Optimised Toro Energy scoping study powers up WA uranium economics
The latest numbers paint an encouraging picture for a standalone operation, improving its historic net present value (NPV) by 9 per cent to a hefty $908 million while slashing the project's payback period to 1.5 years.
The updated study was driven by a refined resource estimate and re-optimised pit design, allowing for a robust internal rate of return of 56 per cent on an estimated capital expenditure of $298M.
The study was completed by mining experts at SRK Consulting and metallurgical specialists Strategic Metallurgy to leverage a strong uranium price of US$85 (A$130) per pound and a vanadium price of US$5.67 per pound.
The assumptions align with what the company believes is a bullish projected uranium market, buoyed by supply shortages, geopolitical tensions and growing demands for clean nuclear energy.
Toro says its Lake Maitland project is forecast to produce 1.3 million pounds (Mlbs) of uranium and 0.75Mlbs of vanadium annually during a 16.3-year mine life, totalling a substantial 22Mlbs of uranium and 12.3Mlbs of vanadium.
The company says its operating costs are a standout, with C1 cash costs pegged at just US$15.46 per pound of uranium in the first five years, rising to US$22.67 over the life of mine. The all-in sustaining costs are equally competitive at US$20.68 per pound initially and US$28.37 over the life of the mine.
Total EBITDA is projected at a huge $2.33 billion, with undiscounted pre-tax cash flows of $1.96B, averaging $120M annually.
The study builds on a re-estimated resource at Lake Maitland of 33.3Mt grading 403 parts per million (ppm) uranium oxide for 29.6Mlbs contained uranium and 50Mt at 285ppm vanadium oxide for 31.4Mlbs contained vanadium.
The shallow hosted, clay-dominated resource contains both uranium and vanadium, with a strong 83 per cent correlation between the two, offering a strategic by-product bonus.
Toro's mining plan is straightforward, using conventional open-pit truck-and-shovel methods with minimal drill-and-blast due to the unconsolidated clay host. The high-grade core will be mined first to maximise early cash flows.
The company says it is confident it can secure traditional debt and equity financing thanks to its partnership with Japanese giants JAURD and ITOCHU, which could earn a 35 per cent stake in Lake Maitland for $60M upon a positive definitive feasibility study.
Lake Maitland's low costs and high margins make it stand out in a tightening market, should ancient regulations around uranium mining in WA ever be lifted.
With the scoping study complete and feasibility work on the horizon, Toro is charging towards project funding as it navigates political winds and, no doubt, hoping its Lake Maitland can cornerstone WA's uranium revival.
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2025 Lexus NX450h+ F Sport review
Lexus NX Pros Lexus NX Cons The Lexus NX450h+ was the Japanese luxury brand's first plug-in hybrid vehicle (PHEV) to arrive in Australia when it was launched here in 2022, and there's been plenty of activity around the pioneering electrified mid-size SUV since then. Exceedingly high demand and supply constraints led Lexus to suspend NX450h+ orders in early 2023, after the model had recorded a respectable 230 sales in 2022, contributing to a total of more than 1000 electrified NX sales in the same year. Orders re-opened in late 2024, after Lexus secured a healthy supply of its plug-in NX to satisfy anticipated demand in the coming years. The result is the 2025 Lexus NX450h+ F Sport on test here, which has received minimal changes since its initial unveiling. It's currently the most expensive NX you can buy, but you'll soon be able to get a plug-in NX for much less when Lexus introduces the cheaper NX450h+ Luxury variant later this year. For now, the F Sport continues to serve as not only a flagship model grade but also a glimpse into what Aussies could be offered when the next-generation Toyota RAV4 arrives in 2026, bringing PHEV power to the nation's top-selling SUV for the first time. Watch: Paul's video review of the Lexus NX350h F Sport This is because the NX and RAV4 share the same platform and some powertrains, so there are many similarities found underneath the dolled-up face of the Lexus. There's a benefit to employing the same underpinnings as Australia's favourite mid-size SUV, but they still need to sold to potential buyers of the more luxurious PHEV, which lacks the public awareness of the RAV4. The NX has long been one of Lexus' best-selling models, but does PHEV power do it any favours? The NX450h+ is currently the sole PHEV version of the NX and sits at the very top of the model range, priced at $95,900 before on-road costs. There are a couple of caveats to this lineup. One is that only dealer stock remains of the base NX250 Luxury, which means it'll no longer be available once