2007 Lexus RX 400h Reviews and Ratings

Utility 4D AWD

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2007 Lexus RX 400h
New Car Test Drive

Introduction
The Lexus RX was one of the first sedan-based, luxury utility vehicles, and it remains one the best. This so-called crossover is impressively smooth, comfortable, responsive in all driving situations and flexible when it comes to hauling people or cargo. It's finished with style and built like the proverbial Swiss watch, and it can be equipped with almost as many high-zoot features as the flagship Lexus LS 460 sedan.

The standard V6 model scoots more quickly than some V8-powered sport-utility vehicles, with reasonable operating costs. The hybrid RX400h is a technical marvel that can run strictly on electric power (yet does not need to be plugged in), and it improves overall fuel economy as much as 30 percent.

The package only gets better for 2007, starting with the renamed RX 350. Its more powerful 270-hp 3.5-liter V6 improves both performance and fuel efficiency compared to the 223-hp 2006 RX 330. The RX 400h, meanwhile, is available for the first time with front-wheel drive, reducing the price for those who aren't interested in all-wheel drive and increasing fuel economy slightly. To help keep the hybrid model's price in check, it comes with the same standard equipment as the RX 350. Some features previously included on the base RX 400h are optional on the 2007 model.

With the RX series, Lexus pioneered the crossover-style SUV, based on a unit-body car platform rather than a heavy-duty truck frame. Crossover utility vehicles offer better ride and handling than truck-based SUVs, but they still deliver many of the things buyers want in an SUV: more cargo space than a car, a better view over traffic and a sense of security that accompanies an elevated driving position. To be sure, crossovers like the RX typically don't offer the big towing capacity or off-road capability of a true truck. Yet an all-wheel-drive RX 350 handles gravel and snow with ease, and it can tow up to 3500 pounds with the optional trailer package.

The RX is as quiet inside as most cars. It's easy to drive and easier than most SUVs to park, with light steering and responsive brakes. It also offers the latest technology: headlamps that swivel to help the driver see around corners, a rear-mounted camera that displays what's behind on the dash-mounted navigation screen, a voice-activated hands-free telephone system, cruise control that can adjust for changes in traffic and a giant sunroof. It's equipped with the latest in passive safety features, including seven airbags.

The RX 400h combines a gasoline-powered V6 with one high-torque electric motor-generator on the front-drive version, and two motors with all-wheel drive. The gas engine can propel the car or recharge the batteries. Most of the time the RX 400h runs on a combination of the V6 and electric motors, but in certain situations it will run strictly on the V6 engine, and in others strictly with the electric motors.

Emissions are extremely low, reducing the impact on the environment to something in the neighborhood of nil. The RX 400h burns about as much gas as a compact car, reducing demand for oil. Yet it drives essentially the same as the RX 350. It accelerates as quickly off the line (which is quite quick), and more quickly at certain speeds. The main difference comes when the RX 400h runs only on the electric motors: when it glides serenely through a parking lot or down a neighborhood street.

In short, the RX 400h delivers the performance of some V8-powered SUVs with the economy of a four-cylinder. There are lots of good reasons to choose it over the standard RX 350, but not economic reasons. The RX 350 is a very efficient vehicle in its own right, and now that Lexus has equipped both variants identically, the $4,000 price premium for the RX 400h pays strictly for the hybrid drivetrain. In the very best case, an RX 400h owner can expect to break even with fuel savings over the typical five-year period of ownership.

The Lexus RX might be the perfect automotive appliance. It's well-suited for just about any assignment, from a drive along the Pacific Coast Highway to a camping trip in the Sierra Nevada. And appliance is this context is complimentary, because the RX is also stylish and right at home in the valet line at a fancy restaurant. It remains one of the most appealing SUVs. Model Lineup
What's New for 2007: The Lexus RX 330 becomes the RX 350, thanks to a larger, more powerful engine. Beyond the engine, the standard equipment hasn't changed. Further, the hybrid-powered RX 400h is offered with front-wheel drive as well as all-wheel drive. The RX 400h now comes standard with the same equipment as the RX 350, except its hybrid gas-electric powertrain. Previously included features such and power tilt steering, moonroof and leather seating are optional.

The 2007 Lexus RX 350 is available with a choice of front-wheel drive ($37,400) or permanent all-wheel drive ($38,800). Both models are powered by new 3.5-liter dual-overhead-cam V6 engine that delivers 270 horsepower through a five-speed automatic transmission.

