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Writer's Notes
Test Vehicle:
2004 Lexus RX 330 FWD
Engine Size and Type: 3.3-liter V6
Engine Horsepower: 230 at 5,600 rpm
Engine Torque: 242 lb.-ft. at 3,600 rpm
EPA Fuel Economy (city/highway): 20/26 mpg (est.)
Curb Weight: 3,860 pounds
Competitors: Acura MDX, Audi Allroad, BMW X3, Buick Rainier, Cadillac SRX, Chrysler Pacifica, Infiniti FX35, Jeep Grand Cherokee, Land Rover Discovery, Lincoln Aviator, Mercedes-Benz M-Class, Porsche Cayenne, Volkswagen Touareg, Volvo XC90
Luxury crossover SUV buyers may increasingly value handling that approaches that of a sports sedan, but they also demand lavishly appointed, quiet and comfortable cabins that offer a tall driving height with lots of passenger and cargo space. On this front, too, the new Lexus delivers.
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SANTA MONICA, CA - Writhing like a ribbon across the top of the Santa Monica Mountains is a twisting stretch of fresh blacktop two-lane less than a sitcom's length from hustling and bustling West Los Angeles. We're driving the redesigned 2004 Lexus RX, dubbed the 330 now that it has a larger 3.3-liter V6 engine under the hood, and we're making excellent time. This is normally a road reserved for sporting cars and bullet bikes, not the latest in luxury crossover SUVs, but the new Lexus is proving itself immensely capable of carving through the canyons and plastering a big, fat, sloppy grin on its driver's face. Never would we have relished such a drive in the RX 330's predecessor, the immensely successful yet dynamically underwhelming RX 300, but then the original never inspired lawless driving through meaty 18-inch tires, linear and communicative steering or flawless brakes.
The Original RX
The original RX that debuted in 1999 was designed to appeal to consumers who thought they wanted a luxury truck but really wanted a tall luxury car that could carry lots of stuff and plow through an occasional snowfall. Rather than emulate a sport sedan, the RX 300 drove like a Toyota Avalon, a sedate go-to-church-on-Sunday sort of car. At the time, the RX 300 was one of the first luxury crossover SUVs to battle the behemoths from Lincoln and Cadillac as well as the Mercedes ML320, and the mere fact that it drove more like a car than a truck convinced consumers to transform it into the best-selling Lexus in the company's lineup, eclipsing even the popular ES 300 sedan.
The New RX
Not content to rest on its laurels, and realizing that the competition is taking the luxo-crossover concept a step further (can you say sports tourer?), Lexus has completely redesigned the RX for 2004, bringing it to market with a starting price of $35,025. The formula closely follows the recipe for the original in terms of philosophy, with dramatic improvement of the details and dynamics.
Engine and Transmission
Under the hood purrs a 3.3-liter V6 engine that makes more power than before, cranking out 230 ponies at 5,600 rpm and 242 lb.-ft. of torque at 3,600 rpm. According to Lexus, the front-wheel-drive model will scoot to 60 mph in 7.7 seconds, with the all-wheel-drive version taking just a tick longer at 7.8 seconds despite its 4,065-pound curb weight. Attribute these gains in performance in part to added power, but the RX 330 also gets drive-by-wire throttle control for quicker response and a Variable Valve Timing with intelligence (VVT-i) system that optimizes torque regardless of engine speed. The engine can run on 87-octane fuel, but 91 is recommended, and is rated to achieve 18 mpg in the city and 24 mpg on the highway while meeting ULEV emissions requirements in all 50 states. Standard towing capacity measures 2,000 pounds, but with the optional tow package the RX 330 can handle 3,500 pounds.
A five-speed automatic is standard and a sequential-shift automatic is available. With the sequential-shift unit, a separate gate on the driver's side of the center console allows the gear selector to be toggled for manual shifting. Slide the stick to the left, and simply tap up to upshift and down to downshift. On AWD models, a center differential splits power evenly between the front and rear wheels. If lateral wheelslip occurs, the RX 330's standard Vehicle Stability Control (VSC) system automatically distributes power front to rear or side-to-side, eliminating the need for a viscous coupling. Maximum ground clearance with the standard suspension is 7.1 inches with FWD and 7.5 inches with AWD. Order the optional air suspension and those figures increase to 8.1 and 8.3 inches, respectively.
Optional Air Suspension
Available on any RX 330, the optional air suspension includes load leveling and four selectable height settings. In normal mode, the RX automatically lowers .3 inch when the SUV travels over 62 mph for increased stability at higher speeds. Low mode drops the RX another .3 inch. High mode raises ground clearance by 1.2 inches, as long as the vehicle is traveling 30 mph or less, to improve off-roading capability. Access mode lowers the RX 1.2 inches for easier ingress and egress when the vehicle is parked. Uncommon on a vehicle at this price, the air suspension is only available with the sequential-shift automatic transmission.
The RX 330's standard underpinnings are relatively conventional. Suspension is struts all around, MacPherson in front and multi-link in back. All RX 330's are guided by power rack-and-pinion steering and stopped by four-wheel-disc antilock brakes with brake assist. Large 17-inch wheels with P225/65 mud-and-snow tires are standard, with 18-inch wheels and P235/55 mud-and-snow tires optional.
