2020 Audi Q5 vs Lexus RX350

What's the difference?

The Audi Q5 is a rapid, comfortable, and space-efficient five-seat SUV. It has the safety and standard specification to match it with the big guns in this part of the market, delivered in a handsome, precisely executed package. Better fuel economy and a longer warranty would make a good thing even better.

The updated Lexus RX 2020 model brings some attractive additions and offers a number of compelling arguments against the German rivals it chiefly competes against.

The hybrid versions are truly efficient and impressive, but it’s the entry-level RX 300 Luxury that stands out as the potential value winner of this range. 

Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.

Audi has honed its design game to a fine point over the last decade, making its cars consistently handsome and instantly recognisable, although borderline uniformity in the treatment of key elements will be perplexing for some.

Angry, angular (in this case LED) headlights, sitting either side of the signature ‘single frame’ grille set the tone, with our test example’s ‘Mythos Black’ metallic finish largely absorbing many characteristic details.

These include long strakes on either side of a broad bonnet that closes over the top of (rather than inside) the front guards, and an arrow straight character line running from the rear of the car along the mid-section to the leading edge of the front doors.

The carefully shaped profiles around the front and side (car designers call it surfacing) create a clean, tightly wrapped look. And the Bavarian maker is currently playing a strong hand on wheel design, the optional ‘5-arm off-road’ rims added to the test car (20-inch, as per standard fit) complementing the Q5’s cool personality.

Current Audi SUV design hallmarks are also present and accounted for at the rear, including sharply tapered LED tail-lights, the hatch door covering virtually the full width of the body, and a substantial spoiler continuing the roofline across the top of the back window.

Inside, the cabin displays simplicity, confidence, and restraint worthy of a Bauhaus case study. The sweeping dashboard combines chiselled angles with neatly curved borders, the only hiccup being the 8.3-inch multimedia screen perched above the central air vents, looking uncomfortably like an afterthought.

The ‘Virtual Cockpit’ configurable instrument display places a 12.3-inch digital screen underneath an unassuming binnacle, and seat decoration matches the exterior with long, uncomplicated lines adding just enough visual interest.

While a number of luxury SUVs play it relatively safe when it comes to styling, the Lexus RX plays from a different angle in the segment. Angles. Yes, there are plenty. 

The styling changes are subtle unless your eye is tuned to the finer details. Things like the different shaped inlays for the spindle grille, the slightly reshaped bumper bar with integrated cornering lights, the new headlight internals… but at a glance, it looks pretty similar to before, albeit a little broader looking due to the horizontal emphasis on the front-end design.

How does that translate to interior dimensions? The interior photos should give you an idea, but there’s been a bit of work done for the three-row models to improve the back seat space.

The rear has seen small changes too, with L-shape tail-light inlays, and revised lower bumper design to again broaden the look of the car.

There’s not much to tell the difference in profile, other than new wheel designs (18s on the entry car, 20s on the high grade versions). The profile gives away the difference in dimensions when you compare the five- and seven-seat models. The five-seater is 4890mm long, while the L model is 5000mm from tip to tail. Both models size up at 1895mm wide, and the five-seater is 1690mm tall - the same height as the 350 L model. The 450h is 1685mm tall, and the L models are 1700mm high.

One thing is for sure - the smaller RX model pulls off its sharp-edged sheetmetal look a bit better than the L versions. But what about interior dimensions? The interior photos should give you an idea, but there’s been a bit of work done for the three-row models to improve the back seat space.

A wheelbase just over 2.8m is in line with the Q5’s mid-size premium SUV competition, the Goldilocks zone for a broad target audience, offering generous room between the axles for decent accommodation with enough left over for useful utility.

The driver and front passenger inhabit a snug environment with a sporty cockpit feel thanks to the dashboard’s angular projection back into the cabin and a broad centre console between the seats. But there’s still more than enough breathing room, and storage is plentiful, including a medium-size lidded box/armrest (with a USB-A port and ‘aux-in’ jack inside), twin cupholders, a slim recess in the console for coins, pens, etc, and a ‘Qi’ wireless charging pad ahead of the gearshift for compatible mobile devices (with a second USB-A input beside it). The glove box is reasonably generous and provides access to a DVD/CD player, two SD (XC) card readers and 10GB flash memory for media storage, while door bins include a recessed section for large bottles.