The RX 400h also offers a choice of front drive ($41,180) and all-wheel drive ($42,580) with Lexus Hybrid Drive technology.

Standard features on all models includes cloth upholstery automatic climate control, a 132-watt AM/FM/cassette stereo with eight-speakers and an in-dash, six-CD changer, cruise control, privacy glass, automatic headlamps, 10-way power adjustment for both front seats, 17-inch aluminum wheels and leather trim for the steering wheel and shift knob.

Options for both the RX 350 and RX 400h: The Premium Package ($1,245) includes leather upholstery, power tilt/telescope steering wheel, a roof rack and power moonroof. The Premium Plus Package ($2,060) adds high-intensity discharge headlamps that turn in the direction of travel and entry lights that illuminate the ground below the doors.

The navigation system ($2,650) has been upgraded for 2007 with Bluetooth and voice command capability and improved graphics, and it includes a rear-view camera that projects an image of what's behind whenever reverse is engaged. The nav system with Mark Levinson audio ($6,190 for RX 350, $4,130 for RX 400h) adds 240 watts, more speakers with a subwoofer and high-tech digital sound processing. Mark Levinson audio is available as a stand-alone option on the RX 400h ($980).

The giant multi-panel sunroof ($2,840) comes packaged with other features. A heated-seat package ($665) adds rain-sensing wipers and headlight washers. The Tow Prep ($160) package adds a transmission cooler, heavy-duty alternator and larger radiator. Other options include a rear-seat DVD entertainment system ($1,740), laser-managed Dynamic Cruise Control ($600), the HID headlamps ($815), and heated front seats ($540). XM Satellite Radio is offered as a dealer-installed option.

The Performance Package ($4,055) is the one option group offered only on the RX 350. It includes all of the items in the Premium Package, plus 18-inch graphite-colored aluminum alloy wheels with wider speed-rated tires, height-adjustable air suspension, sequential-shifting transmission, rain-sensing wipers and a power rear liftgate.

Safety features that come standard include the mandated front airbags, plus a smaller airbag to protect the driver's knees. Front passengers get side-impact airbags for torso protection, while the curtain-style head protection airbags span both rows and deploy to offer head protection if the vehicle senses the possibility of a rollover. All RXs feature advanced ABS, traction and stability electronics. Walkaround
The Lexus RX was created on the same platform (with modifications) as the Toyota Camry and Lexus ES 350 sedans. This is important, because the RX has more in common with a good sedan than some truck-based utility vehicles.

The current Lexus RX models build on the style set by the original RX 300, then a zoomy design theme not seen on SUVs. Its shape is defined by radically raked, body-colored pillars at the four corners of the cabin, with window frames blacked out to blend into the ovoid shape of the side windows.

The raked-back front fascia and headlamps are reminiscent of the Lexus ES 330 sedan, and the gem-like high-intensity discharge (HID) headlights look like they mean business. The high-intensity headlamps also feature the Adaptive Front Lighting System, which uses an on-board processor to calculate the optimum angle to illuminate a turn then swivels the headlamp closest to the turn accordingly, allowing the driver to see better around corners. Given the high demand for these expensive light assemblies, Lexus has gone to some length to make them harder to steal.

The RX's beefy front bumper and pronounced fender flares are designed to suggest the rugged, off-pavement look some expect in an SUV. Its door handles are of the reach-through type, which are generally more hand-friendly than the fingertip pull-up type, with less opportunity to break long fingernails or snap away from your fingers when you're in a hurry.

Viewed from the rear, the RX reveals a visor-like spoiler over the top edge of its rear window, a short radio antenna at the right-rear corner of the roof (promising better reception in marginal areas than the also-included imbedded-in-glass type), and clear-lens tail lamps.

Subtle styling differences distinguish the RX 400h from the RX 350. Among them: a front bumper and grille designed to allow more air into the RX 400h engine bay for more cooling and tail lamps with LEDs instead of traditional incandescent bulbs. The RX 400h is available with the same 18-inch wheels and speed-rated tires offered on the RX 350, and it says something about the thinking behind the hybrid. Lexus could have used hard, low-grip tires that reduce rolling resistance and further improve fuel economy, but chose to enhance handling instead.

