Double overhead camshaft, 4 valves per cylinder, variable valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
208 @ 5,600 (gasoline engine); 268 when blended with the electric motors
Torque (lb-ft @ rpm)
212 @ 4,400 (gasoline engine); 247 @ 0-1,500 (front electric motor); 96 @ 0-610 (rear electric motor)
Planetary continuously variable
Transmission and axle ratios (x:1)
Prior to the first run, I gathered as many battery bars (on the display) as possible. Launch is enhanced by brake torque to wake-up the internal combustion engine, and it gets off the line quickly. Obviously seamless transmission makes the most of the combined output, pegging the electric motors' contribution. Slight tire nibble just shy of what I'd call torque steer.
Some delay between mashing the brake pedal and actual slowing. Once engaged, ABS is pretty quiet and shudder-free. No noticeable fade in pedal or distances. Noticeable body pitch.
Skid pad: Non-defeat VSC limits performance. Contrary to most Toyota systems, however, the RX's grabs brakes before the warning beeps begin. Steering doesn't load much and borders on numb. Slalom: Again the VSC limits the RX's performance, but there's still quite a lot of agility here. Steering is light and precise, body roll is pronounced but grip is trustworthy. In the end, I could sense the weight of this vehicle and the VSC clamps down right before it gets away from itself.