In the second row, sitting behind the driver’s seat set to my 183cm position, I had plenty of headroom and heaps of legroom, but if you have smaller people in the rear, thanks to the ‘Comfort package’ fitted to our test car, the 40/20/40 split rear seat is able to slide forward (as a whole or in part) to increase boot capacity. Three large adults across the rear will be an uncomfortably tight fit, but two grown-ups with a child or smaller adult in-between will be fine.

There are storage nets on the back of the front seats, two cupholders in the fold-down centre armrest, door pockets (again able to accept large bottles), twin adjustable air vents with climate control, two charge-only USB ports and a 12-volt socket. So, no complaints from back-seaters needing to charge phones or games.

With rear seats upright, maximum cargo volume is 550 litres, which is on par with the BMW X3 and Merc GLC, and more than enough to swallow our three-piece hard suitcase set (35, 68 and 105 litres), or the jumbo size CarsGuide pram.

Fold the back seat flat (via levers in the load space or on the seats themselves) and available space increases to 1550 litres, which is plenty, but around 50 litres less than the BMW and Benz. If load capacity is a key priority you may want to think about the Land Rover Discovery Sport, which tips in with 1698 litres.

There are tie-down points in the cargo floor and a retaining net (with tensioning straps) is standard. Handy, netted storage areas sit behind each rear wheel tub and shopping bag hooks are a practical touch. The standard electric rear tailgate features gesture control (via a sweeping foot action) for hands-free operation.

Maximum towing capacity is 2.0 tonnes for a braked trailer (with 200kg towball weight) and the spare is a collapsible space saver.

The biggest news here is that the media unit is now a 12.3-inch touchscreen. Rejoice! You don’t need to use the horrible trackpad controller anymore… but you can if you want to. It has capability for both. And it now has Apple CarPlay and Android Auto, which is also new to Lexus. 

Of course it works a lot easier than the old one, plus there are four additional USB ports added to the cabin for all variants - making a total of six! - and all models also get paddle shifters on the steering wheel now, too.

Other elements of the cabin are pretty untouched - there are still plenty of buttons below the screen, plus decent storage consisting of cup holders between the front seats (and in a fold-down arm rest in the rear), plus there are cup holders in the third row for those models, too. There are bottle holders in the doors, and a few loose item storage bins (including a wireless phone charger in front of the shifter).

The seats are very comfortable (more so in the Luxury and Sports Luxury versions - the F Sport has firmer seats that aren’t as cushy) and offer good adjustment for taller occupants. The electric steering column adjustment is a nice touch, too. 

Rear seat space is fine for adults and good for little ones. There’s decent headroom in models without the panoramic roof (the big glass ceiling does eat into space a bit), while knee-room is good across the board. Toe room is tight. 

The second row can be slid fore and aft to improve space in the boot, or allow more space for those in the third row (if equipped). The rearmost seats now have a bit of adjustment as well, though still are best considered bonus seats for kids. 

The luggage capacity varies depending on the model. The five-seat versions of the RX have a claimed storage space of 506 litres to the top of the back seat (or 453 litres to the cargo blind, as previously stated), while the seven seat model has 176 litres behind the third row seats, and 591L when the rearmost seats are folded down. You might want to consider a roof rack system for the roof rails if that boot space isn’t big enough.

The storage space includes a cargo cover (or retractable tonneau cover), and you can option a liner if you so choose. 

How much does the Lexus RX cost? Well, that varies depending on the model in the range, as there’s an extensive price list to consider, here.

There are three grades of Lexus RX - the entry-level Luxury, the athletically-intent F Sport, and the plush Sports Luxury flagship. 

And then you need to consider there are three different powertrains available - the four-cylinder turbocharged RX 300, the V6 petrol RX 350, and the petrol-electric hybrid RX 450h.

And then there’s the question of how many seats - because depending on the grade, you can go for a seven-seat version of the RX with a now-adjustable third row seat setup.

So yes, it’s a bit complicated, but the table below should help you figure out the model comparison for yourself:

Wondering if you should compare the Luxury vs the F Sport for your needs? Here’s a rundown of the trim levels and standard features in each.

