SUV Comparison: 2023 Genesis GV70 vs Lexus RX 350h

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Elle Alder: It’s a competitive time in the luxury crossover market, and that ferocity has only grown hotter since the arrival of Genesis’ aggressive new lineup. Challenging stalwart nameplates like the Lexus RX 350, the Genesis GV70 has proven a particularly compelling product that goes heavier on feature content than its competitors go on price. 

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We’ve seen in other comparisons how the GV70 has called complacent incumbents to attention, but how does the Genesis stack up against the new-for-2023 fifth-generation Lexus RX Hybrid? 

Before us are two high-flying trims: the 2023 Lexus RX 350h Executive, and the 2023 Genesis GV70 3.5T AWD Sport Plus. Stickering from respective inclusive MSRPs of $75,650 and $77,500, shoppers should expect a lot from these SUVS — and indeed, both certainly deliver.

The 2023 Lexus RX 350h offers the highest equipment complement in the RX 350 lineup, second only to the vanitous F-Sport upgrades, and (troublingly) to the mighty RX 500h. The RX 350h Executive lists from $17,000 above the starter RX 350 Premium’s $58,650 base MSRP, and outfits the Ontario-built Lexus with standard heated steering and tri-zone climate, as well as surround-view cameras, larger central infotainment, LED headlamps, leather seating, and a handful of tech- and comfort bonuses. The hybrid powertrain upgrade (denoted by the ‘h’ after the model number) is available on all standard trims for a further $1,500, and should pay for itself quickly.

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The Sport Plus is Genesis’ top GV70 trim. Costing a full $20,000 more than the entry-level 2.5T AWD Advanced trim, the Sport Plus makes the most of the GV70 platform with a more powerful turbocharged V6 engine, surface-predicting suspension, nicer materials, surround-view cameras, advanced driver assistance systems (ADAS) including Highway Driving Assist, and Hyundai-Genesis’ signature in-cluster blind-spot cameras. 

At a glance, then, both of these models bring a generous helping of glossy modern content to the showroom floor. 

Interior 

Graeme Fletcher: It’s an interesting exercise. The RX 300 started this whole near-luxury crazy segment back in 1999, so it seems only fitting the latest iteration go head-to-head with the newbie and upstart on the block. In both cases, the interiors of the GV70 and RX 350h are rich and befitting a luxurious drive. In terms of the material quality the GV70 has an undeniable edge, though the Canadian-built RX 350h has the better fit and finish; it just feels more polished.

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The rest of the cabin is a case of give and take: seat comfort goes the GV’s way; sightlines in favour of the RX. This back-and-forth went on until the infotainment system. These modern systems anchor the entire cabin and the relative merits of the vehicle invariably boil down to the infotainment system and its ability to do things quickly, efficiently, and without needing to take a two-week course to master it. 

These two systems represent the best the business has to offer. The Lexus RX has the upper hand and for two key reasons: first, the screen shape is easier to live with — the GV70’s screen, at 14.5 inches, is too long and letterbox-like; second, there is little need to go beyond a second screen touch to access any given function. 

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More importantly — and the tipping point for me — is the voice recognition system; it’s one of the best around. “Hey Lexus, turn on the wipers;” done. If the setup is not class-leading it is pretty darned close. It is a pity not all RX models benefit from the larger screen — it gives everything more breathing space. 

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EA: For those who prefer not to talk to HAL, both vehicles offer standard Apple CarPlay and Android Auto connectivity — wired in the Genesis, and wirelessly in the Lexus. Wireless device chargers are also available in both, with the Genesis offering a concealable drop-in cubby to help reduce the temptation for distraction (albeit with the awkward inconvenience of cable routing). 

Both of these crossovers are available solely in two-row, five-passenger layouts. The RX 350’s wheelbase has been lengthened for this new fifth generation, affording rear passengers more legroom but crowding out the option of a third bench. 

Driving impressions

EA: The Lexus RX 350h takes the interior for us, but the Genesis GV70 certainly bests it on the drive. Both the Genesis and the Lexus drive roughly as expected of modern crossovers, but the Genesis responds with dynamism where the Lexus stands out with dullness. Though certainly not sporty, the GV70’s steering and suspension are responsive for the segment and feel more direct than the commendably soft, sedate drive in the RX 350h; different strokes, and all that. 

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Higher GV70 trims can also equip Genesis’ ‘road-previewing’ adaptive suspension, though it doesn’t work to quite the glossy effect we’ve praised in the Genesis G90 luxury sedan. Lexus shoppers who tick the higher F-Sport packages, meanwhile, will appreciate those trims’ more dynamic adaptive suspension damping — the one bit of those appearance packages’ real mechanical substance, it’s worth noting. In town, buyers of either RX 350 will appreciate the variable-gear-rate steering rack, which actually makes the steering wheel turn the front wheels faster for quicker maneuvers. 

