The RX nameplate is a veritable stalwart of the Lexus organogram. Dating back to 1998, it launched the mainstream sport-utility vehicle ambitions of the Japanese brand.

While the original RX was a revised Toyota Harrier, subsequent iterations forged a new, distinctive identity, with recent versions taking on a notably sharp, unmistakable design profile. In the current Lexus SUV portfolio, it occupies an upper-medium position, above the medium-sized NX and below the mammoth LX.

Consumers have more choice than ever before in the arena. Buyers considering the RX would also be looking at traditional German rivals such as the Audi Q7, BMW X5 and Mercedes-Benz GLE-Class. They could also go for an option with a dollop of sporting pedigree, in the form of the Porsche Cayenne.

Or even a Volvo XC90, which emphasises comfort, over the firmer-edged nature of the Teutonic set.The Lexus has always been a left-field choice in the segment, appreciated for its refinement and high level of standard features, in addition to being the first in its class to offer a hybrid powertrain.

In the fifth-generation model, launched locally in September, hybridisation is very much a part of the mix, including a plug-in derivative for the first time. All versions are hybrid except for the starter RX 350 (R1,452,600); which is powered by a 2.4-litre, four-cylinder, turbocharged-petrol engine that delivers 205kW and 430Nm. This can also be had in F-Sport trim, for R1,574,100.

Kicking off the hybrid line-up is the RX 350h (R1,487,600); which uses a normally-aspirated, four-cylinder petrol with a 2.5-litre displacement, serving a total system output of 184kW and 239Nm.

The RX 450h+ plug-in hybrid (R1,629,300) uses the same motor as the RX 350h, but it is complemented by an 18.1kWh lithium-ion battery, powering an electric motor at the rear axle. It has a combined system output of 227kW. Lexus does not have an official torque figure available.

Priced at the top of the range is the RX 500h F-Sport, costing R1,723,100. It uses the same turbocharged-petrol unit as the RX 350, aided by a hybrid system comprising front and rear electric motors. The figures appear potent on paper: 273kW and 550Nm, with a claimed 0-100km/h time of 6.2 seconds.

Factory-issued warranty is a seven-year/105,000km duration, bolstered by an eight-year/195,000km battery warranty for the hybrid derivatives. Our experience of the RX range was behind the wheel of the regular, non-hybrid 350 replete with F-Sport accoutrements.

In the flesh, there is no disputing the dazzle-factor of the SUV, with its aggressive spindle grille, daring angularity and edges that seem so sharp, you might nick a finger.

Of course, the aesthetics may not appeal to all tastes. And there are some curious stylistic aspects, such as how the rear-side quarter windows taper, resembling the landau bars on a hearse. Some also said it looks like a badly-drawn eyebrow.

Its cleverly-proportioned design does well to make it seem more compact than it is. This is a sizable vehicle, with a length of 4,890mm, a height of 1,695mm and a width of 1,920mm. Luggage compartment capacity in the RX 350 F-Sport is a massive 612l.

Some customers might find the adoption of new, electronically-actuated door handles requires some getting used to. Instead of pulling the handle as one would have previously, grip it instead and allow your fingers to depress a contact strip on the inner-side. A push-button system works to release the doors from inside. The whole affair seems more gimmicky, rather than an improvement of overall user-experience.

Speaking of user-experience, the infotainment system, comprising a massive 14-inch central touchscreen, is certainly not as easy to navigate as systems in rival products. Thankfully Lexus has finally done away with the mouse-like track-pad of its previous setups.

But the latest interface could still do with some tweaking, in terms of simpler menu layouts, for instance. The steering wheel buttons were also annoyingly counter-intuitive.

While we are having a moan, it feels as if tactile quality has taken a step back. For the most part, surfaces are of a soft-touch nature, but harder plastics have sneaked into the mix. And what is with the overuse of cheap-looking piano black? My next criticism relates to ride quality.

A silky on-road manner is generally a Lexus hallmark, but the RX appeared to crash clumsily over asphalt imperfections. This could be attributed to the relatively low-profile wheel-and-tyre combination (235/50/R21). That aside, the vehicle imparts a solid feel, with surefooted road-holding and assured all-wheel drive grip.

It rides on the Toyota GA-K platform, highly-rigid, fettled for respectable dynamic abilities. Even though the body relies on a variety of weight-saving, aluminium components, the unladen mass of the RX is a significant 2,005kg.

No doubts about the strength of the 2.4-litre engine, but in terms of smoothness and silence of operation, it leaves room for improvement. Under hard acceleration, the turbocharged-four creates an unrefined din. Some drivers may long for the creamy delivery and seductive bellow of the normally-aspirated V6 motor that used to accompany Lexus derivatives donning the 350 moniker.

We suspect the hybridised RX versions may offer superior tractability, with more polished characteristics courtesy of electrification. No faults to level at the eight-speed automatic. Fuel consumption at the end of our test period was 11.4l/100km.

In typical Lexus fashion, standard equipment leaves little to be desired. Highlights across the board include a 21-speaker Mark Levinson audio system, head-up display, wireless smartphone charging and a three-zone climate control system.

While it falls short in certain areas, what might ultimately sell you on the Lexus is the value it represents. Of the rivals mentioned earlier in the story, it has the lowest base pricing. The range-topper RX 500h F-Sport even comes in at a bit less than entry-level versions of some of those direct German competitors.