RX 330 Performance
We exercised an RX 330 AWD with 18-inch wheels, the conventional suspension setup and the standard five-speed automatic transmission, and came away from our brief drive quite impressed. Gone is the original RX 300's feeling of fragility, its mushy suspension and its general lack of balance. The new RX 330 is solid and stout yet nimble and responsive without compromising ride quality. The engine provides good punch off the line, but feels winded when passing or traveling up a grade, partially because the standard five-speed automatic takes its time downshifting for added power. Coming downhill, grade-logic control for the tranny helps keep speed in check, and braking is extraordinary. From the soft and progressive action of the pedal to the strong response of the calipers to the fade-free grip of the brake pads, the brake system never failed to inspire confidence. And while this is no sports car, the RX 330's suspension admirably manages side-to-side weight transition while the meaty P235/55R18 Goodyear Eagle RS-A tires stick to the turns with little howling close to the limit of traction. We sped down our favorite canyon road much quicker than anticipated, proving to ourselves that the RX 330 is an entertaining ride. Notably, the VSC stability control system encourages the driver to explore handling limits without chopping the fun off at the kneecaps. However, when VSC is invoked, it acts quickly and decisively, working intrusively to put the RX 330 back within its comfort zone. Overall, we'd say that the new RX lands somewhere between the BMW X5 and the Mercedes-Benz M-Class in terms of spirited driving dynamics.
Lavish Cabin Appointments
Luxury crossover SUV buyers may increasingly value handling that approaches that of a sports sedan, but they also demand lavishly appointed, quiet and comfortable cabins that offer a tall driving height with lots of passenger and cargo space. On this front, too, the new Lexus delivers.
Designed to provide the quietest and smoothest ride of any luxury SUV, Lexus claims that the RX 330's interior sound levels approach those of the ES 300. Based on this claim, we expected less ambient noise that we experienced. The engine idles inaudibly, but a fair amount of roar accompanies acceleration. Underway, only coarse pavement produced road rumble, and we detected faint amounts of wind noise from the roof rack. Perhaps the fact that we noted how loudly the fan for the climate control whispered is testament to the company's efforts at quelling unwanted sound from cabin. Rattles and squeaks in our early production test vehicle were nonexistent.
Safety Systems
Not only has Lexus engineered the RX 330 to be quiet, it is also likely to be quite safe. With a stiffer body that is larger in every dimension and engineered to keep the passenger cell intact regardless of the type of collision, the RX 330 is loaded with impressive levels of safety equipment. A multi-stage front airbag system for the driver and passenger deploys the supplemental restraints based on crash severity, passenger weight, seatbelt usage and driver seat position in the seat track. In fact, the front passenger airbag will not deploy unless 68.3 pounds of passenger is placed there. A knee airbag is added for the driver, and a new design of front seat side airbags that protect the torso, abdomen and pelvis is included in the base price. Also standard: side curtain airbags for both rows of seats, VSC stability control, ABS with brake assist and a tire inflation monitor.
More Interior Space
Though it still seats only five passengers, the new RX 330 has lots more interior room to play with. The wheelbase is up 4 inches, length has increased 6.1 inches, width measures 1.1 inches wider and height has also been increased by half an inch. The result? Front passengers benefit from 1.8 inches of added legroom, and there is 9.7 more cubic feet of cargo space with the rear seats folded (up to 84.7). With the rear seat raised, cargo room measures 38.3 cubic feet. Three handy storage compartments are located under the cargo floor, and the folding rear seatbacks are a 40/20/40 design for versatility. The rear seat also slides fore and aft, and reclines, for maximum occupant comfort.
Standard Equipment
Standard equipment included in every RX 330 is dual-zone climate control, an eight-way power driver seat with memory, a Homelink programmable transmitter, auto-dimming interior and exterior rearview mirrors and real walnut or bird's eye maple wood trim. Lexus also includes a useful sliding center storage console, keyless entry, a CD player and steering wheel controls for the audio system. Other items of interest include adjustable lighting intensity for visor vanity mirrors, LED taillights, water repellant front side glass and electro-luminescent gauges.
Optional Equipment
Thanks to an extensive and appealing list of options, the RX 330 can cost as much as $45,000 fully equipped. Among the basics include a leather package, a roof rack with cross bars, a towing package, heated front seats and HID headlights with integrated washer jets. Also on the list are a wood-and-leather trimmed, power tilt and telescoping steering wheel; rain-sensing wipers and 18-inch wheels and tires.
However, that's not the good stuff. Lexus has decided to make available to the RX 330 buyer amenities that are uncommon for a vehicle in this class. For example, a 240-watt, Mark Levinson audio system with an in-dash six-disc CD changer can be ordered. Complementing this high-powered sound system is a DVD entertainment system for rear seat passengers that include wireless headphones and a remote control. Lexus Link is a telematics service using GM's OnStar technology to notify emergency personnel when the RX 330's airbags have deployed, offer stolen vehicle tracking, and provide speedy access to roadside assistance among others.
