Portland, Oregon – 

This is the fourth-generation Lexus RX and, with a new 2.0-litre turbo under the bonnet, is the successor to the RX 270 in being the least expensive, and thus likely the best selling, model of the RX line.

Lexus pulled no punches with the design of this one. Emboldened by the success of the smaller NX, this sea change also signifies the RX’s incorporation of new values into its DNA. As one of the kings of the luxury SUV segment, its survival tack was simple: Lots of refinement, comfort and bulletproof Lexus quality.

The NX debuted this angular, chiselled design language, but it did look a little busy. On the RX, those lines have the benefit of space to make things look more organic crystalline and less obtuse angle orgy. From the side profile, the car looks especially unique thanks to the blacked-out C-pillar, a distinctly modern touch and one that recalls, of all things, BMW’s i3. Still, there’s no denying the RX has very good proportions – it hardly looks like a huge, 4.77-metre long SUV until you start walking towards it, whereupon it steadfastly refuses to shrink.

As described in detail, the RX builds on its previous gen platform, although everything else has been significantly revised or otherwise improved. That is quite obvious from the moment you engage the blade-shaped door handle and climb up into the driver’s seat.

Visibility has been improved from the driver’s seat, with the large glass windows at the A-pillar making sure you don’t suffer forward blind spots and the car doesn’t feel like it has a mile of bonnet stretching out in front.

The basic spec machine lacks the new 12.3-inch high-definition display system (likely standard on higher-spec variants), and taking its place is an 8.0-inch ‘Display Audio’ with a simple rotary dial and two buttons. Our test car came with a full set of connectivity options – Bluetooth, Aux, USB – so it’s not entirely bereft of niceties in this area, despite being the less costly choice. In order to maximise local sales, we think the base RX is likely to mirror this test car’s spec closely.

Overall it’s a great combination of looks and usefulness, from the sweep of the armrest console and its big storage box, to the pockets on either side of the driver, there’s also a clever variable height cupholder too. It simply feels full of the very Japanese small, convenient touches that Lexus seems particularly good at doing.

Power from the turbo engine is generous, although going from small to big means the engine feels less punchy than in the NX. Compared to German offerings it does lack straightline pace on paper, getting to 100km/h in 9.5 seconds, which is decently quick, but you’ll never call it fast.

That’s an impression the RX contributes to because of its increased refinement, though. In practicum, the turbo mill’s generous torque is more than enough to propel the car in and out of traffic easily, and overtakes on the freeway aren’t a problem.

The upgraded chassis, suspension and steering also contribute greatly to an improved feeling from behind the wheel. As you sling the RX into bends and corners, wide or tight, there’s much less slop and flop, as the body’s movement is better reigned-in. Roll is still significant, but the handling is crisp in all stages of cornering. It should be noted that the adaptive suspension option, which was found on higher spec variants, adds a huge amount of cornering prowess to the RX.

What really helps dissolve maritime pretences though, is the steering which is better in every respect. Where driving the RX used to be a primarily visual rather than tactile experience, now it’s possible to finesse your way through tricky transitions and parking without anxiety.

Where the RX really excels is in its classical strength: Refinement. It’s useful to take the NX 200t as a benchmark: Where the refinement of the NX is good, though not class-leading, but in lack of NVH the RX is conspicuously good. The RX slices through the air almost vault like, lending it deceptively quick ‘pace’ since you’ll always drive a little faster than you think you should, until prompted by the speedometer. Acoustic glass, more insulation and the stiffer platform all contribute to this.

Second row space is very good, notably better than before, and despite the slightly coupe-esqe pretensions of the new design (slightly sloping roof and all) there’s no impinging in rear headroom.

Like before, the double-wishbone rear suspension layout makes for great ride and handling qualities but also reduces boot space – the RX has 519-litres of room with all seats in place, or 1,592-litres with them all down, compared to the 600 to 1,700-litres plus of the aforementioned rivals. Still, it’s more than enough in terms of practicality, and the RX adds some unique features such as the auto-fold seat backs, as seen on the NX.

READ MORE: Big Luxury SUVs
The Volvo XC90 is the newest big SUV to hit Singapore, while the always popular BMW X5 can’t be ignored. Porsche’s Cayenne is a sweet handler that keeps the rest honest too.

While the more expensive models, as you’ll read, contain some of the more eye-opening touches that show progress, the basic RX itself reiterates, and comprehensively betters, the product brief of its RX 270 predecessor. Turbo power and great handling, plus its ability to cosset and comfort, means the RX gains exactly the sort of traits it should have had, but now encased in a shell that looks like a future shocker, rather than classic Frankenstein.

Lexus RX 200t AWD
Engine 1,998cc, 16V, inline 4, turbocharged
Power 237bhp at 4800-5600rpm
Torque 350Nm at 1650-4000rpm
Gearbox 6-speed automatic
Top Speed 225km/h
0-100kmh 9.5 seconds
Fuel efficiency 8.4L/100km
CO2 243g/km
Price TBA
Availability Q4 2015

Also Consider: BMW X5 xDrive25d, Volvo XC90 D5