The mid-size RX crossover SUV isn’t the model that established the Lexus brand’s bona fides—that would be the Mercedes S-class–baiting LS400 luxury sedan—but once it arrived, the RX quickly became the sales hero of the lineup. That’s a position it retains to this day. The current-gen RX is only in its second year, and the big news for 2024 is the arrival of a plug-in-hybrid version, the RX450h+ (which we will hereafter shorten to RX450h, because arithmetic symbols do not belong in automobile model names). A regular hybrid has long been a part of the RX lineup—currently there are two, the RX350h and RX500h, but this is the first RX plug-in.
This plug-in-hybrid powertrain, however, has been seen before. It appeared in the smaller Lexus NX SUV starting with the 2022 model year and in the Toyota RAV4 Prime the year prior. It consists of a 2.5-liter four-cylinder engine and a trio of electric motors; all-wheel drive is standard, with the rear wheels being driven solely by electric power.
An 18.1-kWh battery pack, same as in the NX, feeds those e-motors, and the EPA estimates EV range at 37 miles, same as the NX but less than the RAV4’s 42. The RX weighs 379 pounds more than its smaller sibling and is 466 pounds heavier than the Toyota. Still, 37 miles would cover the daily driving needs of many folks, and it’s on par with the Volvo XC60 Recharge (36 miles) and betters the Lincoln Corsair Grand Touring (27 miles) and the Audi Q5 55 (19 miles).
And recharging is speedy here, thanks to a 6.6-kW onboard charger. Figure two and a half hours to take the battery from 10 to 80 percent, using a 240-volt source.
In the RAV4, this powertrain knocked us out with its performance. That wasn’t quite as true in the NX, though it was still the quickest variant. That’s not the situation in the RX, where the performance-oriented RX500h is the top dog. The RX500h is a traditional hybrid, but it uses a more powerful gas engine: a turbocharged 2.4-liter four rather than the RX450h’s naturally aspirated 2.5-liter. The 500h, therefore, is able to garner 366 horses to the 450h’s 304 ponies.
Predictably, then, the RX450h is not as quick as its higher-number sibling, reaching 60 mph in 6.0 seconds, half a second behind the RX500h. The gap is nearly the same at the quarter-mile mark, which the plug-in hybrid reaches in 14.6 seconds at 95 mph, versus the hybrid’s 14.2 at 97 mph. And with the RX PHEV’s extra avoirdupois, it’s also a step behind the plug-in-hybrid NX and RAV4. Furthermore, the RX450h is left in the dust by the plug-in-hybrid SUVs from Audi and Volvo: The 362-hp Q5 55 rips to 60 mph in 4.5 seconds, and the 455-hp XC60 T8 Polestar Engineered does so in 4.2 seconds.
Buttons on the RX’s console allow the driver to choose from Hybrid, EV (provided the battery has sufficient charge), or Auto modes. With EV mode selected, you don’t have to feather-foot the accelerator to keep the engine off—it won’t awaken even if the pedal’s floored. Of course, it does so when in either of the other modes, and handoffs between the gas engine and electric motors are smooth. But when the engine is giving its all, it sounds very much like a four-banger—its 72 decibels under wide open throttle, at least, is less than the RX500h’s 75 decibels.
If the RX450h’s acceleration is not so racy, that aligns with its chassis tuning. The creamy, light steering is mute on feedback, and there’s ample body roll in corners. The 0.83 g of lateral grip isn’t such a bad showing, though, and the 178-foot stop from 70 mph is a marked improvement on the RX500h’s 195 feet.
Where the chassis really shines is in ride comfort—even though the RX450h suspension has passive damping, not the adaptive dampers of the RX350 F Sport and RX500h. During our time with the RX450h, a mid-winter thaw brought a full bloom of potholes, and this Lexus stoically suffered through them, sending no impact harshness into the cabin, despite the RX’s standard 21-inch wheels.
The RX450h also comes only in the full-on Luxury trim. As such, its interior is swathed in semi-aniline leather with microsuede inserts on the seats, door panels, dash, and on the headliner. There’s a choice of bamboo or open-pore wood trim, and the cabin is finished to a high standard.
The RX450h also gets the larger, 14.0-inch infotainment system as opposed to the lesser 9.8-inch unit in the base car. And, yes, it’s a touchscreen—Lexus’s much-reviled remote touchpad interface is being quickly broomed from the lineup. Excepting the two temperature dials, most climate controls are in the screen, including a touch-slider (ugh) for fan speed. We’re also not fans of the overly fussy four-way buttons on the steering wheel.
Not everything is included with the Luxury trim level, however. You pay extra for a hands-free power liftgate, smartphone-as-key, a surround-view camera, Mark Levinson premium audio, and triple-beam LED headlights—those options and more pushed the as-tested tab of our RX450h to $77,005. Woah. Even the starting price, $70,580, is $11,500 more than an RX350 Luxury and over $11,000 dearer than the XC60 Recharge’s base figure as well.
Plug-in hybrids for a time seemed to be a rather pointless, neither-fish-nor-fowl solution, but they’re starting to come into their own for buyers who are EV-curious but aren’t yet ready to go fully electric. Surely some of the legions of current RX owners and lessees fall into this category. For them, the RX450h may be worth it. Most other shoppers who are drawn to the RX for its characteristic virtues will be better served by either of the two traditional RX hybrids.
Specifications
Specifications
2024 Lexus RX450h+ Luxury AWD
Vehicle Type: front-engine, front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $70,580/$77,005
Options: premium LED headlights, $1565; Convenience package (panoramic view monitor, Traffic Jam Assist), $1420; Mark Levinson premium stereo, $1160; illuminated cargo and door sills, $760; Advanced Park with Remote Park, $480; Technology package (digital key, digital rearview mirror), $475; mudguards, $165; power rear door with kick sensor, $150; carpeted cargo mat, $150; Cold area package (windshield wiper de-icer), $100
POWERTRAIN
DOHC 16-valve 2.5-liter Atkinson-cycle inline-4, 180 hp, 168 lb-ft + 3 AC motors, front: 179 hp, 199 lb-ft; rear: 53 hp, 89 lb-ft (combined output: 304 hp; 18.1-kWh lithium-ion battery pack; 6.6-kW onboard charger)
Transmission: continuously variable automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 13.4-in vented disc/13.4-in vented disc
Tires: Bridgestone Alenza Sport A/S
235/50R-21 101V M+S
DIMENSIONS
Wheelbase: 112.2 in
Length: 192.5 in
Width: 75.6 in
Height: 67.3 in
Passenger Volume, F/R: 52/45 ft3
Cargo Volume, Behind F/R: 46/30 ft3
Curb Weight: 4866 lb
C/D TEST RESULTS
60 mph: 6.0 sec
1/4-Mile: 14.6 sec @ 95 mph
100 mph: 16.3 sec
120 mph: 29.1 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 6.3 sec
Top Gear, 30–50 mph: 2.9 sec
Top Gear, 50–70 mph: 4.1 sec
Top Speed (mfr’s claim): 124 mph
Braking, 70–0 mph: 178 ft
Roadholding, 300-ft Skidpad: 0.83 g
C/D FUEL ECONOMY
Observed: 27 MPGe
EPA FUEL ECONOMY
Combined/City/Highway: 35/36/33 mpg
Combined Gasoline + Electricity: 83 MPGe
EV Range: 37 mi
C/D TESTING EXPLAINED
Joe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar.