Luxury electric vehicles are projected to be one of the biggest sellers in the passenger car market in the coming years. A segment spearheaded by Tesla over a decade ago, today every major premium car manufacturer has a dedicated line of EV offerings – BMW with its i models, Mercedes-Benz with its EQ range and Audi with its e-tron line-up.

While the big three are well and truly onboard the EV bandwagon, challenger brands like Lexus and Genesis have only just started. Lexus, the luxury offshoot of Japanese automotive giant Toyota, is banking on the new fully electric RZ 450e medium SUV for success against the Germans, following lacklustre response to its UX 300e compact SUV, the premium marque’s first EV launched back in 2022.

Genesis, the luxury spin-off of Korean car maker Hyundai, already has a dedicated EV model, the GV60 compact SUV, as well as an electrified version of the G80 sedan. There’s now another zero-emission variant in the form of the Electrified GV70 which is based on the regular engine-powered GV70 medium SUV.

If Tesla’s have become too common and the German offerings don’t float your boat, the Lexus RZ 450e and Genesis Electrified GV70 are both compelling alternatives, which is why we have gathered them here for a comparison review.

How much do they cost?

Both Lexus and Genesis are not restrained when it comes to pricing strategy. The RZ 450e and Electrified GV70 come with hefty price tags, which makes their segment positioning a little blurry.

The RZ 450e is available in two variants, the base spec Luxury which is priced at $123,000 and the upper spec Sports Luxury costing $135,000. The latter can be had in a two-tone finish for an extra $4,200.

Meanwhile, the Genesis Electrified GV70 is offered in a single spec only with a sticker of $127,800. All prices exclude on-road cost.

The pricing positions both the RZ 450e and Electrified GV70 just below rivals like the Polestar 3 and BMW iX, but significantly above models like the BMW iX3, Mercedes-Benz EQB and Tesla Model Y.

They might as well because in terms of dimensions they slot in the same way amongst those competitors. Between the RZ and GV70 though, the former is longer while the latter is wider.

Is there anything interesting about the design?

The RZ 450e is by far Lexus’ boldest looking model, apart from the super sexy LC coupe and the iconic LFA supercar. There’s a lot to take in, from the black accented front bumper and swept back lines to the floating roof and rear light bar. But somehow they all come along harmoniously, producing a design that is very unique, futuristic and sophisticated.

The Sports Luxury model tested here boasts striking multi-spoke 20-inch wheels tucked within black painted wheel arch mouldings.

The Electrified GV70 is much more conventionally styled as compared to the RZ 450e. Granted, it’s based on the regular GV70 which in itself is a pretty sweet looking luxury SUV. Unlike the engine-powered models, the grille is sealed with the charging port neatly concealed within. In the rear, the absence of tailpipes is the only giveaway of its electrified propulsion.

Our test vehicle rolls on standard 20-inch wheels and is draped in the optional $2,000 matte green paint which looks amazing.

How is the interior like?

Echoing the exterior, the RZ 450e’s interior radiates a very modern and contemporary feel. It’s unlike the usual warm, rich and luxurious cabins we have been used to seeing in Lexus models. In fact, the RZ’s cabin looks so cool it’s not very Lexus-esque at all.

That’s because the RZ cabin focuses on sustainable construction, with heavy usage of environmentally-friendly materials including a vegan upholstery called Ultrasuede (on Sports Luxury model), a sustainable suede material made partly from biomaterials and recycled PolyEthylene Terephthalate (PET).

If you’re skeptical about this type of upholstery, afraid not because it feels supremely comfortable. Applied on the seats and doors, it looks very high end, too. Our tester is trimmed in the two-tone interior colour scheme called Storm (exclusive to Sports Luxury) which pairs light bluish grey suede seat upholstery with white synthetic leather door and centre console trim. The dashboard is a matching grey colour. The combined effect is an open and airy cabin feel.

Speaking of which, the RZ features some next level tech in its panoramic glass roof to control cabin lighting and temperature. At the push of a button the clear roof turns opaque to block out some light, eliminating the need for sunshade. It’s one of the coolest things we’ve seen in a vehicle.

The cockpit of the RZ consists of a massive 14.0-inch touchscreen display infotainment system. The interface is a big step up from previous Lexus systems in terms of screen resolution and intuitiveness. It supports wireless Apple CarPlay and wired Android Auto.

Not as impressive is the digital instrumentation cluster which is so small that it only takes up half the cluster space. The graphics aren’t that crisp either.

Taking on a very different approach, the interior of the Electrified GV70 is sheer opulence and indulgence. It feels much more expensive and sophisticated than the Lexus, with higher grade materials and more delicate switchgear throughout. The cabin mood lighting, changeable in colours, truly lifts cabin ambience at night.

The seats, upholstered in fine Nappa leather with white contrast stitching, look more premium than those in the RZ, though they’re not as cocooning.

Matching the RZ in screen size is the 14.5-inch touchscreen wide display infotainment system which can be operated by touch or a remote control in the centre console. While the screen itself is superbly sharp and very responsive to the touch, the remote controller can do with some improvement. Because the control combines a rotary dial, arrow buttons and a round touchpad all into one, it is confusing to use. It needs to be simplified. You can use touch but the screen is quite a stretch. Wired connectivity for both Apple CarPlay and Android Auto is supported.

Ahead of the driver is a 12.3-inch 3D instrument cluster that gives a sense of depth to the virtual gauges. While it doesn’t offer much customisability, it’s still leaps and bounds ahead of the RZ’s cluster.

How much space is there inside?

Packaging is slightly better in the Lexus than in the Genesis. In the former, the seats and door cards are less chunky, resulting in more interior space. The floor is also flatter in the back of the RZ, giving more leg space to the middle rear passenger. Both cars can accommodate five people quite comfortably but those seated in the Lexus will have just a little more room to move about. But when there’re three adults seated across the rear bench, they’ll have more shoulder room in the Genesis thanks to its slightly wider cabin.

Built from the ground up as an EV, the RZ’s interior is not shared with other non-EV Lexus models and so there’s more freedom to carve out more storage space, taking advantage of the drive shelf-less nature of EVs. The open lower storage pan in the centre console is an extra storage space in the RZ 450e that the Electrified GV70 lacks due the latter having to share its cabin with fuelled versions of the car. However, the RZ doesn’t have a glovebox which can be a little inconvenient.

Boot space is larger in the RZ at 522 litres compared to the GV70’s 503 litres. It’s another story when the rear seats are folded, with the Genesis packing 1678 litres against the Lexus’ 1451 litres.

How do they drive?

Both EVs are motivated by dual electric motors, with the RZ 450e packing a combined output of 230kW/435Nm, up against the Electrified GV70’s much more potent 360kW/700Nm. There’s certainly quite a big difference in power output but not in the way they drive.

Lexus prides itself on making some of the most refined and quietest cars in the market. You can only expect its first from-the-ground-up EV to be even more serene and hushed. And that’s exactly how the RZ 450e drives. It is literally whisper quiet in all proceedings, be it accelerating, cruising or braking. Unlike other EVs or hybrids, there’s a distinct absence of whine from the electric motor, with the silence pierced only by wind and tyre noise, but even that is very much suppressed.

With a highly insulated cabin, the Electrified GV70 is very much muted as well but it’s no match for the Lexus, for there’s still a very slight whine from the electric motor – if you pay enough attention.