The 400h hybrid powertrain adds less than 300 pounds to the curb weight and that's an impressive engineering achievement, given the powerful motors and batteries. They're all placed low in the vehicle, so they don't substantially raise the center of gravity or affect handling. While the hybrid does give up two gallons of fuel capacity, its 17.2-gallon tank is still larger than that in most vehicles, and it loses none of the 84.7 cubic feet of cargo space available in the RX 350.

What's New for 2007: Minor tweaks to the RX 400h's appearance include a blue 400h badge on the rear liftgate, and 17-inch aluminum wheels as standard equipment; 18-inch wheels are an option. On all models, the popular high-intensity discharge headlamps are offered as a stand-alone option ($815). Interior
The Lexus RX feels spacious when you settle in. It's luxurious and inviting. The optional leather upholstery is luxuriously soft and slightly bunched.

The RX 350 has splashes of walnut or bird's eye maple on the doors and center console and on its steering wheel. The RX 400h has brushed aluminum that resembles the metallic plastic used in both models around the gauges and switch plates and its steering wheel is wrapped completely in leather.

Getting in is easy, with no need to climb up or duck down. The front seats are positioned off the floor at a comfortable chair height and are snug and supportive. The seat bottoms are relatively flat, making it easy to slide in and out. Folding armrests on both front seats offer more comfort on longer trips. The center console slides forward and back, allowing room for a purse or whatever else you might stow between the front seats.

The instrument cluster is a bit different in the RX 350 and RX 400h. In the RX 350, there are three large, round gauges trimmed in silver, with legible script and near-perfect backlighting. In the RX 400h, an illuminated meter replaces the traditional tachometer on the left, displaying the level of power generated by the hybrid powertrain. The driver can also monitor gas-electric power distribution on the multi-function display, which dominates the center stack and also serves as the navigation screen in vehicles so equipped.

This seven-inch screen is also used for climate control and trip computer functions, and can display the outside temperature and clock (with alarm). It shows the image provided by the back-up camera, which is included with the navigation system and automatically activates when the transmission is shifted into reverse. You can't drive backward by watching the screen, but it's very useful for checking for low obstacles (and people) that would be difficult to see just by looking over the shoulder, and it also helps when backing the RX into a parking space.

The navigation system is one of the best. The current Lexus package includes voice activation, Bluetooth interface with compatible cellular phones and impressive shadowed graphics. There's a downside to many of these new, integrated control systems, to be sure, and the RX is no different. You have to press two buttons to change the fan speed, for example, rather than just one. Lexus dealers can program the default settings of many of the control functions, so be sure you have them tailor automatic door locking and other features to your preferences. If you're fighting some feature, it can probably be programmed to operate differently.

Overall, we find the switches and controls in the RX (and in Lexus cars generally) to be among the best. They're well placed, properly sized and soft to the touch, yet firm and positive in movement.

However, there are exceptions to this: The trip odometer can be hard to read. Perhaps more annoying, the switch that moves the outside mirrors is positioned such that, when drivers get the seat positioned in a comfortable position, many can't reach the mirror switch without leaning forward in the seat. Thus, they have to lean, adjust the mirrors and then lean back to check the mirrors from the position they'll take while driving. This trial-and-error process reminds us of old sports cars or trucks where you get out of the car, adjust the mirror, get out of the car, readjust the mirror. And in one of our test cars, the electric steering column moved in un-Lexus-like skips and lurches, rather than with a nice, smooth motion.

Audio controls in the RX are low on the center stack. The radio has big knobs for volume and tuning that are easy to use without distraction from the task of driving. The standard audio system sounds great, with 132 watts of output, eight-speakers and a CD-changer. We like that Lexus still includes a cassette for old-timers as well as books on tape. The optional Mark Levinson audio system features 11 speakers, with a subwoofer and 240 watts of power.

The shifter for the automatic transmission is located in a pod in the center of the dash. This was novel when the RX series first appeared, and has been copied in other vehicles since. The lever follows a mechanical zigzag pattern to make sure you only move it one gear position at a time. We found this made shifting between reverse, drive, and the lower gears ponderous, particularly when we were in a hurry.

The RX bucks the SUV trend by offering no third-row seat. Lexus says buyers wanting more passenger space should look at its larger SUVs, the GX 470 and LX 470.

