1999 Lexus RX 300

Take a hard look at the new RX 300 sport/utility from Toyota's Lexus luxury division if you wonder what direction many new vehicles will be taking.
The mid-size RX 300 four-door seemingly is half station wagon and half truck--and perhaps should be called a ``luxury/utility'' vehicle. This new mid-size sport/ute recently went on sale as a 1999 model and fits in the expanding market for carlike sport/utes such as the small Toyota RAV4 and mid-size Mercedes-Benz ML320.

Many potential sport/ute buyers are becoming disenchanted with regular, trucklike models derived from pickup trucks; most have poor rides and fuel economy, and are too high to easily enter or leave.

Builders of the new wave of carlike sport/utilities such as the RX 300 are reading from the same script because few of these vehicles have drawbacks of regular sport/utes. Still, these new-generation sport/utilities have high seating positions desired by all sport/ute buyers--and the larger versions of the new wave models have clever designs that make them very spacious.

The upscale RX 300 is aimed squarely at the $33,950 Mercedes ML320. It thus has a base price of $31,550 with front-wheel drive and $32,950 with a permanent four-wheel drive system that doesn't call for driver activation.

The RX 300 is slightly longer and wider but nearly the same height as the Jeep Grand Cherokee, which is among the most user-friendly regular sport/utes. The made-in-Japan RX 300's platform is largely unique, although Lexus admits some parts come from Japanese-market Toyotas.

This new Lexus has decent ground clearance and reasonably good all-wheel-drive capabilities for off-road motoring. But it's a luxury sport/ute and few owners of such a vehicle subject it--or themselves--to the dirt and pounding of off-road excursions.

The RX 300 has auto-style unitized construction and a supple four-wheel independent suspension. While the ride is generally good, it's on the firm side and allows occupants to slightly feel road imperfections.

The smooth 220-horsepower V-6 is one of the world's most sophisticated engines, with--take a deep breath--four camshafts, 24 valves, three-stage variable intake system, two-way bypass exhaust system--and the first use of continuously variable valve timing in a sport/utility.

The engine is hooked to a quick-shifting, electronically managed four-speed automatic transmission. No manual is available.

The front-drive RX 300 weighs 3,692 pounds, while the all-wheel-drive model weighs almost two tons. That's a lot for the vehicle's 3-liter V-6 to handle. But this Lexus is fairly quick (0 to 60 m.p.h. in 8.5 seconds), with 80 percent of peak torque available as low as 1,600 r.p.m.

Still, the high-rev engine clearly can be heard working hard during brisk acceleration because it must contend with all those pounds. Gearing that contributes to brisk acceleration causes the engine to turn over at a busy 2,900 r.p.m. at 70 m.p.h.--although the RX 300 is a quiet highway cruiser.

Estimated fuel economy is 19 m.p.g. in the city and 24 on highways with front-drive and 19 and 22 with all-wheel drive. Not bad for a roomy sport/ute. But I pushed the RX 300 all-wheel drive model hard and averaged only 18 m.p.g. during an even mix of city/highway driving.

Thick front windshield posts partially obstruct visibility in the quiet, upscale interior, which has a sweeping dashboard with soft-touch controls--but also cheap-looking door handles. Safety sells, so the RX 300 has front and side air bags. It easily swallows four big 6-footers--or five in a pinch. But rear doors should be wider to allow easier entry to the backseat, which reclines and adjusts fore and aft.

Rear seatbacks fold flat to enlarge the fairly big standard cargo area, which has a low opening for easy loading.

Standard instrumentation is good, but the big liquid crystal dashboard screen that gives sound system and climate control information seems as if from a video game room. The screen often is hard to read, but is there because Lexus will use it for an upcoming navigation system display.

The driving position is a little bus-like, but the transmission shift lever conveniently juts from the base of the dash. Most such levers rob space because they're located in the center of the console area, where the RX 300 offers lots of storage space.

The RX 300 has secure handling, although the quick power steering feels stiff and artificial at highway speeds. Braking is good, with a standard anti-lock system, but the spongy feeling pedal is hard to modulate. The $300 traction control system is a key option for the front-drive model.

While extremely well-equipped, the RX 300 still offers tantalizing, costly options such as a sumptuous $1,240 leather interior and a $1,000 power sunroof.

But this one will be a big hit, no matter what the equipment level.