With a belly full of batteries, both SUVs are heavy vehicles weighing over two tonnes. And so neither cars are particularly sharp to drive, with weight a constant companion around tight corners. They aren’t clumsy per se, as they still thread through corners nicely. They just don’t like to be rushed.

That said, the RZ 450e’s lighter and more responsive steering tune does give a sportier and nimbler driving feel. Overall control is also better in the Lexus, thanks in part to the amazing grip and response from its ‘Direct4’ all-wheel drive system where driving and braking force is distributed individually to each wheel.

Where the electrified GV70 triumphs over the RZ is in acceleration. Nudging 100km/h from standstill in 4.2 seconds, the Electrified GV70 sprint time is over a full second quicker than the RZ’s 5.3 seconds. Maxed out, the Genesis tops 235km/h which also trashes the Lexus’ 160km/h.

Both cars deliver high levels of ride comfort but the GV70 feels just a little smoother at low speeds over rougher bitumen.

How about efficiency and charging?

The RZ 450e’s reported driving range fluctuates quite a bit depending on how you drive, meaning it’s tricky to know how much actual range is remaining. On paper, the RZ is good for 395km (WLTP) on a full charge, but we think that’s optimistic. The Electrified GV70 has a longer range of up to 445km (WLTP) and it does seem to deliver quite close to that figure.

Indeed, the reported real world efficiency is better in the GV70 at 19.3kWh/100km compared to the RZ’s 20.8 kWh/100km. This comes as a surprise as the Lexus is lighter and rides on skinnier tyres.

Both cars support the usual domestic 1.8kW AC, 11kW/22kW AC and 50kW DC charging, but the RZ’ charging rate maxes out at 150kW while the GV70 is capable of up to 350kW. The Lexus’ DC charge time is noticeable slower as well, the smaller capacity battery is to blame.

The RZ’s charging port is located at the base of the A pillar making it hard for charging cable to reach at public charge points. The GV70’s charging port in the grille is much easier to get to.

Verdict

The Lexus RZ 450e and Genesis Electrified GV70 may not be the most efficient or sportiest EVs around. Their pricing isn’t that attractive either. But if you value longevity and reliability, both vehicles may have the advantage over their European competitors.

As a bespoke EV model in Lexus’ line-up, the RZ 450e boasts unique styling that’s backed by a wonderfully refined drivetrain and decent dynamics. However, it’s let down by a dated and small digital instrumentation cluster and short driving range.

In contrast, the Electrified GV70 impresses with an ultra luxurious cabin with a modern cockpit, while delivering a greater driving range. It also costs over $7,000 less than the Lexus.

When the brief is about mid-size premium electric SUV, luxury and driving range is key, and the Electrified GV70 seems to have delivered across those fronts a little better than the RZ 450e.

Let us help you get the best deal on your next new car. Contact us.

Pricing and Specification

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The latest fourth-generation Lexus LX represents one significant shift from previous models and that’s in the use of downsized six-cylinder engines across all variants rather than eight-cylinder units.

We have already covered all main aspects of the LX in our previous in-depth review, which you can read here. In this review we explore and compare the new crop of petrol and diesel V6s powering the new LX and see if the smaller engines are a good fill for the brilliant V8s from previous generations of LX.

The new LX range now spans five variants with seven-, five- and four-seat configurations available, the latter offered for the first time. The seven-seat LX kicks off the line-up, with the option to up-spec available through an Enhancement Pack. Five-seat models consist of the Sports Luxury and F Sport. The newly introduced Ultra Luxury model is the new range-topper, offering a first-class-like four-seater cabin.

All models are available with either petrol or diesel power, except for the Ultra Luxury which is strictly petrol only. For this review, we tested the diesel LX 500d F Sport and petrol LX 600 Ultra Luxury.

The Lexus LX pricing is as follows (prices exclude on-road costs):

Petrol powered models cost $3,500 more than their respective diesel equivalent. With that you get a 3.5-litre twin-turbo V6 petrol engine that develops 305kW of power at 5200rpm and 650Nm of torque between 2000rpm and 3600rpm. It’s an increase of 35kW and 120Nm over the previous 5.7-litre normally aspirated V8 which produced 270kW and 530Nm.

The V6 petrol is the same engine as that found in the LS 500, albeit tuned slightly differently. As with the flagship saloon, this engine is one of the most refined turbo V6s we have sampled. So, the question of whether we miss the old V8 petrol can be answered with a resounding no because the V6 is just as smooth, if not smoother than the old V8.

It’s not just the refinement that is impressive, as the power delivery is just as linear as the previous V8. That’s a big score because the V6 is forced-fed and the lack of lag is most welcomed. There’s a distinct liveliness to the throttle response that’s not like the typical turbo engines.

With the onslaught of 650Nm of torque from low in the rev range, there isn’t a moment of struggle hauling the 2.6 tonne SUV around, even with a full load. That can’t be said with the previous V8 where its peak torque of 530Nm doesn’t arrive until 3200rpm.

The ten-speed automatic transmission that’s paired with the V6 petrol (and V6 diesel) may seem like two ratios too many, but the last three ratios are overdrive ratios and there to aid fuel economy. If you’re used to the close ratios in European eight-speed autos, you’ll need to get used to the longer lower ratios in the LX’ Aisin unit. It pulls a little longer in those lower gears, which is great for city driving as there’s less frequent gear changes. Getting up to speed, the ratios are more closely stacked, keeping revs low and maximising the chubby midrange torque.

Rated fuel economy for the petrol V6 is 12.1L/100km for the combined average. It’s certainly not the thriftiest of engines. For much better fuel efficiency, the diesel LX is the pick and that’s what we’re taking a closer look next.

A newer engine than the turbo petrol V6, the all-new 3.3-litre twin-turbo diesel V6 engine makes first application in the current LX and Toyota LandCruiser. It boasts 227kW of power at 4000rpm and 700Nm of torque from 1600rpm to 2600rpm, a hike of 27kW and 50Nm compared with the previous 4.5-litre V8 turbo-diesel engine. Those are some impressive figures considering the drop of two cylinders from the old V8 to the new V6.

Against the V6 petrol, the diesel has a power deficit of 78kW but 50Nm more torque. The latter makes all the difference in the driving experience, not so much with the extra 50Nm but more the case of that peak torque arriving at just 1600rpm. It translates to a solid and persevering grunt that pulls the LX effortlessly right from the get go. Be it full load, uphill or towing, there’s no stopping the V6 diesel and its mighty pull.

It’s also one of the smoothest and quietest diesel power plants out there. In fact, from inside the LX it’s difficult to sniff out the oil burner lurking discretely under the bonnet. It does sing a different tune to the V6 petrol, harder and more mechanical sounding, but other than that it’s just as refined as the petrol unit.

As expected, the diesel’s throttle response is less lively than the petrol’s and its lazier demeanour means it doesn’t rev as hard. Both characteristics evident in the sprint from standstill to 100km/h, where the V6 petrol is a full second quicker at 7.0 seconds compared to the V6 diesel’s 8.0 seconds.

The V6 diesel is also matched to the same ten-speed auto as that used for the V6 petrol. It uses the same ratios as well, but because the diesel revs lower than the petrol the long ratios in the lower gears don’t feel as long. This delivers a more relaxing driving experience.