As it is, the rear seat in the RX is contoured for two, though it has belts for three. No surprise then that that RX is comfortable for four people, crowded with five. There's a folding center armrest with cupholders and storage, and the rear seats fold forward 40/20/40. That means the center section will fold to create a long, narrow space for skis, shovels, or fly rods while still allowing four people to ride in comfort. This is a better solution than the typical 60/40 folding seats, which force one of four occupants to travel in the less-comfortable center-rear seat when carrying the aforementioned long items.

Folding all the rear seatbacks opens 84.7 cubic feet of cargo space in both the RX 350 and RX 400h. The substantial battery pack in the hybrid model does not encroach on cargo capacity. Further, there's more cargo room in the RX than in the BMW X5, Mercedes M-Class or Infiniti FX, and more than that available in the larger, heavier Lexus GX 470. The rear seats don't fold completely flat, but compartments cleverly hidden under the load floor offer some additional storage. The cargo cover automatically retracts when the rear hatch is opened, which is handy when your arms are full and you don't want to put things down on the wet pavement.

New for 2007: All Lexus RX models now come standard with an in-dash, six-CD changer, as well as a 10-way power-adjustable front passenger seat (as opposed to eight-way). The optional rear-seat DVD entertainment system features a larger nine-inch LCD screen. Finally, a number of features previously standard on the RX 400h are now offered separately or in option packages, including leather seating, a power tilt/telescope steering wheel, moonroof, and driver's seat memory. Driving Impressions
The Lexus RX 350 is smooth in just about any situation. It travels over rough, broken, pavement without jostling whoever is inside, but it does not float. Its fully independent suspension is well damped, helping keep the tires pressed to the pavement, so the driver feels confidant that the RX will respond properly to quick turns on the steering wheel. The steering is light and accurate and the RX feels poised when cornering.

The new 3.5-liter V6 takes the RX beyond snappy to a feeling of real power without sacrificing the trademark smoothness. Indeed, this V6 is so powerful that it responds aggressively, even abruptly, to anything more than a bit of gas. It takes a bit of practice to adjust to the throttle response.

Lexus can no longer claim that its hybrid RX 400h accelerates more quickly that the conventional gasoline V6. The RX 350 squirts from 0 to 60 mph in 7.3 seconds, or 7.4 seconds with all-wheel drive. It's a tick quicker than the 400h, and quicker than some V8-powered SUVs.

The five-speed automatic helps exploit the extra power from the RX 350's engine. It quickly kicks down a gear or two when the driver dips the accelerator, and holds that gear all the way to the redline when the pedal is floored, before shifting up smoothly and smartly. With more gears than a traditional four-speed automatic, the five-speed keeps the engine purring in the fat part of the power band. A low first gear offers quicker response off the line, useful when you need to merge into traffic from a standing start. Fifth gear, meanwhile, provides lower engine speeds when cruising, which translates into less engine noise and better gas mileage.

Driving the RX 400h isn't a lot different than driving the RX 350. It's smooth and responsive, yet there are some obvious distinctions that are apparent from the moment it starts up.

Twist the key in the 400h. Everything on the dash lights up, but there's no sound of an engine starting, only silence. Slide the transmission lever to drive and you can pull silently away on electric power. This is not at all intuitive at first because we're all accustomed to hearing and feeling an engine running before shifting into drive. Shifting into drive without sound or vibration can feel strange. You get used to it, though, and we enjoy running in electric-only mode.

At low speeds, the RX 400h is perfectly content to operate in electric-only mode. It's quiet, and you begin to hear things that are normally drowned out by an engine. We found this interesting and enjoyable. It will run in this silent mode in stop-and-go commuter traffic, eliminating the noise and pollution that the cars around you are putting out. The RX 400h maneuvers silently through crowded parking lots as well, where pedestrians often will not hear you coming and therefore won't always get out of the way. You learn to be patient and need to exercise extra care. Toyota's hybrid system is an electric motor assisted by a gas engine, while some of the other hybrid systems are oriented around a gasoline engine assisted by an electric motor.

The V6 engine starts whenever it's needed to supplement the electric motor. Step hard on the gas pedal and the V6 will usually kick in quickly and seamlessly. In all cases the response is immediate acceleration, and plenty of it. The 400h is impressively quick, particularly when overtaking a slower vehicle between 30 and 60 mph.

