2020 Lexus RX 450h Review

The standard RX 350 competes with a wide variety of luxury SUVs, ranging from smaller offerings such as the Acura RDX and the Audi Q5 to midsizers Mercedes-Benz GLE and BMW X5. The RDX and the Q5 present distinctly more sporting attitudes, while the GLE and the X5 turn up the luxury an extra notch.

As a luxury hybrid SUV, the RX 450h has the class nearly to itself. Its closest competitor is the Volvo XC60 T8, which is significantly more powerful but also significantly more expensive. Acura also sells a hybrid version of its bigger MDX SUV, though it focuses more on performance than efficiency.

Thanks to a stiffer body structure and revised suspension settings, the RX's handling has a little more bite and immediacy changing direction when setting up for quick turns. It's a subtle change aided by the RX's new torque-vectoring system, which brakes the inside wheel during cornering to keep the RX on its line.

Fundamentally, the RX's dynamic character isn't altered. The RX hasn't morphed into an Audi Q5 or even an Acura RDX. And that's OK. Knife-edge handling has never been the RX's bag, and we think it's far more valuable for its smooth and absorbent ride.

Surprisingly, the RX 450h is the better driver compared to the gas engine-only model. The 450h's low center of gravity, courtesy of its floor-mounted battery pack, gives it impressive cornering stability. And its dual electric motors assist the V6 with seamless power delivery. It's odd to recommend a hybrid as the superior choice, but Lexus has shown uncanny skill at making the most of its fuel-sipping models.

There are no changes to the RX 450h's interior for 2020. It retains its high level of quality upholstery, cabin accents and seat comfort. The arrival of a touchscreen infotainment display is an important update. You're no longer confined to Lexus' awkward trackpad (what it calls Remote Touch Interface) to find your songs, work the navigation or place a call. The display is available in 8- and 12-inch versions, and it's moved more than 5 inches closer to front passengers for an easier reach.

The RTI doesn't deserve the abuse it's suffered from automotive writers. But its adherence to rigid horizontal and vertical scrolling is at odds with the fluid movements we expect from trackpads. It makes sense, of course — a car hurtling down the highway at 70 mph is no place for a wandering cursor. But it typically ends in a stiff and frustrating experience. The RTI is still there if you want it, but the touchscreen is a nice redundancy that we expect most drivers will prefer.

That you can now also use Apple CarPlay and Android Auto with the new touchscreen is a bonus. Amazon Alexa skills are also integrated into the updated system.

Most of the RX's visible changes are relatively minor. There are some new interior and exterior colors, a couple of new wheel designs, revised head- and taillights, and an improved infotainment interface.

The most significant changes go unseen. Under the sheet metal, the updated RX benefits from hundreds of laser welds in the side pillars, floorpan, rear crossmember, and other strategic structural points.

Even more invisible is the increased amount of structural adhesive sandwiched between panels, covering nearly 10 times more of the joints and body. Not only does this help with body rigidity, but it also cuts down on outside noise.

A stronger SUV body is a good thing. Any opportunity to reduce flex helps for a more stable ride and better handling — but only if the suspension is simpatico. The new RX's increased rigidity meant engineers needed to retune suspension components, adding thicker front and rear stabilizer bars (hollowed for weight savings), reinforced bushings, and revised spring and shock settings.