The V6 diesel is hands down the cheaper engine to run. Its combined average fuel economy figure of 8.9L/100km is over 3L more frugal per 100km compared to the V6 petrol. In urban driving the difference in fuel economy is huge, with the diesel rated at 11.3L/100km against the petrol’s 16.7L/100km. In the real world with over 500km travelled on each petrol and diesel powered LX, we recorded an average of 13.4L/100km for the petrol and 11.5L/100km for the diesel.

We did some soft off-roading in both petrol and diesel LX variants and found that both versions are equally capable on the rough stuff. That said, the diesel is the better mill if there’s towing involved. It’s worth noting that the LX 500d F Sport we drove is fitted as standard with a rear Torsen limited-slip differential which non-F Sport models don’t have. It distributes drive between the left and right rear wheels in response to throttle position and terrain conditions. While we didn’t notice much of a difference between the LX 500d F Sport and LX 600 Ultra Luxury during our mild off-road excursion, more hardcore off-roading should benefit from the added traction afforded by the active rear diff in the F Sport.

Verdict

V8-powered Lexus LXs have become a thing of the past, but the new more powerful, more efficient turbo V6s are so good that they completely overshadow the old V8s. Choosing between the V6 petrol and V6 diesel is a dilemma though. There’s very little in between them in terms of refinement and performance. The V6 petrol is slightly more lively and eager, which would pair well with the F Sport trimmed LX, while the V6 diesel is a better workhorse and much more fuel economical which would suit the Sports Luxury grade. Both deliver their own unique driving flavour, but are more than up to the task in a full-size SUV like the LX.

2024 Lexus LX pricing and specifications

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Lexus Australia has confirmed detail of its new LBX small SUV which will hit showrooms in Australia in the first half of 2024.

The all-new line-up will be offered in two trim levels – Luxury and Sports Luxury, skipping the F Sport variant available in Lexus’ wider range.

Powering both variants will be a 1.5-litre three-cylinder hybrid petrol engine producing 100kW of power.

Lexus says the powertrain has been tuned to deliver smooth, agile and refine performance, while offering top-class efficiency.

The engine has “high-speed combustion technology with Variable Valve Timing by Intelligent electric motor (VVT-iE)”, ultra lightweight piston and variable cooling system.

While pricing will be confirmed closer to launch, Lexus has detailed the standard equipment offered in the LBX.

The Lexus LBX Luxury will be offered in two-wheel drive only and comes with:

• 18-inch alloy wheels
• Two-tone paint
• Power tailgate
• Rain-sensing wipers
• 3-inch digital instrument cluster
• 8-inch touchscreen infotainment system
• NuLuxe leather upholstery
• Sport front seats
• Heated front seats
• Electric driver’s seat with memory
• Surround camera

The Lexus LBX Sports Luxury will be available in both front- and all-wheel drive and adds:

• Ultrasuede leather accented seats
• Auto park assist
• Active noise control
• 13-speaker Mark Levinson Premium Surround Sound

Measuring 4,190mm long and 1,825 wide with a 2,580mm wheelbase, the LBX is 305mm shorter, 15mm narrower, and has a 80mm shorter wheelbase than the Lexus UX. It’s based on the same platform as the Toyora Yaris Cross and will be Lexus Australia’s smallest vehicle.

The post 2024 Lexus LBX small SUV detailed appeared first on ForceGT.com.

Twenty-five years ago, Lexus introduced its first luxury SUV, the Lexus RX, to the world. The model is also one of the pioneers of the segment, arriving in Australia five years later just as the amber of the SUV flame started.

Over five-generations, the RX has evolved from a conservative, reliable SUV to a sharp-looking luxury SUV that’s gunning for things like the Mercedes-Benz ML, BMW X5 and Volvo XC90.

Like the superseded model, the RX continues to push the design boundaries with the latest model. Chief amongst them, the 2^nd evolution of the spindle grille has been softened and now integrates into the body for a more cohesive look.

The entire line-up has also been electrified and downsized, with the outgoing model’s V6-based hybrid replaced with four-cylinder petrol hybrid. A 273kW high-output turbocharged hybrid RX 500h flagship has also been introduced for the first time, targeted at drivers.

Based on an iteration of Toyota’s GA-K platform, the latest RX sports the same length as before, but has a longer wheelbase and wider track for a more confident stance. What’s more, the new RX is also some 90kg lighter overall which should improve dynamics.

With handsome looks, a beautifully crafted interior, and the latest technology, the 2023 Lexus RX range has all the right ingredients to take on its competitors. But the competition is stiff. Let’s find out if it delivers.

How much is the Lexus RX?

The new RX hits the market with a three-tier line-up available in Luxury, Sports Luxury, F Sport and F Sport Performance guise.

Pricing is up across the board and kicks off with the RX 350h Luxury FWD (front-wheel drive) from $87,500 plus on-road costs, or around $14,500 more than the old entry-level model.

At the top of the range is a new F Sport Performance model with an asking price of $126,000 plus on-road costs, which is $12,500 dearer than the previous seven-seat range-topper.

Even with the price increase, the new RX still represents great value compared to its German rivals.

Below are current pricing at the time of writing, including models we tested for this review in bold.

2023 Lexus RX pricing (excluding on-road costs):

• Lexus RX 350h
  • Luxury FWD: $87,500
  • Luxury AWD: $92,000
  • Luxury FWD + Enhancement Pack: $92,600
  • Luxury AWD + Enhancement Pack: $97,500
  • Sports Luxury AWD: $111,900
  • Sports Luxury AWD + Enhancement Pack 1: $114,900
  • Sports Luxury AWD + Enhancement Pack 2: $115,800

• Lexus RX350
  • F Sport AWD: $99,900
  • F Sport AWD + Enhancement Pack 1: $102,900
  • F Sport AWD + Enhancement Pack 2: $104,000
  • Sports Luxury AWD: $105,900
  • Sports Luxury AWD + Enhancement Pack 1: $108,900
  • Sports Luxury AWD + Enhancement Pack 2: $109,800

• Lexus RX 500h F Sport Performance AWD: $126,000

What do you get?

As you’d expect from Lexus, the RX range is generously appointed. Below are some of the feature highlights of each grade.

Lexus RX 350h Luxury highlights:

• Bi-LED headlights
• LED daytime running lights
• LED front and rear fog lights
• Driver’s side heated and auto-dimming wing mirror
• Rear privacy glass
• Roof rails
• 19-inch five-spoke alloy wheels with bright machined finish and dark grey metallic surface treatment
• Heated, 8-way adjustable electric front seats with 2-way lumbar adjustment
• Synthetic leather trim
• Three-zone climate control with nanoe X air purification
• Rear air vents
• Electrically adjustable steering column with easy access
• Auto-dimming rear-view mirror
• Ambient lighting
• Power tailgate
• 14-inch high-definition touchscreen
• Wireless Apple CarPlay
• Wired Android Auto
• 12-speaker Panasonic sound system
• Satellite navigation
• DAB+ digital radio

The RX 350h Luxury are available with an optional Enhancement Pack for an additional $5,100 (2WD) and $5,500 (AWD). It adds:

• Panoramic moonroof
• Leather-accented seat trim
• Ventilated front seats
• Easy access seat
• Driver’s seat memory
• Touch-sensitive steering wheel controls linked with the head-up display
• High-grade instrument cluster
• Smart key card
• Wireless phone charger

RX 350 F Sport gains:

• ‘High grade’ 3-projector bi-LED headlights with BladeScan technology, dynamic auto-levelling, cornering lamps and headlamp cleaners
• Power tailgate with kick sensor
• Easy access driver’s seat
• Smart key card
• Rear door sunshades
• Multi-colour ambient lighting
• Colour head-up display and touch-type steering wheel controls
• High grade instrument cluster
• Wireless phone charging
• Active Noise Control
• 21-speaker Mark Levinson premium sound system
• 21-inch gloss black finish alloy wheels
• F Sport front and rear bumpers and grille
• Black roof rails and mirror caps
• Dimpled leather steering wheel
• Scuff plates
• Aluminium pedals
• Heated and ventilated F Sport seats
• Adaptive Variable Suspension (AVS)
• Aluminium monoblock six-piston callipers

The F Sport is available with a $3,000 Enhancement Pack 1 adding a sliding panoramic roof.