those vehicles are sold. The other is that the cheaper Luxury version of the NX450h+ will arrive next month, and it's expected to be a much more compelling value proposition than the flagship F Sport on test here. For the time being, it's best to compare the NX450h+ against other flagship PHEV mid-size SUVs, including the Mazda CX-60 Azami P50e ($81,490 before on-roads), Mitsubishi Outlander PHEV GSR ($73,970 before on-roads), and Range Rover Evoque P300e ($91,902 before on-roads). As a baseline, the existing RAV4 range tops out at $58,360 before on-roads for the Edge AWD. To see how the Lexus NX stacks up against its rivals, use our comparison tool Very typically Lexus, but hardly revolutionary. Among the more unique aspects are its door handles, which look 'normal' but are actually electric and don't move when pulled. There are also the Japanese premium brand's strange button-like 'handles' inside, which aren't new but still seem like a needlessly complicated mechanism. Comfort is a highlight inside, even with the more aggressive F Sport seats. They offer more pronounced side and base bolstering and are slightly firmer than the standard NX seats, and they're finished in high-quality synthetic leather. I found these seats, while certainly on the snug side, fitted my 173cm frame quite well; they stay comfortable on longer drives while being supportive enough to keep you planted around turns. The contrast between these sporty seats and the otherwise traditional SUV cabin presentation is interesting, though some may consider them unnecessary. For now the NX's PHEV powertrain is only available in aggressive F Sport trim, but it will have broader appeal when the NX450h+ Luxury arrives in September with a lower price. Otherwise, all of the traditional Lexus luxuries are present and correct, and it's nice to interact with controls like the premium-feeling leather-wrapped steering wheel – with perforated leather at nine and three o'clock. What isn't as nice is the lack of physical switchgear. On the steering wheel are what appear to be buttons, but they're touch-sensitive haptic controls. This allows Lexus to pack more functions in than the eight directional 'buttons' allow, as pressing the largest buttons on each horizontal spoke will change what they control or adjust. It can be confusing at first, but the fact that each function is shown on the head-up display helps clarify things. The only real complaint is that it'll take a few presses before the system registers you're trying to skip a song, for example. Still, a short while living with the car will cement this to memory. Similarly, the NX's climate controls are almost entirely digital, except for the two temperature dials. The climate interface is permanently on and takes up the bottom portion of the infotainment display. While more finicky than real buttons, everything is still clearly labelled and easy to locate on the move. We still wish there was some more thought put towards physical controls, as even the temperature dials feel a little doughy – something like Honda's clicky, notchy dial action would do wonders here. If the selection of permanent controls isn't enough, you can also open a dedicated climate menu for more detailed info. Better yet, the entire system is unaffected by any smartphone mirroring interface. Connectivity for both Apple CarPlay and Android Auto is wireless in the NX, and the former was generally reliable over our week with the car. Some of Toyota's typical gremlins were still there though, with Melbourne's toll gantries regularly causing glitches and lag. On the other hand, the NX's digital instrument display is tidy and functional. The digital central portion is flanked by simple meters for charge and fuel level, and there are other general lights and icons scattered around the space. There's also a wealth of information to be found on the central portion, which is navigable using those haptic steering wheel buttons. Some of this info is tied to drive modes, like energy consumption only being visible when in EV mode, so it's worth playing around to find what you want to display. In the middle of the cabin is a soft armrest, as well as several of those drive mode buttons finished in easily smudged glossy black plastic. A wireless charger is fitted here too, along with individual USB-A and USB-C ports and a strangely sized cut-out, perhaps ideal for the car's key. Uniquely, that wireless charging pad sits atop a sliding panel that can open to reveal a small cubby housing two USB-C chargers and a 12V outlet. You'd be forgiven for missing this, but it's still a clever way Lexus has eked out a little more storage space. You also get two nicely sized cupholders and a generous central storage box, alongside relatively small bottle holders in the doors. Unfortunately, leaning on the driver's door card in our test car caused it to flex and creak badly, almost