A couple of days ago, I took our RX450h+ on a 60-mile drive on very twisty roads. My driving style is what I call "energy-management," meaning I don't accelerate or brake aggressively, nor do I exceed the speed limit by much, but I do take the curves at a relatively rapid pace, though rarely squealing the tires. I am extremely familiar with these roads, having driven them a wide variety of vehicles, from 2-seat sports cars to sport sedans to SUVs and mini-vans, and also a mix of different motorcycles. The roads offer a mixture of high-speed going into tight curves, and very tight, slalom-like series of technical curves. In the past 3,300 miles, I've also driven the RX450h+ on every conceivable type of road that the average person would drive on.

Our previous Lexus was a 2013 RX350 AWD. It was not an F-Sport and had 18" wheels. The tires on that vehicle were the OEM Michelins, and later, Michelin Cross Climate SUV. The tires on the RX450h+ are the OEM Firestones.

Compared to the 2013 RX, I find the 2024 to be much more responsive to steering input, to have much less body-roll, and to have much more motion control from the dampers. The 2013 was much closer to classic luxury car than the 2024, with a ride closer to pillowy and wallowing than the tight control of the 2024. That is not to say that the 2013 was a poor handling vehicle, just that it required a lot more planning to take it through a series of tight curves without the chassis getting upset. We rented a Toyota 4-Runner a couple of years ago and found that to be much worse handling than the 2013 RX, reminding me of a '70s Cadillac.

As responsive as the 2024 RX is, it is equally "dead" when it comes to feedback, that is the transmission of what the vehicle is doing through the steering wheel, brake-pedal, and seat. I used to think the 2013 had no feedback, but now I see that it was just very muted, and near the limit, it did let you know that the limit was approaching, where the 2024 gives no such feeling of approaching limits. On the opposite end of the feedback spectrum is my 2007 Ford Focus ST, which really talks to you, and feels like an enthusiastic dance partner, when on a twisty road. I would never expect a luxury SUV to have that kind of feedback though, just giving that as an example.

It took me a while to get used to the combination of responsiveness and lack of feedback, but eventually I did. The RX450h+ does what you ask of it, with no drama, and near instantaneously, but there is no sense of emotion. Where my Focus ST is an enthusiastic dance partner, and the 2013 RX was a reluctant dance partner, the 2024 is just indifferent. It's like, "Ok, I'll do what you ask, but I'll show no emotion about it," like a date that just isn't into you.

I found the Curve Speed Reduction to be over the top in its responses, even when taking sedate curves with passengers. I tried turning the sensitivity down, but it was still to obtrusive for me. It wasn't until I got comfortable with the vehicle on the twisty roads that I noticed that the Deceleration Assist is also a bit to obtrusive for me, even with the sensitivity turned all the way down, so I turned that off as well, though that was not nearly as bad as the Curve Speed Reduction. All of the other nannies are still turned on, albeit at the lowest sensitivity. I did try Normal, a custom mode that only set the steering to sport mode, and Sport Mode. I was equally happy with the custom and Sport Mode, but the steering was just too light in Normal Mode. I did not try ECO mode.

I did not find the traction control to be obtrusive at all. I've driven vehicles that drove me to distraction with traction control activity on these roads, while the 2013 only interfered near the limits, giving you warning that you should slow down a bit. I never sensed the traction control operation in the 2024 RX at all. Granted, I only mildly squealed a tire once, but I've had other vehicles traction control kick in at much lower limits. I believe it did kick in once when I came into a wet curve a bit faster than I should have, but what I felt was the back end stepping out a few degrees, and staying there until I regained full traction. There was no sense of intervention.

The seats are perfectly bolstered in the 2024 but are never uncomfortable. I think the microsuede is what keeps one from sliding, more than the bolstering. Our 2013 has all smooth leather with hardly any bolstering, and one was only held in place by the seatbelt. Thanks to the adjustable steering and seat, one can easily find a good driving position. Thanks to the flat cornering and secure seating, I find that I can drive faster on curvy roads with my partner as passenger, without her expressing displeasure.

All in all, I'm happy with the handling of the RX450h+. The feel that the lack of feedback is just part of the vehicle's mission of near-total isolation.

I've attached a photo of the G-Meter, taken at the end of the twisty section, to give an idea of how hard I pushed the vehicle.

 

I am admittedly a gear head when it comes to anything automotive or mechanical but, WellsB, you are totally far out ahead of me! I have always tinkered with, and done 90% of all my own service on all of my vehicles but, your analysis of the RX450h+ is far beyond anything that I have attempted. I concur with your observations with regard to handling characteristics of the RX and I still cannot get the smile off of my face. It doesn't handle quite like my old 94 Miata R package with supercharger but, the RX right out of the box is pretty respectable. Thanks for your very detailed input.

 

Thank you. I am a gearhead too, for sure. I enjoy sharing experiences of vehicles and modifications, so others can make more informed choices. I've been doing that for about 20 years. I think my first time doing so was when I replaced the OEM tires on a 1996 Impala SS.