Or a $1,100 Enhancement Pack 2:

• Digital rear-view mirror
• Intelligent Parking Assist
• Heated steering wheel

RX 350 and 350h Sports Luxury adds the following over F Sport:

• 10-way power adjustable front seats with semi-aniline leather upholstery and four-way lumbar support with memory function
• Heated steering wheel with woodgrain ornamentation
• Power-folding and reclining rear seats
• Heated and ventilated outboard rear seats
• 21-inch multi-spoke alloy wheels

Sports Luxury can further be customised via a $3,000 Enhancement Pack 1 adding a sliding panoramic roof, and $900 Enhancement Pack 2 adding digital rear view mirror and Intelligent Parking Assist.

The flagship RX 500h F Sport Performance adds the following over F Sport:

• Enhancement Pack 1 and 2 as standard
• Matte black 21-inch alloy wheels
• Black aluminium monobloc front calipers
• Front and rear bumpers with piano black side moulding
• Black exterior window surrounds
• Body coloured lower side rocker trim
• Piano black inner side mirror garnish
• Active Sound Control
• F Sport scuff plates with black logos
• Dynamic Rear Steering

How safe is the Lexus RX?

The Lexus RX range was crash tested in 2022 by ANCAP and awarded five-stars, scoring well on all fronts.

Its latest Pre-Collision System has been expanded, adding night-time cyclist and daytime motorcyclist detection to the existing vehicle, pedestrian and daytime cyclist detection.

It also introduces intersection collision avoidance support for both vehicles and pedestrian to reduce the likelihood of an accident when entering an intersection.

Other safety highlights include:

• Autonomous emergency braking (AEB)
• Emergency steering assist
• Lane departure warning
• Lane tracing assist
• Blind-spot monitoring
• Rear cross-traffic alert
• Driver fatigue monitoring
• Static object detection (warns against clipping an adjacent vehicle when exiting a parking space)
• Reverse camera with dynamic guidelines
• 360-degree camera (F Sport, Sport Luxury and F Sport Performance)
• Safe exit assist
• Automatic high beam

What is it like on the inside?

Lexus says the new RX’s interior is based around ‘Tazuna’, or the ‘reins of a horse’ in Japanes. Translated, it means more direct and intuitive controls.

Indeed, it’s a great improvement over the old clunky interior, no less the hard to use laptop style touchpad.

The high-tech interior consists of a cinematic 14-inch touchscreen with crisp graphics and logical layout and is complemented by a fully digital driver’s instrument. There is a range of timber look or metallic trim depending on the model, while all but the entry Luxury variant come with 14 interior lighting themes or that is also customisable through a 50-colour mood lighting array.

While the Panasonic sound system on lesser models are good, they are no match for the excellent Mark Levinson system found on F Sport and above.

There are high quality materials and finishes everywhere you look. Even the leather on the steering wheel is soft and waxy for the luxurious feel.

As you’d expect from a Lexus, attention to detail is immaculate even for seemingly less important aspects of the cabin such as the nigh-on perfect stitching and silent electric window operation.

Extra points for Lexus too for providing big short cuts underneath the touchscreen and physical dials for the climate control.

The 360-degree camera is bright and clear and comes with handy see-through features and shows what’s beneath the car.

However, the digital driver’s instrument isn’t full-width like some rivals which limits the display data. It’s also not as configurable as others with no ability to display maps.

The front seats are broad and roomy with excellent bolstering, especially on F Sport models. Power adjustment is standard across the board, as is seat heating.

Those climbing into the rear are equally well catered for with reclining rear seats, separate rear climate controls, built-in rear door sun blinds (except Luxury), and USB-C ports.

There are plenty of storage options around the cabin including a centre console box with clever dual-hinged lid that can be opened to face the driver or passenger.

Lexus has dropped the seven-seat L variant for the latest-generation RX with all models now five-seat only.

Around the rear, all models get a powered tailgate (with kick sensor on F Sport and above) that reveals 612L of boot space, expanding to 1,678L with the second row folded (power-folding on Sports Luxury and above).

Interestingly, only F Sport models get a space saver spare, with other variants making do with a tyre repair kit.

What’s under the bonnet?

The Lexus RX 350h is motivated by a 2.5-litre four-cylinder petrol hybrid producing 184kW of power that is channeled to either the front wheel or all four wheels via a continuously-variable transmission (CVT).

It employs the older nickle-metal hydride battery instead of the lighter, more energy dense lithium-ion battery found in some other Toyota hybrids.

While power and torque are down compared to the previous V6 hybrid, fuel consumption has dipped slightly from 5.7L/100km to a claimed 5.0L/100km. Our combined test average hovers around 6.7L/100km.

The RX 350 is the only non-hybrid model in the range and is powered by a 2.4-litre turbocharged four-cylinder petrol engine with 205kW of power and 430Nm of torque. It’s all-wheel drive only and is matched with an eight-speed automatic transmission.

Combined fuel consumption is rated at 8.7L/100km although we managed an impressive 6.7/100km on test.

Sitting at the top of the range is the new RX 500h F Sport Performance flagship which uses a 2.4-litre turbocharged four-cylinder petrol hybrid combined with a ‘high-output’ eAxle rear electric motor and DIRECT 4 all-wheel drive system.

It churns out 273kW and 551Nm and is paired with a six-speed automatic transmission that enables it to dash from 0-100km/h in a claimed , while returning 6.5L/100km.

How does the Lexus RX drive?

With three different powertrains and chassis setup, the way it drives will depend on how you specify your RX but there’s something for everyone.

The RX 350h Luxury/Sports Luxury is the most relaxing if you do regular long-distance driving. It’s comfortable and remarkably quiet with both wind and road noise conspicuously absent at cruising speed.

Like all hybrid, the electric motor kicks in at take off until the car hits around 30km/h before the petrol engine takes over without a hiss. The 350h will also operate in EV mode during light throttle cruising up to around 80km/h.

It won’t win the traffic light drag race but the chubby torque curve is harnessed seamlessly via the smooth CVT transmission. The only criticism is the engine gets a little droney if you put your foot down due to the rising revs.

Those wanting a slightly sportier drive should step up to the RX 350 F Sport. It ditches the hybrid system and CVT for constant all-wheel drive via an eight-speed automatic.

In this setup, torque is split 75 per cent to the front and 25 per cent to the rear in normal operation. Should conditions require, the system can split it 50:50.

While it isn’t as tranquil as the hybrid, the RX 350 is still a luxury SUV at heart with impressive refinement and ride comfort. The engine sounds slightly sportier and unlike the previous V6 RX 350, torque is available lower in the rev range.

The ride is just a tad firmer than the Luxury/Sports Luxury but still does an impressive job of insulating its occupants from road harshness. It also comes with adaptive suspension which can firm things up in Sport mode.