The RX 400h enjoys a 60-percent edge in fuel efficiency over the RX 350 in the EPA's City cycle, earning 32/27 mpg City/Highway with front-wheel drive. That might look odd at first, as we rarely see EPA ratings with City mileage that exceeds Highway by any amount, much less five miles per gallon. With the RX 400h, it's because the vehicle can run strictly on electric power at lower city speeds, using energy generated in several ways (including the gas engine) and stored in its batteries. The front-drive 400h's EPA combined rating of 29 mpg is comparable to that of the average compact sedan. The average for SUVs in this class is about 16 mpg.

Impressive numbers, to be sure, but we should probably lay one myth to rest right here. The RX 400h will not save its owner a substantial amount of money, compared to an RX 350, in reduced fuel bills. Depending on driving habits, it won't likely pay off before the fifth year of ownership. The RX 350 is an impressively efficient vehicle in its own right, and we've done the math. With a model re-alignment this year, the RX 350 and 400h are equipped identically, so the price difference is strictly for the hybrid powertrain and not extra features such as leather seats or a moonroof. The difference for all-wheel drive models is $3,780. At 15,000 miles per year with gas at $3 per gallon, it will take the 400h driver four years, eight months to recover extra cash spent at purchase, using the EPA's City ratings for both. The cheaper that gas, the longer it takes to recover the initial investment.

Likewise, the more highway driving an owner does, the longer it takes to recover the up-front cost. If a driver achieves something like the EPA combined rating for both cars (it's 22 mpg for the RX 350), which is a more realistic measure of what the typical owner can expect, it takes nine years to recover the extra cost for the RX 400h. That's nearly twice as long as the typical period of ownership. There are plenty of good reasons to buy an RX 400h, not the least of which is reduced environmental impact. Lower cost of ownership is not one of them.

On the downside, the RX 400h drones under light throttle. The sound it makes under acceleration is not entirely pleasing, either. In some test vehicles we could feel the gas V6 kick on and off, and it's a lurch you won't feel in other Lexus products. Also, there's a little torque steer, or at least something that feels similar to torque steer: Pull up to a stop sign, stand on the gas and make a right turn, and you'll feel a slight tug on the steering wheel or a resistance to turning.

The brakes may be the most un-Lexus-like component of the RX 400h. They stop the car with authority, no worries there. But they sometimes feel uneven, as the regenerative effect of the electric motors helped slow the car, which makes it more challenging to modulate the pedal for smooth stops, particularly at parking lot speeds.

No issue at all in the RX 350. Its brakes are smooth and respond with good pedal feel in all circumstances. Its brakes are relatively large and the anti-lock braking system is well tuned, helping a driver maintain steering control during emergency stops. The system features Electronic Brake-force Distribution, which directs braking effort in proportion to weight bias and brake loading for improved stability under hard braking, and Brake Assist, which is designed to sense panic braking and to maintain full braking pressure, even if the driver makes the common mistake of relaxing pressure on the brake pedal.

While it may be the perception that green does not mean fun, the opposite may be true with the RX. The 400h might handle a bit more responsively than the standard RX 350 without the Performance Package, and it certainly feels sportier. The 400h suspension is firmer, and it corners with less lean. Its optional 18-inch wheels come with speed-rated tires that are aggressively sticky.

All RX variants are nearly immune to road noise, even with the large greenhouse and expansive glass, and there's very little wind noise. Lexus engineers took the time to aerodynamically shape the roof rack for quieter running.

The all-wheel-drive system on models so equipped automatically routes power to the wheels with the best grip and works with the ABS to slow any wheel that slips and spins. The RX 350 is not a serious off-road vehicle, as it has no under-body armor, low-range or locking differentials. Yet if you tread lightly, it's fine for unpaved roads. An RX 400h driver should stick to pavement, or risk damaging the hybrid drivetrain, however. But with all-wheel drive either vehicle is great for the Snow Belt. Deep snow or packed snow (with the right tires) and slippery surfaces are no problem. The RX finds whatever grip is available and adds an element of confidence in bad weather.

The optional Performance Package for the RX 350 features an air suspension with four driver-selectable settings. The air suspension automatically lowers the vehicle by 0.3 inches at speeds higher than 62 mph, to reduce drag for better handling and fuel economy. Drivers can select a mode that lowers the car by 0.6 inches for better cornering and a smoother ride. Rough roads and unpaved trails requiring greater ground clearance can be accommodated by the High position, which raises the ride height by 1.2 inches at speeds up to 30 mph. An Access mode lowers the RX 330 for easier entry and exit when in Park. The Access mode can be programmed to lower the RX automatically when the ignition is turned off, a nice feature.

