My Experience

I've never been a fan of luxury SUVs. Beyond my admitted anti-SUV bias, the logic behind a luxury utility vehicle escapes me--they're never taken off-road, and they're inherently noisier and rouger-riding than cars, so what's the point? But last year, when my girlfriend's mother decided to buy a new car, a luxury SUV was what she wanted--and I felt compelled to help her find a good one. So I did some research, and found that the Lexus RX 330 had the highest customer satisfaction ratings, the best reliability record, and the thriftiest gas milage. Recommending it was a no-brainer.

In the months since she took delivery of her RX 330, I've logged a handful of miles in it, running occasional errands and airport pick-ups. And more recently, I had an opportunity to drive the RX 330 back-to-back with its competitors at GM's Auto Show In Motion. After sampling a glut of vehicles from this class--a class that I usually ignore--I was relieved to find that my recommendation was a good one.


Performance

The RX 330 is powered by the same 3.3-liter V6 that powers Toyota's Camry, as well as a host of other vehicles in the Lexus/Toyota family. And, as in those other vehicles, this engine endows the RX with adequate performance and excellent refinement.

However, I did notice that this V6 sounds a bit hoarser in the RX than it does in other applications. It's still commendably vibrationless--except at elevated revs--but there's a husky edge to the engine note that you won't hear in, say, an ES 330. I'm assuming this was a deliberate move on Lexus' part, to keep customers from being disappointed that their new SUV was powered by a wimpy car motor. Fair enough, although I personally like wimpy car motors.

Whatever your preferences, though, the RX's power should prove at least satisfactory. The V6 feels torquey and unstressed at part-throttle, allowing the RX to accelerate with easy confidence in most situations. However, with just 230 horsepower, the RX isn't one of the quicker SUVs in its class. In fact, its published 0-60 time of 7.8 seconds is bettered by many V6 family sedans. Of course, I said the RX was sensible, and there's certainly enough thrust for all practical purposes.

Plus, there's a payoff for this moderate underhood motivation: top-of-the-class fuel economy. The RX is no Prius, to be sure, but its EPA ratings of 18/24 MPG are quite reasonable for a midsize SUV. Incidentally, if you like the idea of the aforementioned Prius (but aren't ready to give up SUV styling), you may be interested in the newly-released RX 400h. It's an RX with a gas/electric hybrid powertrain, and it's rated to hit 30 MPG in city driving.


Transmission/Clutch

The only transmission available in the RX is a five-speed automatic, one that I've experienced in a number of other Lexuses and Toyotas--and haven't liked much. Part-throttle gearchanges are slow, such that the transmission seems to spend more time slurring between gears than it spends in gear. Worse, in an apparent attempt to smooth out your driving, it delays throttle response awkwardly when you accelerate away from a stop.

This transmission is also programmed to downshift automatically when you're descending a hill. However, it doesn't upshift promptly when the road levels out. This tendency results in an odd hanging of revs while you wait for the tranny to change up.

It's also worth noting that a "manumatic" shift gate is not standard equipment on the RX330, as it is in most rivals. It's hardly a necessary feature, of course, as its practical value is limited on vehicles such as these. But if you want one, you'll have to order the $5,000 Performance Package--comprised mostly of cosmetic affectations--to get it.


Steering/Handling

In this department, the Lexus's relatively modest heft gives it an inherent advantage over its rivals. Its curb weight of 4,065 lbs is still roughly equal to two Geo Metros, but it's hundreds of pounds lighter than most SUVs in its class. As a result, aside from the tall eyepoint, the RX feels less "trucky" than you might expect.

That's not to say that all is perfect, however. The RX's steering is typical of Toyota/Lexus products--it feels a little too silky and divorced from the road for comfort. While the wheel feels reasonably firm when you're traveling in a straight line, effort becomes light and springy as you wind it off-center. And keep in mind, given the RX's slow steering ratio, you'll be winding it quite a lot. Feedback through the wheelrim is minimal, too, and these factors add up to make path control a bit nervous on hilly, curvy roads.

Fortunately, the RX's chassis dynamics are pleasant enough to partially offset this limp steering response. Its suspension feels tauter than the average minivan's, and tire grip is secure, so the RX can be wheeled around town as easily as a large sedan. In fact, most drivers will notice only two clues that they're driving an SUV: the grabby, oversensitive brakes, and some flinty kickback through the steering column over bumps.

Like to push a little harder than "most drivers?" Well, then you'll find a little more to criticize. The RX feels safe and stable when driven briskly, with adequate reserves of grip, but its attitude is not one of eagerness. Body-motion control is a bit wobblier than you'd experience in a typical sedan, and bumpy turns induce mild heaving and chattery kickback at the wheel. In short, if you want a luxury SUV that's fun to drive, you don't want the RX. The BMW X5, Jeep Grand Cherokee, and Cadillac SRX will be more to your liking.


Ride

For most buyers, I imagine the RX 330's ride will be one of its foremost selling points. As SUVs go, it's smooth--much smoother than an X5 or M-Class--with compliant suspension tuning that transmits only minor jerks and jiggles over rough roads. Noise levels are commendably low, too. The tall body elicits the usual SUV wind rush at freeway speeds, but otherwise, the RX's quietness is befitting of a Lexus-badged vehicle.