The steering is nicely weighted and appropriately direct to give the 350 F Sport a more athletic demeaner.

The RX 500h F Sport Performance can be likened to Lexus’ take on BMW’s M Sport. It combines a version of the RX 350’s turbocharged engine with electric assistance on both the front and rear axle. Dubbed Direct 4, there is no mechanical linkage in the all-wheel drive.

It uses a six-speed automatic transmission with a wet start clutch to launch the car from 0-100km/h in a claimed 6.2 seconds.

The RX 500h F Sport Performance is the first implementation of a hybrid system as a high-performance model by Lexus. It also debuts rear-wheel steering in the RX.

With 273kW and 551Nm on tap from low down, the 500h is certainly the most powerful model of the range and a noticeable step up in performance.

And like a typical Lexus, the execution is always refined with a nice soft burble (albeit piped through the speakers) buttery smooth drivetrain.

The rear-wheel steering also does a good impression of shrinking the RX down when you throw it around corners. Along with the fast steering, it turns in nicely with good body control.

The rear wheels turn up to four degrees in the opposite direction to the fronts at low speeds to reduce its turning circle, while turning in the same direction at higher speeds to aid handling.

Its character matches what the badge says on the tailgate and is certainly the sportiest RX we’ve ever driven.

Ownership

All Lexus models in Australia come with a five-year, unlimited kilometre warranty.

The RX requires a services every 12 months or 15,000km with the first five services capped at $695 per service.

Verdict

2023 Lexus RX pricing and specification

The post 2023 Lexus RX350h, 350 & 500h range review appeared first on ForceGT.com.

Last year we drove the Lexus NX 350 and NX 450h+, the petrol and plug-in hybrid variant respectively of the NX range. The NX 350 features a 2.4-litre turbocharged four-cylinder engine that develops 205kW and 430Nm. With thick low down torque it’s a good powertrain for the daily grind. Meanwhile the NX 450h+ combines a 227kW 2.5-litre petrol engine with dual electric motors. It has an all-electric range of up to 87km which is more than enough to cover most daily commute.

Both variants have distinctive attributes that are likeable – our detailed review of the models can be found here. But our pick of the NX range is the NX 350h, which is the focus of this review.

The NX 350h makes up the most variants in the NX line-up, with a total of 11 different grades comprising the 3 trim levels of Luxury, Sports Luxury and F Sport, each available in either front-wheel drive or all-wheel drive format.

Our tester is the top-spec NX 350h F Sport AWD with Enhancement Pack 2 priced at $83,900 plus on-road costs. With that you get a 2.5-litre normally aspirated petrol engine supplemented by an electric motor at the front axle and another at the rear axle (giving all-wheel drive capability). The hybrid powertrain produces a combined output of 179kW and 391Nm.

The F Sport trim brings a blacked out mesh grille, sportier front and rear bumpers, body-coloured wheel arches and dark chrome window surrounds. It rolls on superb-looking F Sport specific 20-inch alloy wheels finished in a gun metal metallic coating.

The standard NX is already a handsome looking mid-size SUV. The F Sport trim sharpens the looks further, especially in the Cloudburst Grey hue of our test car. It looks pretty damn good.

The interior of our NX 350h gets a few F Sport touches including perforated leather-wrapped steering wheel, sport seats, scuff plates and aluminium ornamentation. The Flare Red accented interior upholstery is stunning and complements the grey exterior of the car really well.

Being an F Sport model, our tester also features a large 14-inch central touchscreen which is the main highlight of the whole dashboard. The new interface is a big step up from before, with vastly improved graphics, layout and response. It supports smartphone-like swipe and pinch motion which makes it much more user friendly than the previous Lexus interface.

However, the digital driving instrumentation panel is small compared to rivals. It’s also a little underwhelming in terms of clarity and customisability.

The F Sport seats look fantastic and are very comfortable. Space up the front is plenty, while in the rear it’s good enough for two averaged-sized adults – three will be a little tight.

Cargo space behind the rear seats is measured at 520 litres, quite generous in mid-size SUV terms thanks to the absence of a spare wheel – all NX variants now roll on run-flat tyres. With the rear seats stowed, the space expands to 1,411 litres.

The drivetrain of the NX 350h is the main reason why this model is our favourite in the line-up. The NX is not a sports SUV, with it emphasised more on luxury and comfort. And the smooth, unstressed persona of the atmospheric 2.5L engine and the responsive electric drive suit the NX really well.

Over two decades Lexus (and parent company Toyota) has fined tuned the hybrid drive to perfection. The latest application in the NX 350h, we reckon, is the best in the segment. The transition from electric to combustion power is virtually imperceptible, delivering a very EV-like driving feel. The continuously variable transmission (CVT) is such a great match for this type of hybrid system. For the most part it’s quiet, operating discretely in the background without bringing attention to itself, yet it’s suitably responsive when you put your foot down.

With nearly instantaneous torque from the electric motor backing the engine, getting off the line is swift, with 100km/h arriving in just 7.7 seconds (AWD version). It’s worth noting that the 350h’s AWD isn’t a conventional driveshaft driven AWD. The engine (and front electric motor) is hooked up to just the front wheels. The rear wheels are driven purely by the rear electric motor – there’s no mechanical linkages between the two axles. This is the so called Lexus eFour AWD system.

The NX 350h is predominantly front wheel driven, with the rear wheels engaged during acceleration, cornering or when slippage is detected – such as when going off-road. Nevertheless, there’s still an abundance of grip for a secured driving feel.

The F Sport comes standard with adaptive variable suspension (AVS) which can vary the damping depending on the drive mode. The suspension stiffens only a little in Sport setting but that’s enough to sharpen things up around` the bends. Keeping it in Comfort mode still gives neat handling and the ride is generally smooth except when travelling on pimply surfaces at low speeds where it can get a bit busy – the hard sidewalls on those run flats are partly to blame.

Being a self-charging hybrid EV, there’s no range anxiety with the NX 350h, unlike a full EV. It’s capable of around 1000km in range with a full tank, with an official average of 5.0L/100km. Our real world tested figure of 5.6L/100km after over 1300km of driving is pretty close to rated and remarkable for a medium SUV.

The NX 350h is covered by Lexus’ five-year/unlimited km warranty. Service interval is 15000 km or 12 months, whichever comes first. The company offers a free Lexus loan vehicle when your Lexus is being serviced or can even come to your home or workplace to pick up and then return your Lexus for servicing.

Verdict

2023 Lexus NX 350h F Sport AWD pricing and specification

The post 2023 Lexus NX 350h F Sport AWD Review appeared first on ForceGT.com.

Lexus was the first to introduce electrification to its vehicles with the RX 400h back in 2005 but it seems to have dropped the ball since, lagging others in joining the EV revolution. The RZ 450e is set to change that.

While it isn’t the first fully electric vehicle from the Japanese luxury brand (that title goes to the UX 300e launched in late 2021), the RZ is the first Lexus model built from the ground up as a fully electric car, joining the likes of the Mercedes-Benz EQC, BMW iX3, Audi e-tron and Genesis GV60.

Available in just two variants, the RZ 450e kicks off with Luxury we are driving here at $121,675 and tops out at $133,675 for the Sports Luxury – both excluding on-road costs.

Regardless of the variant, both are powered by the same compact 71.4kWh lithium-ion battery developing 230kW of power and 435Nm of instantaneous torque to all four wheels. Driving range is claimed to be 470km but more about that later.

