassis that responds more positively to directional changes than the previous model.
The handling still isn’t sharp enough to justify the word “sports” in this sports utility. But at least it’s remotely sporty now, with strong grip all the way, a semblance of feedback from the front end and decent balance through corners.
The newly improved handling is a welcome change, but even more critical to the market success of the RX is its ride quality. According to Lexus’ customer clinics, the RX is most appreciated for its comfort, refinement and luxury, so these are the areas where Lexus engineers have done their best work. The end result on the road is a hushed cruiser, with low levels of noise from either wind or engine. The pliant suspension smothers the majority of tarmac imperfections, with only a little patter from the sizeable 235/55 R19 all-season tyres disturbing the interior peace when they roll over rough ground. This is one very quiet car.
In performance terms, the new RX350 doesn’t make much noise, either. Logical, rather than radical, enhancements to the drivetrain mean that the punchy 3.5-litre V6 sounds and performs very much like before. It’s more muffled, though, especially at relaxed revs. And the new 6-speed automatic gearbox allows closer and faster gear ratios, ideal for keeping the slightly peaky engine on the boil. Driving the hybrid RX450h, however, is a different kettle of fish. (Read about it in our next issue.)
As for all-wheel drive dynamics, we do what 99 per cent of SUV drivers do: stay on asphalt as much as possible and never explore places anywhere near the limits of the car’s agricultural agility. In other words, we don’t quite know what the RX’s AWD could do off the beaten track. But one thing’s for sure: steep multi-storey ramps in town and deep grass patches in suburbia won’t pose any problems.
Perhaps the only complication for this newcomer is its Harrier hangover, even though the Wild But Formal days of the RX are long gone.
Lexus RX350 3.5 (A)
DRIVETRAIN
Type V6, 24-valves
Capacity 3456cc
Bore x stroke 94mm x 83mm
Compression ratio 10.8:1
Max power 273bhp at 6200rpm
Max torque 346Nm at 4700rpm
Power to weight 138.2bhp per tonne
Gearbox 6-speed automatic with manual select
Driven wheels All
PERFORMANCE
0-100km/h 8 seconds
Top speed 200km/h
Consumption NA
CO2 emission NA
SUSPENSION
Front MacPherson struts, coil springs, anti-roll bar
Rear Double wishbones, coil springs
BRAKES
Front / Rear Ventilated discs / discs
TYRES
Type Bridgestone Dueler H/L
Size 235/55 R19
SAFETY
Airbags 10
Traction aids ABS, VSC
MEASUREMENTS
Length 4770mm
Width 1885mm
Height 1725mm
Wheelbase 2740mm
Kerb weight 1975kg
Turning circle 11.4m
BUYING IT
Price incl. COE NA
Warranty NA
+ Highly refined driving characteristics, comfortable and practical interior, renowned Japanese reliability
– Play-it-safe exterior styling, no breakthrough in cabin packaging, clever gadgets not for Singapore