The Luxury grade gets 18-inch alloy wheels, LED headlights and daytime running lights (with auto on/off function and auto high-beam), front cornering lamps, rains sensing wipers, and a power tailgate with kick-to-open function. 

Inside, Luxury models have the new 12.3-inch touch screen infotainment display with Apple CarPlay and Android Auto, along with a GPS navigation system (sat nav), DAB digital radio (as well as CD player and AM/FM radio), Bluetooth phone and audio streaming, a 12-speaker sound system, six USB ports (four front, two rear), wireless phone charging, smart key entry and push-button start, power adjustable steering column, climate control air-con and rear privacy glass (tinted windows). It runs a fake leather trim standard, and yes, there is a sunglass holder.

The step up to F Sport and Sports Luxury grades now sees adaptive LED high-beam headlights using “blade scan” technology fitted - they don’t shine the light at the road, rather at a mirror that spins at up to 12,000rpm and, according to the brand, boosts brightness and reach compared to conventional LED units. These variants run on 20-inch wheels, too. 

F Sport and Sports Luxury models also gain adaptive variable suspension, plus they get leather interior trim (with sports seats in the F Sport) with heating and cooling for the front seats. The rear seats have retractable sunshades.

Being the sport edition, the F Sport features additional bracing front and rear for “an even more dynamic character”, with sports suspension, a Mark Levinson sound system with 15 speakers, and a 360-degree camera display.

Top-spec Sports Luxury versions further add power-adjustable rear seats, second-row seat heating and semi-aniline leather upholstery. No heated steering wheel or rear seat entertainment system, though.

Want more? There is a premium package - or Enhancement Pack, in Lexus speak - for Luxury variants which adds a panoramic sunroof on five-seat models or a smaller moonroof on seven-seaters, among other niceties. The cost and additional equipment varies depending on the model. You might need to shop around for rough-and-tumble accessories like a nudge bar, bull bar, rubber floor mats or less shiny rims. 

Colour choices (or colors, as your autocorrect may insist) across the RX range include black, white, red, blue, silver, gold, grey and brown (bronze), plus there’s now a lovely green hue, too. You can choose between four different interior colour combos, as well. 

Safety levels are up across the board - read the section below for more.

Across the board there is good value here, but that’s especially the case in the entry-grade RX 300 Luxury. 

The Q5 45 TFSI is powered by the VW Group (EA888) 2.0-litre, four-cylinder, turbo-petrol engine featuring an iron block and alloy head, direct-injection and variable cam/valve timing on the exhaust and intake sides.

Peak power is 180kW, available from 5000-6500rpm, and maximum torque is 370Nm arriving across a wide plateau from 1600-4300rpm.

Drive goes to all four wheels via a seven-speed dual-clutch auto transmission and Audi’s ‘quattro’ all-wheel drive system using an electronically-controlled, multi-plate clutch centre differential, and the ‘quattro ultra’ rear diff that (in conjunction with the centre unit) decouples when AWD isn’t needed to reduce mechanical drag and improve fuel efficiency.

If engine specs are your thing, prepare yourself! We’ve got the outputs and ratings for each of the powertrains here.

The entry-level RX 300 models run a 2.0-litre four-cylinder turbo petrol engine, with 175kW of power (at 4800rpm) and 350Nm of torque (at 1650-4000rpm). It is front wheel drive only, and comes with a six-speed automatic transmission. There is no manual transmission available. 

Stepping up in engine size and horsepower is the RX 350, which has a 3.5-litre petrol V6 engine producing 221kW (at 6300rpm) and 370Nm (at 1650-4000rpm) in five-seat guise, while the seven-seater has slightly less power due to packaging constraints on the exhaust system - it has 216kW and 358Nm. RX 350 models have an eight-speed automatic transmission and all-wheel drive (a clever AWD system that mainly drives the front wheels but can add rear wheel drive when necessary - it’s not a serious 4WD / 4x4 system aimed at off road capability). 

The RX 450h adds an electric motor and battery pack to the mix, with the 3.5-litre V6 engine and nickel-metal hydride battery back teaming with a 50kW electric drive rear motor. The combined power output of the hybrid is 230kW, but Lexus doesn’t specify a combined torque figure. It is AWD and uses a CVT with six-step ratios. 