It’s an important car for Lexus, for in order for it to succeed, it needs to be a compelling alternative to its established rivals not just in terms of driving range and luxury, but technology.

So, how does the Lexus RZ 450e stack up against its rivals? Let’s find out.

The RZ makes a good first impression and is arguably one of the most beautiful electric SUVs on the market today. Its proportion is spot on and there are no awkward lines or creases to assault your eyes with.

The once controversial spindle grille has also evolved into its attractive current form which integrates seamlessly into the overall front fascia – blanked out in the electric RZ.

Side on, the blacked-out C-pillar reduces the visual weight on the rear quarter but the 18-inch alloy wheels is on the small side.

Inside, the RZ continues Lexus’ tradition of exquisite craftsmanship and remains one of the best in the industry. The materials, sound insulation, and general fit and finishes just come together beautifully while the creative use of lights to create interesting designs on the door panel is a particular highlight.

In keeping with the green credentials, the seats are upholstered in expensive-looking Ultrasuede. They are electrically adjustable and are comfortable and supportive.

The RZ is also the first Lexus model to introduce a dial shifter that is both tactile and intuitive to use. Drivers push the dial down and twist right to put the car into drive and left for reverse.

Like other recent Lexus models, the electromagnetic door levers (called e-latch) take no time to get used to and prevents the doors from opening if there are vehicles, cyclists or pedestrian approaching from behind.

There are room for five with plenty of knee room and a flat floor at the back, while the driver faces a lovely multi-function three-spoke steering wheel (the steer-by-wire steering yoke is expected to be offered in late 2024).

Oddly, while the instrument binnacle could easily house a large 10- or 12-inch display, Lexus has instead chosen to install a tiny 4.2-inch screen in the RZ Luxury (7.0-inch in the Sports Luxury). What you are left with is substantial blank spaces on either side of the screen which looks average at best and a let down at the RZ’s price point and positioning.

Thankfully, the cinematic 14-inch infotainment touchscreen is more in keeping with the RZ’s competitors. It also runs Toyota’s/Lexus’ latest OS that offers crisp graphics and a mostly easy to use interface.

You can easily call up the most frequently used apps such as drive modes by touching the dots at the bottom of the screen.

It will connect to your smartphone wirelessly, while a wireless charging pad backed up by a fast-charging USB-C is no doubt handy to top up your phone on the go.

We also like the way the climate control function stays on at the bottom of the touchscreen for easy access. You also get a dial to quickly change the temperature without having to fumble through endless menus.

The only annoying bit of tech we found was the driver monitoring system that constantly nags and beeps at you to look at the road like an annoying warden.

Lexus RZ 450e Luxury features:

• 18-inch alloy wheels
• LED headlights with high-beam assist
• Rear spoiler
• Rear privacy glass
• Auto-dimming driver’s side mirror, auto power-folding
• 14-inch touchscreen infotainment system with “Hey Lexus” natural voice recognition
• Lexus Connected Services with inbuilt Data Control Module (DCM)
• 10-speaker Panasonic sound system
• Wireless Apple CarPlay and Android Auto
• DAB+ digital radio
• Wireless smartphone charging
• 5x USB-C ports
• 8-way power front seats with 2-way driver lumbar support
• NuLuxe leather upholstery
• Front seat heating

Lexus RZ 450e Sports Luxury adds:

• 20-inch alloy wheels
• Acoustic windows
• Adaptive headlights with cornering function
• Dimming panoramic sunroof
• 13-speaker Mark Levinson premium sound system
• Head-up display
• Smart key card
• Heated steering wheel
• Touch-sensitive steering wheel controls
• Radiant heating for front seat passengers
• Ultrasuede upholstery
• Ventilated front seats
• Heated outboard rear seats
• Intelligent park assist
• Two-tone exterior paint

In terms of storage, besides a sizeable two-way opening central storage bin, there is no glovebox in the RZ due to the lap warming radiant heating elements (offered in the Sports Luxury model) residing where the glovebox normally is.

There is 522L of boot space with all seats up or 1,451L with the rear seats folded which is on the generous side for its size.

Each RZ variant shares the same dual-motor, all-wheel drive set-up fed by a 71.4kWh lithium-ion battery pack. The front motor produces 150kW and 266Nm, while the rear motor makes just 80kW and 169Nm for a combined output of 230kW/435Nm.

There’s decent shove off the mark and excellent traction from the all-wheel drive system. Lexus claims the RZ is capable of 0-100km/h in a respectable 5.3 seconds.

It doesn’t feel overly sporty but is composed and confident when pushed around the bends. Ride quality is comfortable and the cabin is approvingly hush in most situation.

With more power going to the front wheels, you would expect the RZ to drive like a front-wheel drive but that’s not the case, as it has a surprisingly neutral character.

The Drive4 system, which has no mechanical connection between the front and rear axle, can send up to 100 per cent of torque to either axle depending on the situation.

There are four drive modes that tweak the steering and throttle but there is very little discernible difference between them.

Interestingly, the RZ doesn’t come with a single-pedal drive mode like most of its EV rivals.

Lexus claims the RZ has a combined cycle range of 470km based on NEDC protocols. However, our real-world test average is closer to 380km which is nothing special considering most rivals are capable of at least 400km on full charge.

It will charge from 0 to 80 per cent in a claimed 30 minutes using a DC fast-charger and can be fully charged in 6.5 hours with a three-phase AC power supply.

Each RZ comes with two charging cables – one for slow charging from a regular household power point and another for public Type 2 chargers. It also comes with a complimentary 7kW AC wallbox supplied and installed by Jet Charge.

However, for those who prefer to charge on the go, Lexus will include a three-year complimentary Chargefox subscription which provides access to its network of rapid DC public chargers.

Additionally, RZ owners also enjoy Lexus’ Encore Electrified Platinum benefits for three years which includes Lexus On Demand and complimentary valet parking.

On the safety front, the Lexus RZ is currently unrated as it has not been crashed tested by ANCAP or Euro NCAP.

However, the Toyota bZ4X on which the RZ is based, is a five-star crasher under the Europe NCAP rating. So we can only assume the more premium Lexus model will match that score.

The Lexus RZ comes with a five-year, unlimited kilometre warranty and five years of capped-price servicing, with each service costing just $395 at either 12 months or 15,000km.

Verdict

The post 2023 Lexus RZ 450e Luxury Review appeared first on ForceGT.com.

Lexus will present its most luxurious model in Australia when the LM luxury people mover goes on sale later this year.

The Lexus LM showcases mobility akin to first and business class airplane travel, bringing the finest of traditional Japanese omotenashi hospitality of anticipating guests’ needs in advance with the highest levels of comfort and amenity.

The luxury mover will be available with a choice of two hybrid powertrains. At launch, the LM will be offered initially in seven-seat configuration with the LM 350h Sports Luxury, available in both two- and all-wheel drive, priced from $160,888 and $165,888 respectively.

The LM 350h is powered by a 2.5-litre four-cylinder engine with series parallel hybrid system that produces 184 kW and 270 Nm for swift and smooth performance.

Once the sliding door is opened the two reclining business-class-like seats draw attention, with a third row boosting capacity to seven. When not in use the supplementary row may be conveniently folded away at the push of a button to maximise luggage space.

In early 2024 the LM range will be crowned with the four-seat LM 500h Ultra Luxury, with a 2.4-litre turbocharged four-cylinder hybrid engine boasting more than 200 kW and all-wheel drive. It is priced at $220,888.