Up-trimmed with the 3.5L turbocharged V6 we’ve tested and appreciated in other Genesis products, the GV70 likewise pulls off with the surprising might of 375 horsepower and 391 lb-ft of torque. The turbo adds a good heft here, and pairs well with the paddle-controllable eight-speed automatic transmission. The Genesis GV70 comes standard with a 2.5L four-cylinder turbo, which actually delivers better 9.7 L/100 km combined fuel economy than the 2.4L engine’s combined 9.9 L/100 km in non-hybrid RX 350s. This direct-injected powertrain is a tad clattery for luxury applications, but nevertheless respectable at 300 hp and 311 lb-ft of torque. 

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The Lexus RX 350h’s hybrid powertrain is slow but steady. Mated to an unpleasant continuously variable transmission (CVT), the RX 350h rubber-bands its way to highway speeds at an inoffensive rate. The transmission attempts to remind drivers of a conventional automatic with paddles that let drivers knock the revs up like simulated gear changes, but the result is more noise than actual power. The RX 350h offers 246 hp and 233 lb-ft of torque; non-hybrid RX 350s offer 275 hp and 317 lb-ft through a conventional 8-speed automatic transmission. 

The Lexus’ sacrifices to the altar of fuel economy pay off, however: the 2023 Lexus RX 350h’s fuel economy is rated at 6.3 L/100 km city, 6.8 highway, and 6.5 combined; the non-hybrid RX 350 is rated at 11.2 L/100 km city, 8.4 highway, and 9.9 combined. 

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It’s worth noting that the higher-placed RX 500h is available with 366 hp and 406 lb-ft, rated at 8.7 L/100 km city, 8.4 L/100 km highway, and 8.6 L/100 km combined.

Fuel economy in the GV70 2.5T is rated at 10.7 L/100 km city, 8.4 highway, and 9.7 combined; GV70 3.5T figures are stated at 12.9 city, 10.0 highway, and 11.6 L/100 km combined.

GF: This is where these two capable crossovers drive very different roads. In simple terms, the RX 350h is aimed at those who like to ride easy and demand fuel efficiency; the GV70 keys on the inner driver. Power-wise, the GV70 has two turbos blowing air into the engine, which gives it some real pop; the RX 350h relies on a naturally aspirated four-cylinder and an electric motor to deliver the excitement. Even with the motor filling out the power curve, it still feels flat, and having driven the RX 500h, flat is not a word to use here! The other nit, as noted by Elle, is that CVTs are noisy and do not convey sophistication; so it is in the RX 350h. The GV’s eight-speed automatic is just the opposite — sophisticated and slick.

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The flip side is the RX’s wonderful fuel economy. Where the GV70 was swigging its gas at an average rate of 11.9 L/100 km during the test, the RX was sipping at 6.8 L/100 km. The difference in the longer-term cost of ownership is large.

Even the all-wheel-drive (AWD) systems take very different approaches. The rear-drive portion of the RX 350h’s AWD setup is supplied by an electric motor. Lexus does not specify how much power it contributes, but it has to add something — the AWD Corolla Cross has noticeably more hop off the line than the front-drive unit! 

Still, my preference was for the GV70. In a twist, the GV’s rear-drive platform mandates a rear-drive-biased AWD system, which gives it a sportier feel. When traction is needed the power is transferred forward to deliver the desired grip. In practice, it brings more bite when hauling out of a corner. This and the adaptive suspension give the GV70 its handling edge. All the electronics at play work as one to deliver a crisp, highly pointable drive. Conversely, the RX 350h is aimed at the type of driver that likes to waft rather than carve. If you want to do a hard run in the RX, it mandates the RX 500h.

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How would you sum things up Elle? Are you an RX fan or do you like some crickle-crack?

EA: These are different vehicles for different buyers, but as should be clear, the GV70 stands out in this comparison. Were I looking for a flavour of the month to lease, I’d be leaning GV70; if I wanted a family lifer to buy, it’d be the RX hybrid. 

GF: I am inclined to agree with your assessment. I loved driving the GV70 with its blend of power and handling, but like you, I found the RX 350h to be a more grounded proposition. I loved driving by gas stations! Mind you, of the RX range, I love the 500h, but that’s grist for another comparison!

Compare the Lexus RX 350h and Genesis GV70 with popular competitors using the Driving.ca Research & Compare tool.