as if it needed a few more clips to secure it properly. There was a similar clicking noise coming from the rear driver's side door, which – annoyingly – we couldn't pinpoint. This one seemed more like a door seal repeatedly sticking and unsticking as the body flexed slightly over bumps, if you can imagine that. Climbing into the back is easy thanks to the car's large doors. Once you're inside, you'll find the rear seats are comfortable and that there's plenty of space that should easily accommodate taller passengers. There are also two rear-facing air vents, albeit with no dedicated climate control panel, along with dual USB-C ports and a 12V outlet. A driveline tunnel will impact middle seat leg room, but there's a fold-down armrest with two cupholders for when that seat's empty. Additionally, there are two ISOFIX anchors and three top-tether points for fitting child seats. Boot capacity in the Lexus NX is the same regardless of powertrain, measuring 520 litres with the rear seats in place and 1141L when they're folded down. This is slightly less than in a RAV4, which offers a minimum of 542L, but more than a plug-in hybrid Mazda CX-60 (477L). The NX's load floor is long, but slightly lower than the boot opening. A net on the passenger side is ideal for loose items and there's a small amount of space under the floor, where you'll find the car's standard 12V battery and accessories like charging cables. But there's no spare wheel. The tailgate is powered and can be operated hands-free, and there are several useful hooks and tie-down points scattered around the boot itself. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus' PHEV system pairs a 2.5-litre naturally aspirated four-cylinder petrol engine producing 136kW of power and 227Nm of torque with a rear-mounted electric motor that makes 134kW and 270Nm. Lexus says this electric motor "achieves EV output equivalent to a 2.0-litre engine". Our week with the car primarily involved highway driving, with the long-distance routes leading us to prioritise hybrid mode over EV-only. This contributed to our impressive real-world fuel economy – impressive on its own and also compared to its ambitious 1.3L/100km claim, which as with most PHEVs is far from achievable in the real world. Energy consumption was still on the higher side, which is curious given our skew towards petrol power. Still, I was able to get through five days of commuting (~120km per day) with no fuel stops and only one charge for the week, with more than a quarter of a tank still to spare. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus is a premium brand, and the NX captures most of what a buyer might expect from one. It may share its bones with Toyota's best-seller in 2024, but this is a case where Lexus' Midas touch has been able to bring out the best of a given platform. As a result, the NX450h+ is exceptionally quiet on the move, with little road or wind noise able to penetrate the cabin. Granted, it may not be as refined as a $100,000-plus BMW, for example, but it's still miles ahead of the RAV4 in terms of overall refinement. This means it's easy to spend an hour or two behind the wheel, which will also expose the prowess of the car's PHEV system. To start, its relatively small battery means charging won't take long, and you have a small selection of drive modes to choose from when you set off. Predictably, these are HEV, EV, and Auto. The latter is the most 'normal', as it'll automatically choose how power is delivered from the petrol engine and electric motor to adapt most appropriately to the driver's demands – this will also depend on the battery's charge. EV mode does exactly what you'd expect, so long as charge is sufficient, but it was HEV (or Hybrid) mode where we found the most value. In this mode, the NX450h+ behaves indistinguishably from a traditional hybrid vehicle. The petrol engine will be on most of the time, which is ideal if you have a long-distance commute with prolonged freeway driving as I do, because it preserves battery charge – roughly 80 per cent in our case – leaving enough in reserve for short-distance, EV-only urban driving, with plenty of petrol left to get home afterwards. Surprisingly, this also had little impact on our fuel economy, which stayed below 6.0L/100km for the week. As mentioned, no extra fuel and only one charge was required for the week, since the powertrain saves fuel when coasting or at lower speeds by disengaging the petrol engine. It's worth noting that while Lexus claims 87km of electric driving range, the car's computer only showed 53km with a fully charged battery. With HEV mode working as intended, this wasn't an issue. This may sound like a plugless hybrid with extra complexity, but we found value in being able to preserve charge for driving the NX like an EV around town, while still having the engine drive us home. More generally, well-calibrated