Still, plenty of competing models offer rich stereo sound and infotainment doo-dads. Making the RX 330 unique in the class is its available adaptive laser-guided cruise control, a DVD navigation system with a rear back-up camera, and Adaptive Front Lighting System (AFS) that swivels the lights to illuminate turns and curves as the driver steers into them. A power rear liftgate with an automatic retracting tonneau cover can be had, as well as a three-panel power sunroof that is 150 percent larger than normal. There's even an available illumination system that lights the door handles, scuff plates and front foot wells for easier entry and exit.
Improved Styling
Exterior design is reminiscent of the first-generation RX, but has been tidied up considerably. The original's egg-on-wheels look has been replaced by a taut, rakish design that disguises the fact that the RX 330 is an SUV. Unfortunately to some, the steeply angled D-pillar and minimal side glass make it look like a hatchback. Historically, research has shown that Americans don't like hatchbacks because they are equated with inexpensive economy vehicles. Unquestionably, the new RX possesses a more emotional and appealing look than its forebear and we like the styling with the exception of the somewhat juvenile clear-lens taillights.
Creature Comforts
In terms of creature comforts, the RX ranks among the best in the class. Though the front seats could still use a smidgen more legroom, compared to the outgoing model this new RX 330 possesses significantly improved comfort levels. The rear seat is positively cavernous, with expansive legroom and plenty of space under the front chairs for feet. Getting in and out of the RX 330, even without the trick air suspension, is a breeze for both front and rear passengers, and loading cargo into the back is relatively simple over a manageable liftover height. Storage space abounds, and the sliding center console is useful (though the storage bin won't hold DVD cases with the lid closed, an oversight given the optional rear-seat DVD entertainment system).
Interior knobs and switches are generally easy to find and use, though we had trouble locating the power mirror controls behind the small panel on the lower left side of the dash. We also think the stereo's functionality is visually hindered by the contrasting silver and black trim on the dashboard's center stack. Finally, the seat heater controls on our test vehicle were small and made of slippery plastic, making them hard to grasp and twist. However, generally speaking, the RX 330 possesses sound ergonomics and rich materials that bathe occupants in luxury.
Lexus gave us a well-equipped RX 330 to drive, and we were able to try a number of optional features. Among them was the reverse assist camera, which we used to little initial success. It takes time to acclimate to the distorted view shown in the navigation system's screen, and we didn't find the feature initially helpful because there was no audible warning as the RX approached an object. We also sampled the Mark Levinson audio system, which sounds much more crisp and clear with a CD playing than when receiving an FM signal. The rear DVD player was easy to use, and the navigation system simple to program. We did not have an opportunity to test the AFS lighting system or the Adaptive Cruise Control (ACC), and our test vehicle did not come equipped with the multi-panel glass sunroof, power rear tailgate or air suspension with sequential-shift automatic transmission.
Neither did we sample the RX 330's sophisticated traction control on a slippery surface, but Lexus did provide a videotaped demonstration of the RX's ability to overcome adverse conditions. In the video, test drivers attempted to scale a hill covered with ceramic tile and cascading water. The Acura MDX exhibited plenty of wheelspin and even slid to the right a bit as it struggled up the path of wet tile. The BMW X5 performed better than the Acura, but still spun its wheels a bit. The Lexus drove straight up the hill without detectable wheelspin.
Competing in a Tough Market
When the original RX debuted, Lexus defined what a luxury crossover needed to be. Today, that landscape has changed dramatically, the boundaries constituting a car and a truck blurred more than ever. The company says that the RX 330 most closely competes against the Acura, the BMW, the Mercedes ML320 and the Volvo XC90. We would add a slew of others to the list, from the Audi allroad and Infiniti FX35 to the Cadillac SRX and Chrysler Pacifica. Lexus knows how to design a vehicle like this better than anyone, but while the new RX 330 successfully blends most of the qualities people want in an SUV with most of the qualities people want in a luxury sedan and wraps its concoction in a distinctively designed shell containing a gorgeously trimmed interior, the impressive RX is no longer the only game in town.
Thankfully for Lexus, its healthy dose of athleticism helps it to stand out from the gathering crowd.
--Story by Christian J. Wardlaw
--Photos courtesy of Lexus
Christian Wardlaw joined the Automotive Information Center (AIC) in January 2003, managing content development for AIC and the Autosite consumer website. Previously, Mr. Wardlaw served as Editor-in-Chief and Director of Automotive Data for Edmunds.com. A writer, editor, and automobile aficionado, Mr. Wardlaw is a different sort of car enthusiast. His passion lies in the vehicles that people most often buy, rather than with high-performance sports cars or ultra-luxury sedans. “Given the choice to spend an hour with a Dodge Viper or a Honda Accord, I’ll choose the Accord,” he claims. Unless, of course, the driving venue is a racetrack. Mr. Wardlaw has been a car enthusiast all of his life, uttering “car” as his first word while growing up in Detroit. A graduate of Western Michigan University, Mr. Wardlaw holds a bachelor’s degree in English.
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