The kerb weight varies depending on the model, with RX 300 variants between 1890-1995kg, the RX 350 five-seater models between 1980-2090kg and seven-seaters between 2090-2150kg, while the RX 450h’s extra powertrain hardware means it weighs between 2105-2210kg (five-seat) and between 2220-2275kg (seven-seat).

The gross vehicle weight (GVW) ranges from 2500kg for the RX 300, 2575kg for the RX 350 five-seater (2720kg - seven-seater), and 2715kg (2840kg - seven-seater). So, be wary if you have a heavy family.

Planning on having a tow bar or tow hitch receiver fitted? The braked towing capacity for the RX 300 is just 1000kg, while the RX 350 can cope with 1500kg and so can the 450h… but the 450hL model is unable to tow. 

Want a diesel RX? What about a plug in hybrid or LPG model? None of those are available at the time of writing.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.3L/100km, the Q5 45 TFSI emitting 167g/km of CO2 in the process.

Minimum fuel requirement is 95 RON premium unleaded and you’ll need 70 litres of it to fill the tank.

Over roughly 300km of city, suburban and freeway running we recorded an average of 11.4L/100km, which is a solid miss relative to the claim, but a more expected number for a close to 1.8-tonne five-seater.

Fuel economy is yet another consideration, and while there is a hybrid model, there are no fuel-sipping hybrids… plus Lexus’s turbo petrol doesn’t claim as low a figure as some of its rivals. There is an eco mode in each of the models. 

For instance, the RX 300 claims fuel consumption of 8.1 litres per 100 kilometres, while the RX 350 is said to use 9.6L/100km for the five-seater and 10.2L/100km for the seven-seater. 

The hybrid RX 450h five-seater claims fuel use of 5.7L/100km, and the seven-seat RX 450hL is said to use 6.0L/100km. 

Fuel tank capacity is 72 litres for the RX 300 and RX 350, while the RX450h variants have a smaller 65-litre tank - that shouldn’t affect your potential mileage per tank though, because it uses less fuel. 

Note: you need to use 95RON premium unleaded, no matter the model.

Audi claims the Q5 45 TFSI will accelerate from 0-100km/h in 6.3sec, which is decidedly snappy for a mid-size, five-seat SUV, and with maximum torque (370Nm) available from just 1600rpm up to 4500rpm mid-range performance is satisfyingly strong.

In ‘normal’ city driving, even in Sport mode, power delivery is close to linear, although a slightly delayed push in the back is the norm when squeezing the right pedal more aggressively.

The seven-speed dual-clutch auto is slick and fuss-free, the standard wheel-mounted paddles delivering rapid and precise manual changes on demand.

Suspension is by multi-links (five) front and rear, and ride comfort, despite standard 20-inch rims, is impressive. Standard rubber is 255/45 Michelin Latitude Sport 3, an SUV-oriented tyre with wet weather performance and low rolling resistance (to help fuel economy) as key priorities. They’re quiet, and in more spirited driving, surprisingly grippy.

Take the long way home and this family focused SUV feels well balanced and predictable. The quattro system shuffles drive between the axles seamlessly, and the ride/handling balance is excellent. Any shift from front- to all-wheel drive is imperceptible.

Steering is electromechanical and remains nicely weighted, with good road feel in the city and on the highway thanks to speed-dependent assistance.

Braking is by sizeable vented discs at the front and solid rotors at the rear. They’re powerful yet refined with an agreeably progressive pedal feel.

The multi-adjustable front seats are grippy, yet comfortable over the long haul, and in line with the current Audi norm, ergonomics are top-shelf.

The company claims it has made a lot of changes to what’s under the metalwork of the RX, and I can tell you the results are a bit varied. 

The revisions to the chassis - thicker stabiliser bars and softer suspension, revised bearings, retuned electric power steering, a new torque vectoring by braking system - generally make for a more enjoyable and comfortable drive experience. But that wasn’t really the case in one of the grades I drove.

It has to be said, though, that my time at launch was spent in the RX 450h Sports Luxury, which gets a plush adaptive suspension tune on the 20-inch wheel package, and also the RX 300 F Sport, which likewise runs 20s but has a firmer suspension setup with extra body stiffening.