What's new for 2007: The 3.5-liter V6 in the RX 350 increases horsepower 25 percent to 270 hp over the previous RX 330, and torque by 13 to 251 pound-feet, yet also increases EPA fuel economy rating by 1 mpg. This aluminum V6 features the latest control technology, including Lexus's Variable Valve Timing with Intelligence system (VVT-i), which balances high-rev horsepower with good torque at all engine speeds and low emissions. Also new for 2007 is the front-wheel-drive version of the hybrid-powered RX 400h. The front-wheel-drive version features a single electric motor in front, as opposed to one motor front and one rear on the all-wheel-drive model. Summary
The Lexus RX will handle just about any driving task, from the commute to camping to a Sunday cruise, in style and comfort, regardless of the weather and with reasonable operating costs. It's smooth, roomy, luxurious and responsive. The hybrid-powered RX 400h is a technical marvel and very easy on the environment, with improved fuel economy and no decrease in performance. But over the typical lease or new-car loan period, it's likely to cost more to own than the conventional RX 350, which we find more enjoyable to drive.

John Matras filed the original report from Pennsylvania, with staff reports by NewCarTestDrive.com.

Model as tested
Lexus RX 350 AWD ($38,800)
Basic Warranty
4 years/50,000 miles
Assembled in
Cambridge, Ontario, Canada; Kyushu, Japan
Destination charge
715
Gas guzzler tax
N/A
Base Price
37400
Price as tested
45701
Options as tested
Premium Plus package ($2,060) includes leather upholstery, power tilt/telescoping steering wheel with memory, one-touch open/close moonroof, adaptive HID headlamps, roof rack with rails, illuminated entry; Gen 5 Navigation system ($2650) includes voice activation, Bluetooth interface and back-up camera; 18-inch alloy wheels with 235/55VR18 tires ($495); heated front seats with rain-sensing wipers and headlamp washers ($665); Towing Prep package ($160) includes transmission cooler and heavy-duty alternator and radiator; cargo mat ($90); wheel locks ($66)

Model Line Overview
Model lineup
Lexus RX 350 FWD ($37,400); RX 350 AWD ($38,800); RX 400h FWD ($41,800); RX450h AWD ($42,580)
Safety equipment (standard)
multi-stage front airbags, driver's knee-protection airbag, front passenger side-impact airbags, front and rear side curtain airbags, ABS w/electronic brake-force distribution (EBD) and brake assist, electronic stability control, traction control, tire-pressure monitor
Safety equipment (optional)
N/A
Engines
3.5-liter DOHC 24-valve V6 with variable valve timing
Transmissions
5-speed automatic

Specifications as Tested
dual-zone climate control, AM/FM/CD stereo, power driver and front passenger seats, one-touch power windows, power locks with remote, power outside mirrors w/electrochromatic dimming, Homelink universal transmitter, tilt wheel, leather-trimmed steering wheel and shift knob, auto-retracting cargo cover, floor mats, automatic on/off headlamps, fog lamps, 17-inch aluminum wheels

Engine & Transmission
Engine
3.5-liter DOHC 24-valve V6 with variable valve timing
Drivetrain type
all-wheel drive
Horsepower (hp @ rpm)
270 @ 6200
Transmission
EPA fuel economy, city/hwy
19/24
Torque (lb.-ft. @ rpm)
N/A

Suspension
Brakes, front/rear
vented disc/disc with ABS, EBD, Brake Assist
Suspension, front
independent, MacPherson struts, coil springs
Tires
P235/55VR18
Suspension, rear
independent, MacPherson struts, dual lower links, coil springs

Accomodations
Seating capacity
5
Head/hip/leg room, middle
N/A
Head/hip/leg room, front
39.3/55.6/42.5
Head/hip/leg room, rear
38.6/55.1/36.4

Measurements
Fuel capacity
N/A
Trunk volume
84.7
Wheelbase
106.9
Length/width/height
186.2/72.6/66.1
Turning circle
37.4
Payload
N/A
Towing capacity
3500
Track, front/rear
62.0/61.2
Ground clearance
7.5
Curb weight
4090


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