That's how most SUV buyers will perceive it, anyway. Personally, my tastes run pretty far out on the enthusiast fringe, and I'd trade the RX's class-leading softness for the X5's sportier ride anyday. The RX's body motions are generally well-controlled, but the suspension bobbles a bit in the first few centimeters of its travel, and there's still a hint of body rattle over the bumps. Put these two factors together, and the result is a steady stream of barely perceptible high-frequency jitters--something you'd never get in a sports sedan.


Interior

Step into the RX and gaze over the instrument panel, and you'll see where Lexus picked up its reputation for quality. Panel fits are impeccable. Everything is either silky or grippy to the touch. And while some of the trim feels lightweight compared to that of a BMW or Mercedes, it's all nicely-padded and luxuriously grained. As for the styling, there's a "techy" ambiance in the RX's cabin that you won't get in its European competitors. Its look is trendier, with sharper angles and more metallic trim. Less classy than a Mercedes cockpit? Maybe. But it's also more entertaining to look at.

The Lexus also holds an advantage over the European makes in terms of ergonomics. The electroluminescent gauges are extremely legible, and most of the controls are about where you'd expect them to be. The functions of the stylized center-stack buttons aren't immediately obvious, but they're at least large and well-marked. Even the navigation system--a $2,350 option--is pretty easy to use, and its screen doubles as a neat Mars-rover rearview camera when the vehicle is in Reverse.

Aside from the many convenience features--which I won't go into here, as lists are readily available elsewhere--the RX's driver seat is a pleasant place to spend time. The tall, confident driving position and medium-low beltline afford an expansive view forward, while the leather seats strike a nice balance between surface plushness and firm support. I noticed only three issues while sitting at the RX's helm: the thick roof pillars hamper visibility to the sides and rear, the flip-down inboard armrests bump one's elbows when turning, and the steering wheel is angled upwards a bit more than I like.

There are fewer nits to pick in the RX's rear seats, however--they're among the best in this class. The bottom cushion is nicely elevated, offering good thigh support, and there's plenty of legroom for six-footers. The rear bench also adjusts fore-and-aft, with individually reclining backrests. The seat isn't wide enough to accommodate three adults without squeezing, but for two, it's fantastic.


Practicality

Like most SUVs, the RX 330 discredits the "utility" portion of its "sport-utility" moniker by failing to offer a third-row seat. This limits passenger capacity to the same five occupants accommodated by any conventional sedan. So, if an extra couple of seats would make your life easier, consider the seven-seat Acura MDX, Cadillac SRX, or Lexus GX 470.

You may also want to shop around if cargo space is a high priority. The RX 330's trunk isn't dinky by midsize-SUV standards, but neither is it appreciably larger than a conventional wagons'. The pronounced rear suspension towers create a somewhat pinched load floor, and the dramatically sloped rear glass threatens to crush bulky cargo as the tailgate is shut. Fortunately, a split-folding rear seat is standard equipment, so tall items can be pushed well forward to fit inside.

Incidentally, the RX also offers a "power liftgate" as an option. Now you, too, can avoid the intense physical exertion of touching your own trunk release. Sadly, you'll still need the butler for that barbaric hand-operated gas cap and glove box.


Reliability

Like virtually every car in the Toyota/Lexus family, the RX 330 has racked up an enviable reliability record with the leading consumer publication. Along with the Acura MDX and Infiniti FX, they've deemed the RX one of the most reliable midsize SUVs on the market. My girlfriend's mother's experience has certainly backed up this prediction, with zero mechanical problems in 18,000 miles.


Overall

By now, you've surely noticed that this review contains a lot of complaints. Like I said, I'm not a big fan of luxury SUVs, and the RX's indecisive transmission, detached steering, and high-rise seats certainly don't make me eager to get behind the wheel. So why'd I recommend it?

Well, just because this vehicle isn't designed with my priorities in mind, that doesn't mean I can't appreciate its virtues. Just as enthusiasts aren't concerned with much beyond acceleration and chassis dynamics, most luxury SUV buyers have only a few key qualities in mind: a "sit-up-high" driving position, a comfortable ride, a cushy interior, and a prestigious brand name. Since the RX 330 excels on all of these points, I'd call it an excellent vehicle for its intended audience. Throw in decent gas mileage, a great reliability record, and Lexus' reputation for customer service, and it becomes an obvious choice--the Camry/Accord of luxury SUVs.

It's true that other SUVs do better in specific areas. A BMW X5 handles more confidently. Mercedes' M-Class feels more solid. The Cadillac SRX holds more people. And any number of conventional wagons offers more sport and similar utility. But none of them--save the wagons--excels in such a broad range of categories. For all-around competence in a high-riding package, the RX 330 is one of the few luxury 'utes that strikes me as a legitimately sensible purchase.


Feel free to check out my reviews of some of the RX 330's competitors:
BMW X5
Buick Rainier
Cadillac SRX
Jeep Grand Cherokee
Lexus GX 470
Mercedes-Benz M-Class

Amount Paid (US$): N/A