The centerpiece of the LM 500h is its rear cabin, dominated by two VIP throne seats with genuine first-class levels of comfort, overlaid with extensive Japanese Takumi craftsmanship and a Lexus-first Rear Climate Concierge for holistic control of the cabin environment.

Fully raising the glass behind the front seats creates a personal and private oasis of relaxation and quietness for chauffeured guests, who can enjoy business or entertainment pleasure with a world-first 48-inch widescreen along with a 23-speaker Mark Levinson premium audio system. They may even wish to do so while enjoying a cool drink from the LM’s inbuilt mini chiller.

Full specification of the Lexus LM will be confirmed closer to local launch.

Model Price (exclude on-road costs):
LM 350h 2WD Sports Luxury $160,888
LM 350h AWD Sports Luxury $165,888
LM 500h AWD Ultra Luxury $220,888

The post Lexus LM luxury flagship mover pricing confirmed appeared first on ForceGT.com.

Lexus Australia will give customers the opportunity to load up and hit the trails in style when it introduces the seven-seat GX off-road SUV to the local market in the first half of 2024.

This will mark the debut of the GX nameplate in Australia, with the two previous generations having been sold in North America and selected far eastern markets only.

The new third-generation GX has been designed for wider global appeal and infuses the spirit of outdoor adventure and genuine off-road capability with Lexus quality, luxury and refinement.

Lexus Australia Chief Executive John Pappas said the all-new GX is the next step in the expansion of the local Lexus product portfolio, as the brand continues to introduce new models in new segments to meet the diverse needs of its customers.

“The GX is ideal for discerning customers looking for a sophisticated yet rugged full-size SUV to take the whole family camping and back again in true Lexus style,” Mr Pappas said.

“When it arrives in the first half of next year the GX will bolster our formidable luxury SUV line-up with its unmatched practicality.

“Large families with active lifestyles will appreciate the GX’s flexibility of carrying up to seven occupants. It is a true all-rounder, offering superb on-road manners and true off-road performance.”

Based on the same highly rigid GA-F ladder-frame platform underpinning the flagship LX SUV, the GX exudes rugged toughness matched by its purpose-driven exterior design and off-road capability.

Full-time all-wheel drive, a center-locking differential and low-range transfer case support extreme off-road driving, with towing functionality to support active lifestyles.

The GX will be offered initially with a 3.5-litre twin-turbocharged V6 petrol engine mated to a 10-speed automatic transmission. Lexus says this powertrain is best suited to the GX, producing acceptable towing performance and all-terrain driving in all weather conditions.

Inside, the GX blends luxury and functionality with a 14-inch touchscreen multimedia system supporting the latest connectivity features and offering an intuitive user experience thanks to the layout and positioning of the switches and functions.

The GX features flexible seating arrangements with seven seats available across three rows, with the second row able to be configured as a trio of bench seats or individual captain’s chairs.

Customers looking to take their adventurous lifestyle to the next level may opt for the new Overtrail model grade, which further enhances the GX’s off-road credentials with a range of features that give the new SUV peerless capability off the beaten path.

Available exclusively in five-seat guise, the Overtrail uses the E-KDSS suspension system to improve wheel articulation and ground contact when traversing tricky terrain; while the Multi-Terrain Select system offers six off-road drive modes (Auto, Dirt, Sand, Mud, Deep Snow and Rock) allowing drivers to maximise traction and performance on a wide range of surfaces.

A full suite of Lexus Safety System +4 active safety technologies will be offered on the GX, paired with Lexus Connected Services functionality for a comprehensive owner safety and security package.

The GX announcement comes just weeks after Lexus confirmed the LM luxury people-mover for Australia. The LM reimagines the concept of luxury chauffeur-driven mobility with supreme levels of passenger seat comfort and amenity normally associated with First and Business class aircraft travel.

Details on the Australian GX range including pricing and specification will be announced closer to its launch in the first half of 2024.

The post All-new Lexus GX to join Aussie line-up in 2024 appeared first on ForceGT.com.

The 2023 Lexus LX is a majestic beast of a vehicle, bold and commanding on the road. It’s the kind of car that makes you feel like royalty as you cruise down the café strips of Toorak or Point Piper. But don’t let its regal exterior fool you – this luxury SUV packs a punch when it comes to tackling our rugged big brown land, too.

It’s a long overdue update with almost nothing carried over from the old model, yet the formula remains unchanged.

There’s a new body-on-frame platform, which is shared with the highly capable Toyota LandCruiser, new downsized V6 petrol and diesel engines rather than V8, and significantly upgraded interior and technology.

It’s no surprising then that customer wait list is already stretching to 12 months and beyond.

So, what makes the new Lexus LX tick? Let’s find out.

How much does the Lexus LX cost?

First, let’s talk about the price.

The LX500d kicks off at $148,800 plus on-road costs, making it around $10,000 more than the same engined LandCruiser Sahara ZX, while the LX600 with a twin-turbo V6 petrol starts from $152,300.

Our ‘White Nova’ LX500d F-Sport tester lobs in at $171,800, with the Graphite Black four-seat LX600 Ultra Luxury carrying a price tag of $210,800 plus on-road costs.

On the outside

The LX has always been known for its bold and aggressive styling, and the 2023 model is no exception. The latest interpretation of Lexus’ spindle grille is larger and more pronounced, giving the car an even more assertive look.

The LED headlights and taillights are sleek and modern, and the massive 22-inch wheels give the LX a commanding stance on the road.

Lexus designers have also done a bit more to separate the latest LX from the LandCruiser, especially around the rear, which is a good thing.

Side on however, we would have loved to see more differentiation as there’s still a lot in common with the LandCruiser, although that’s evidently not something that worries LX’s buyers.

What is the Lexus LX like on the inside?

Once, again, we are glad to report Lexus hasn’t just slapped a badge onto the LandCruiser’s interior. The luxury marque has gone to some lengths to differentiate the LX not just with a redesigned dashboard, but also in the use of trims, materials, as well as LCD screens.

Inside the LX, you’ll find a spacious and luxurious cabin packed with advanced technologies. The electrically adjustable massage seats come in a variety of good quality, premium materials like leather, wood, and metal, and are incredibly comfortable and supportive, offering extensive adjustments.

Once onboard, you are greeted by a mesmerising start sequence with blue particles swishing along before the Lexus logo appears. The comfort entry system then slides the driver’s seat forward to your pre-set position while the bespoke steering wheel, with wood grain and leather no less, lowers itself towards you.

The digital instrument cluster is crisp and offers a variety of information, flanked by manual gauges for oil and water, temperature, battery status, and fuel level.

Ahead, a widescreen head-up display projects the LX’s speed, revs, cruise control setting and navigation information onto the windscreen.

The latest-generation infotainment system is intuitive and easy to use, and features a 12.3-inch touchscreen display, navigation, and premium sound system. Like the latest NX, Lexus’ new touchscreen infotainment system is a vast improvement over the frustrating old trackpad device.

The 25-speaker Mark Levinson premium sound system is one of the best we’ve ever encountered, offering exceptional clarity and definition, along with a solid bass. The distinctive leaf-like speaker grilles also add a touch of interest to the otherwise functional cabin. With an embedded Data Communication Module, the latest LX is capable of over-the-air software updates, too.