What it meant was the two felt vastly different - the F Sport felt overly thumpy and fiddly over rippled or lumpy sections of road where the front suspension felt flummoxed. We didn’t do an off road review, but there was a long, patchy driveway on the road loop where the RX 300 F Sport didn’t feel at home at all. Ground clearance is 200mm for most models, while the 450h is 195mm. 

That said, the RX 300 F Sport was perfectly fine on the freeway back to Sydney, and decent on slow-moving city streets, too. 

On the other hand, the RX 450h was generally more composed, sedate in its actions, more measured in the way it handled bumps. Even without air suspension (as many rivals offer), the Sports Luxury model was a more Lexus-like experience - even if there is more noticeable road noise because the powertrain is so quiet.

The retuned steering offers a lightness that makes it feel easy to drive, and the turning radius (aka turning circle) is 11.8m, which is decent for a car of this size (no matter whether you get the smaller alloy wheels or the larger chrome wheels). Oddly, though, the lock-to-lock movement feels very hard to judge. 

When it comes to performance figures, the hybrid versions have the edge. The 0-100 time for the five-seat RX 450h version is 7.7 seconds, while the five seater RX 350 claims 8.0sec and the RX 300 is said to do the sprint in 9.2sec. The L models are slower (RX 450hL - 8.0sec; RX 350L - 8.2sec).

The RX 450h felt effortless to drive - admittedly relaxed, and not exactly fun, but sorted and comfortable and predictable enough.

The overall impression for the drive experience in the updated RX range at launch was somewhat limited, as we didn’t get a chance to drive the biggest-selling RX 350 model, which accounts for about half of all RX sales here. A shame, too, because we get the feeling it’d be the sweet spot for a lot of people.

The safety rating of the Lexus RX range hasn’t changed since it was tested back in 2015, when it scored the maximum five-star ANCAP score. The criteria for achieving that score has shifted over the years, but the brand has improved safety equipment on all models in the RX range.

Features on all models include autonomous emergency braking (AEB) that works at high and low speeds with day/night pedestrian detection and daytime cyclist detection, plus every model has adaptive cruise control, lane trace assist (an evolution of lane keeping assist and lane departure warning that aims to keep you centred in your lane). Blind spot monitoring, rear cross-traffic alert and a new “parking support braking system” incorporates rear AEB for static and moving objects into the mix, too. 

There’s also traffic sign recognition, and every Lexus RX has 10 airbags (dual front, front side, driver and passenger knee, rear side and full length curtain).

There are dual ISOFIX baby car seat anchor points and three top-tether restraints in all RX models, while models with a third row also get an additional top tether.  

The entry-level Luxury model gets a reversing camera with front and rear parking sensors, while the F Sport and Sports Luxury variants add a 360-degree camera. No model has semi-autonomous parking assist. 

Where is the Lexus RX built? Japan is the answer. 

Audi covers the Q5 with a three year/unlimited km warranty, which is in line with BMW and Merc, but lags the mainstream market where five years/unlimited km is the norm, with Kia and SsangYong at seven years.

That said, body cover runs to three years for paint defects and 12 years for corrosion (perforation).

Recommended service interval is 12 months/15,000km, and ‘Audi Genuine Care Service Plans’ offer capped price servicing options over three years ($1710) and five years ($2720).

Lexus continues to resist offering a capped price servicing plan in Australia, and still doesn’t have a pre-pay service plan like all of its rival luxury brands. It’s a shame you can’t include a maintenance cost in your car finance, as that’s one of the big advantages of a pre-pay plan.

That might factor into your ownership decision, but indicative costs for servicing are about what you’d expect for a large luxury SUV. Read our Lexus service cost story here. 

Service intervals for RX models are every 12 months/15,000km - and you when it’s time for a service you can either get a free loan car, or have your car collected and returned to your home or office when a service is required.

While the likes of Audi, BMW, Mercedes and Volvo are all still running a three-year/unlimited kilometre warranty plan, Lexus has a four-year/100,000km plan. Hey, you could consider that an extended warranty based on the status quo! There’s the same cover for roadside assist, too. 

If you’ve got concerns over common problems, complaints or issues, whether there have been transmission problems or issues with the engine or suspension - or if you just want to know our reliability ratings and resale value projections, you can head to our Lexus RX problems page.