The car I traded in on the Focus was a 2000 Miata. I probably would not have let it go if I'd lived in California at the time... I had access to a '07 Miata until recently though. Such fun cars!

 

Our local Lexus dealer messaged me yesterday, saying that my wife's new NX450h+ will be in and ready to go toward the end of next week. I am not expecting the same kind of handling with the NX (fancy RAV4 Prime), as with my RX but, I wanted the exact same drive train for her new ride, as it pretty much fills our needs. The NX is about 9 inches shorter and a few hundred pounds lighter but, I am expecting a little choppier ride on that one. It will be convenient to use the same oil and filters for both vehicles for routine maintenance, however. Never had that previously.

 

That sounds like a sweet setup. It's certainly nice to have vehicles that share drivetrains. When I was in my teens and early 20s, and the family mechanic, our family was all rwd GM, and it was nice having close similarities between vehicles. Then front wheel drive and other makes and models came into the mix, but I enjoyed the challenge.

My current mix is Lexus, Ford, Suzuki Samurai, Honda Goldwing, Triumph Thruxton, and a BMW F650GS with a Rotax motor. Not a similarity in sight, lol. I also give advice to friends and family, and I don't think they have any of the same vehicles, lol!

 

You have a heavy battery to help lower the center of gravity as well

 

Thanks @WellsB and @StefanoS for RX450h+ handling review - and the directly comparison of handling against the NX450h+ - exactly what I was looking to learn!

Would you mind sharing why you find and understand the RX450h+ to be better handling than the NX450h+ - is it by design, that is tuned by design to be a better handler ? And is that the consensus then - comparing only between RX450h+ and NX450h+ - the RX has only upsides and no downsides in driving dynamics ?

 

Any comments ? I'm trying to decide on the NX450h+ vs RX450h+, liking the former for slightly more maneuverable smaller size, while liking the latter for more space and refinement. Is the handling definitely better for the RX450h+ than the NX450h+ due to purposeful tuning of the former ? Thanks

 

He said that their NX450h+ would be ready toward the end of next week and that he doesn't expect it to handle as well. He hasn't made the comparison yet.

Personally, I think it will be down to suspension tuning. The NX is lighter, but we're still talking a 4500 lb vehicle with the same width tires as the RX. Keep in mind that you can get the NX with the F-Sport Adaptive Variable Suspension. The RX does not have that option.

 

Yes, I think exactly that - where they tuned the suspension with much more refinement in the non-F-Sport RX, than they did the non-F-Sport NX. If the overall package of RX tuning turns out to be much better than the NX (both non-F-sport versions) then I'll be sold on the RX. Hence eagerly awaiting the comparison.

 

"Is the handling better?"


"Handling" is subjective. It includes things like steering 'feel' and feedback, drivers' perception of body lean, transitions from one direction to another. The condition of the roads an individual drives on (speed, repair, etc) factors into that, too.

The driver's comfort in driving fast or not, will affect their feeling of handling, too. (I run into that 'comfort zone' thing when instructing at racetracks)



OTOH, "Roadholding" is one part of that, and is much more objective. (G-force generated on a skidpad)


The RX 500h has an active adjustable suspension as well as rear wheel steering and torque-vectoring drive, but is not a plug-in, just a hybrid. The ride in the SPORT setting is firm but not harsh. The rear steering on the 500h allows it to maneuver into tight parking spaces VERY well.

Does the NX have all those in a PHEV? I haven't driven either, BTW, just being a devil's advocate. Would a dealer allow potential customers to test-drive over a weekend?

 

The F-Sport NX450h+ does not have the torque vectoring or rear-steer of the RX500h.

I can't imagine a Lexus dealer allowing a weekend test-drive of any of the PHEVs, as they are still in low supply. Could not hurt to ask though.

 

Exactly, in the CA Bay Area - given how many people are there window shopping at car dealers, no dealer would even allow taking a car on twisty roads, let alone truly evaluating its handling in peace without the salesman butting in all the time. Thanks for pointing out the obvious.

I'm trying to decide only between the RX450h+ vs. NX450h+ - so any direct handling comparison between these two (likely resulting from suspension and other tuning geared towards handling) would be eagerly awaited and much appreciated.

 

Having driven both of our PHEV's now, I kinda like driving the NX a wee bit better than the RX. Both of them are fun to drive. The acceleration is excellent, very much like a V6. Due to those low slung batteries, the center of gravity keeps the car very stable with little or no real feeling of body roll when cornering. I've offered my wife the RX as a result but, I received a big Bzzzzzt to that offer. She thinks that the RX is "too big" for her to drive. Having driven a Sequoia for the past seven years, I would tend to dispute that assumption. I don't believe that either car would be a bad choice but, the NX Luxury comes in at right around $11-12K less on the Monroney sticker.

 

Thanks for the feedback - so sounds like you are biasing me back towards the NX now... if it definitely handles better, I'm not sure I can convince myself of the extra $11 - 12K plus larger size, for myself. Hmm.