The new ‘Hey Lexus’ voice control also works relatively well, enabling you to adjust things like the airconditioning (by saying “Hey Lexus, I’m hot”), entering sat-nav destinations and even opening the sunroof by speaking to the car.

One of my favourite features of the 2023 Lexus LX600 Ultra Luxury is the rear-seat entertainment system. It comes with two 11.6-inch screens that are mounted on the back of the front seats, which means passengers in the back can enjoy their own movies, music, or games while you’re on the road. And it’s the back seats you’ll be clamouring for, too, with its ottoman and massaging function, you really do feel like the King here.

Unlike some of its more road-focused rivals such as the Mercedes-Benz GLS, BMW X7 or Audi Q8, the LX’s off-road credentials are almost unrivalled. There’s an above-view camera mode that is not only useful during off-road, but when negotiating tight parking spots, too.

Most of the car’s off-road information such as steering angle, suspension height adjustments, brake/accelerator status and even G-forces, are shown on a 7.0-inch touchscreen below the main screen.

Below that are buttons for the air-conditioning, drive modes, high/low-range, multi-terrain select 4×4 modes, off-road traction control, downhill assist control and crawl control which are also displayed on the screen.

For the full specification, check out the official Lexus LX website here.

There are plenty of storage dotted around the vast cabin including a large bin between the front seats with a nifty side opening on both sides, sizeable door bins and rear seat pockets.

Rear seat passengers haven’t been forgotten, either, with tri-zone climate control, cupholders and USBs for all three rows.

Unlike some 7-seats configuration, the third-row is actually adult-friendly with enough legroom to get comfortable, although headroom is still a little tight. They might also have to invest in some yoga classes to climb in.

When not in used, the two third-row seating fold into the floor electrically to create 982L (VDA) of boot space (174L when they are up). You’ll also find a 220V power outlet.

How safe is the Lexus LX?

In terms of safety, the LX has a wealth of advanced driver assistance systems.

Standard safety features include:

• 10 airbags
• Autonomous emergency braking (AEB) with pedestrian (day/night) and cyclist (day) detection and intersection turn assist
• Front and rear Parking Support Brake with obstacle and vehicle detection
• Emergency steering assist
• Rear cross-traffic alert
• Blind-spot monitoring
• Adaptive cruise control with curve speed reduction function
• Lane departure warning
• Lane Trace Assist
• Traffic sign recognition
• Tyre pressure monitoring

What’s underneath the bonnet?

The Lexus LX500d is powered by a 3.3-litre twin-turbo V6 diesel shared with the LandCruiser. It develops 227kW at 4,000rpm and 700Nm between 1,600-2,600rpm.

The LX600 on the other hand, uses a 3.5-litre twin-turbo V6 petrol with 305kW and 650Nm – 35kW and 120Nm more than the old 5.7-litre V8. This thing is a powerhouse – it can go from 0 to 100km/h in just 7.0 seconds (1.0 second quicker than the LX500d), which is impressive for a vehicle its size.

Both variants send power to a full-time all-wheel-drive system via a 10-speed automatic transmission, along with a low-range transfer case and centre Torsen diff locks.

All grades are also fitted with a trailer wiring harness with towing hitch, allowing a braked towing capacity of 3.5 tonnes.

And despite its power, the LX still manages to get decent fuel economy – claimed 8.9L/100km (11.7L/100 tested) for the LX500d, and 12.1L/100km (15.2L/100km tested) for the LX600.

What is it like to drive?

We don’t blame you if you think the LX is a luxury sedan because in some ways, it is. You are bathed in luxury and comfort and the large SUV goes about its business without much fuss.

You luxuriate in the sumptuously soft and super comfortable leather captain seats (in the Ultra Luxury), all the while oblivious to the potholes or ruts the car is wafting down.

And while our test was mostly conducted in the urban environment where most of them will spend their lives; we did steer the LX off road and as expected, it hardly broke a sweat.

Its Multi-Terrain Select system which adjusts the suspension to adapt to different driving conditions, whether you’re on a rocky trail or a smooth highway makes most tricky situation a child’s play. There are multiple terrain-specific drive modes, including Dirt, Sand, Mud, Deep Snow and Rock. This means the LX can handle rough roads and off-roading with ease, while still providing a smooth and comfortable ride on the tarmac.

Another trick up its sleeve is the Multi-Terrain Monitor which uses an array of cameras to give you a transparent view of the terrain below to greatly assist with off-road use.

The LX’s suspension also features auto-levelling that maintains the vehicle at a consistent height regardless of load conditions such as number of occupants and towing.

The new turbo-diesel V6 is a big step up from the old diesel V8, with generous reserves of power and deep waves of torque.

And while some 10-speed automatic transmission can feel indecisive due to the sheers number of ratios, the Lexus’ unit has no such foibles.

What is the LX’s running costs?

The LX comes with a five-year, unlimited kilometre warranty along with Lexus’ Encore Platinum ownership programme.

The latter allows the owner to borrow another Lexus for up to four times during the three-year membership, for up to eight days at a time – handy for when you want an LC Convertible for a weekend away, or an LS sedan for a gala dinner.

The luxury SUV also comes with capped-price servicing for the first six scheduled services at $595 with a shorter-than-average intervals of six months or 10,000km.

Verdict

The post 2023 Lexus LX500d and LX600 Review appeared first on ForceGT.com.

Lexus has announced updates to its flagship LS 500 and LS 500h sedans for 2023 with the latest connectivity technology and improved user interface to bring it in line with the brand’s latest line-up.

Part of the updates include expanded Lexus Connected Services and more multimedia and remote functions. Wireless Apple CarPlay is now standard on the LS, along with wired Android Auto.

Customers will now interact with the most up-to-date multimedia system through a 12.3-inch touchscreen display in the centre console instead of the previous touchpad. “Hey Lexus” voice recognition function also makes its debut on the LS, which allows occupants to interact with the vehicle through conversational language.

In addition to the existing LS safety and security features of Automatic Collision Notification, SOS Emergency Call and Stolen Vehicle Tracking, the upgraded LS now adds benefits such as Lexus Multimedia Connect which synchronises the Lexus Connected app with the multimedia system to offer cloud-based connected navigation with live traffic, weather, parking and map updates, location searching, and first- and last-mile routing.

Lexus Status Connect features offer a wealth of vehicle data and information all accessible at the owner’s fingertips, including odometer and fuel level readings, remaining range, the vehicle’s last known location, vehicle diagnostics data and recent trip details.

Owners can also now remotely check whether the doors, windows, boot and bonnet are closed and locked, and receive alerts if unlocked or open. Tyre pressure status can also be remotely monitored and hazard lights activated by a press on a smartphone screen.

Finally, Lexus Remote Connect features allow owners to remotely start the car’s engine and lock/unlock the doors.

Another new feature is the updated Panoramic View Monitor which now has a new underbody transparent display function.

Exterior changes are minimal with deletion of the Lexus badge on the boot lid, deletion of Hybrid badge on the lower rear doors, deletion of blue hue from the Lexus brand logo badge and ‘500h’ model name badge.

The LS 500 continues to be powered by the 3.5-litre twin-turbocharged V6 petrol engine producing 310kW and 600Nm from 1600-4800 rpm, while the LS 500h features a naturally aspirated V6 of the same capacity with a multi-stage hybrid system offering 264kW.

These subtle but significant enhancements to the LS 500 and LS 500h follow a comprehensive update in February 2021.

The revised LS 500 and LS 500h are now on sale priced from $195,920.

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