Many words can be used to describe the Lexus RX, but exciting isn’t one of them. Even so, Lexus has spent considerable time and resources styling its oldest crossover into a sporty-looking cruiser. The 2021 model gets new colors, updated safety tech and additional options packages, but the basic RX formula remains in place: fuel efficient powertrains and a comfortable interior.

Lexus, for many years, had the premium SUV segment almost all to itself, but now the competition is fierce. Acura’s redesigned 2022 MDX kid hauler is more modern, higher end and more engaging to drive. The Volvo XC90 and BMW X5 both bring a solid drive and upscale amenities and interiors for competitive price points. But the Lexus RX remains a compelling choice for those who seek segment-leading fuel efficiency and comfortable cruising in a reliable, higher-riding vehicle.

From afar, the Lexus RX exudes a sporty appeal, especially when draped in handsome Matador Red Mica exterior paint, but its driving personality is more tortoise than hare.  Lexus

The RX offers two powertrains: a 3.5-liter V6 that makes 295 horsepower and 267 pound-feet of torque and a hybrid that pairs the same engine electric motors for a combined output of 308 horsepower and 247 pound-feet of torque. An eight-speed automatic transmission and front-wheel drive are standard, while all-wheel drive is available on the gas model. The RX 450h gets all-wheel drive by default because of its electric motors. The gas engine and one electric motor drive the front wheels and another electric motor drives the rear wheels. 

Both RX drivetrains deliver a refined, relaxing drive with ample but class-lagging acceleration. Moving around town and pulling into traffic are easy, but the vehicle’s weight does not go unnoticed. The RX 350 is a sprightlier 4,222 pounds in front-wheel-drive form (4,387 pounds in AWD), but the 450h L is heavy. The electric motors and the extra row of seats in the rear make the RX brush up against 5,000 pounds. And the rear overhang extends way out since there’s no difference in wheelbase between the two- and three-row models. Even driving off a tiny curb might cause the RX L to bottom out. Though acceleration is sluggish, the RX adequately hits highway speeds and can maintain, likely because of its weight. This gives it an edge on capable passing power. 

What it lacks in grunt, the RX makes up for it with a calming ride on long stretches of highway. It also does a satisfactory job of isolating its occupants from rough patches of road. Broken pavement and rough winter roads pose little problem for the Lexus’ suspension, and the cabin remains quiet the entire time. Too much uneven terrain like potholes or speed bumps do threaten to scrape the rear bumper, however. The RX manages to stay planted and confident on curvy roads, though drivers should not expect the performance of a canyon-carving sports SUV.

 Circuit Red NuLuxe with Scored Aluminum trim is one of the snazzier interior color schemes, despite a dated cabin feel and layout. It’s offered on base trims as well as the F-Sport, which is a sportier appearance package.  Lexus

Inside, the RX is everything Lexus promises. Its materials are upscale and include rich leathers and brushed metal or wood accents. Plastics, where they are noticeable, are soft and feel premium to the touch. The front seats are well padded and offer support to keep the ride comfortable for the long haul. 

Some of the available interior color combinations feature a contemporary palette that will satisfy most modern tastes, including different shades and textures of greys and wood or aluminum trims. The F Sport has an edgy crimson leather that is paired with aluminum. Lexus treats F Sport as a separate trim, but it’s really a $3,480 package upgrade that adds performance dampers to the front and rear, sport seats, an F Sport trimmed wheel and shift knob, sportier gauges, aluminum pedals, a distinct mesh grille and F Sport badging as well as 20-inch dark graphite wheels.

Accessing fancy interior and exterior colors as well as luxury features on the base RX 350 require an upgrade to packages such as the Luxury ($3,890), which also layers on 20-inch split alloy wheels, rear-door sunshades, driver and front passenger seat cushion extender, ambient lighting and an armrest storage compartment in the rear. The 350 L offers the Luxury package for $6,000 and requires specific interior choices. The 450h also offers a Luxury package for $3,810. A Navigation package ($2,285) can be added to all configurations and comes with 12-sppeaker premium audio, the larger 12.3-inch touchscreen (upgrades from the standard 8 inch), climate control fog sensor and dynamic navigation. A 15-speaker Mark Levinson surround sound system can be swapped with an upgrade to the Navigation/Mark Levinson Premium package for $3,365. 

The cargo area of the RX is not one of its high points, especially when configured with three rows. But buyers that want good fuel efficiency and a comfortable ride in a higher riding vehicle will select the RX because of those attributes, not because they need to cart kids and things.  Lexus

Lexus (and its parent company, Toyota) was slow to adopt Apple CarPlay and Android Auto, but they’ve come around. The RX features both as standard equipment. The standard 8-inch screen and the 12.3-inch screens are responsive and easier to use than previous versions of Lexus’ infotainment system, but the larger unit is both easier to reach and see from wider angles.

Where the RX goes wrong is in seating and storage behind the front row. The SUV dedicates much of its space to the driver and the front passenger with 44 inches of legroom—far more than rivals in the segment. The RX L offers 41 inches in the front. Second row passengers get 38 inches of legroom in the five-seater and 30.9 in the three-row variant. The measurement is average compared with rivals for the RX, but the RX L is dead last. The next closest is the XC90 with 37 inches if second-row legroom. The third row in the RX L is 23.5 inches—the tightest across the whole midsize segment, both mainstream and luxury. And not only is the back seat an unbearably tight squeeze, cargo storage behind it is a meager 6.2 cubic-feet.

Again, buyers of the RX will not be looking for passenger and cargo space (or exciting driving dynamics). The RX could serve as a family hauler for parents with two smaller kids or teenagers, but the RX L should be relegated to grandparents or part-time guardians who can keep the third row down 80% of the time. 

The seating configuration in the three-row RX L prioritizes front-seat comfort above all else, including cargo space. The stretched version is best reserved for drivers who won’t need the daily functionality of a third row.  Lexus

But even with the third row down, cargo storage is still bottom of the barrel in the RX L. Stowage behind its second row is only 23 cubic-feet—the average among rivals is 36 cubic-feet. That figure also is dragged down by the RX; most hover around 40 cubic-feet. The XC90 has the most space behind its second row with 49.6 cubic-feet, and the Cadillac XT5 is the second worst with 30.2 cubic-feet, but it’s still an improvement over the RX L. BMW’s X5, which can be outfitted with an optional third row, has almost 34 cubic-feet behind the second row. The RX five-seater is offers just 16 cubic-feet in the rear. With the seats folded, available storage space expands to 32.6.

Currently every configuration of the Lexus RX, including the longer RX L versions are rated by NHTSA for crashworthiness at four stars overall. The 2021 Lexus RX 350 and 450h in all-wheel drive was initially rated five stars overall by NHTSA for crashworthiness, but a change in the front airbag downgraded it to four stars (these 2021 RXs built before November 16, 2020, are still rated at five stars). IIHS awarded the Lexus RX a Top Safety Pick designation. All RX models get Lexus’ Safety System+ 2.0, which includes forward collision warnings, automatic emergency braking, daytime and low-light pedestrian detection, cyclist detection, lane departure alert with steering assist, road sign assist and all-speed adaptive cruise control with lane centering. Blind spot monitoring with rear cross-traffic alert also are standard.