functions like the HEV mode could make PHEV like this more appealing to people living further out of town. Additionally, the NX450h+ is quick when you put your foot into it, since 227kW of power is nothing to sneeze at. You certainly feel it when both the petrol and electric systems are working harmoniously in earnest, which is when the body-hugging F Sport seats come in handy. That said, all that power is only there if you ask for it and it will never take you by surprise. Supporting it is a well-balanced chassis, offering confident and direct steering and very planted road holding, making the package feel all the more cohesive. But the sporty chassis setup also includes ride quality that we think is too firm. It's nowhere near as plush as you'd expect from an expensive 'luxury' SUV aimed at families, and the added weight from the PHEV battery makes the ride, particularly at the rear, a little crashy over sharp road holes and bumps. This applies even in Normal mode, where the suspension should be at its softest. It's adaptive, which means engaging Sport S or Sport S+ firms the dampers up further, making the car feel more planted than it already is around turns, with heavier steering also helping to transform the NX's dynamic experience. Completing the NX450h+ package is a comprehensive suite of safety gear, none of which is particularly annoying to live with. Lane-keep assist, for one, is never intrusive, and only crops up with gentle assistance and a subtle warning if you stray too close to lane markings. There's also adaptive cruise control with lane-centring, which does a good job of following the road and keeping up with cars ahead. All considered, the NX450h+ offers a well-rounded driving experience, with enough configurability to make it suit a wide variety of needs and tastes. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX lineup is expansive. See below the standard equipment for the plethora of NX350h variants, and our range-topping NX450h+ tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: 2025 Lexus NX450h+ F Sport equipment highlights: To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX boasts a five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2022. Standard safety equipment highlights: Sports Luxury and F Sport trims also receive a surround-view camera, while the NX450h+ F Sport gains Intelligent Parking Assist. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty, and servicing is required every 12 months or 15,000km, whichever comes first. It's worth noting the high-voltage battery warranty for Lexus PHEVs is five years with no mileage limit, but it can be extended by an additional five years subject to an annual battery health check "in accordance with Lexus specifications". NX buyers also get three years of free Lexus Encore membership, which includes enticements including access to complimentary loan cars when you service your vehicle. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX was already a good car thanks to solid foundations it shares with the hyper-successful RAV4. Its effective PHEV powertrain expands its capabilities from an efficiency and driveability standpoint, even if it's more complex than the standard plugless hybrid NX alternatives. The result is a car that presents and drives like a hybrid but offers a little more electric fortitude, providing a versatile driving experience that we were able to take full advantage of, at least for a week. It's a well-sorted system that gives drivers enough control over energy management to feel confident without getting overwhelmed. The interior is comfortable and a little more interesting in F Sport guise, though we still yearn for more physical buttons. We can only pull the car up on its less-than-plush ride comfort, as well as the fact it'll likely cost more than $100,000 once all is said and done – especially now that there's no FBT exemption for PHEVs. The colour palette available for the NX is refreshingly vibrant, and we think the Sonic Copper paint applied to our tester is up there with the best of them. More importantly, we believe the NX450h+ F Sport is worthy of its flagship status, but we eagerly await the arrival of the more affordable NX450h+ Luxury variant, which should better live up to the promise of 'premium PHEVs for the people'. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from: NX Pros Lexus NX Cons The Lexus NX450h+ was the Japanese luxury brand's first plug-in hybrid vehicle (PHEV) to arrive in Australia when it was launched here in 2022, and there's been plenty of activity around the pioneering electrified mid-size SUV since then. Exceedingly high demand and supply constraints led Lexus to suspend NX450h+ orders in early 2023, after the model had recorded a respectable 230 sales in 2022, contributing to a total of more than 1000 electrified NX sales in the same year. Orders re-opened in late 2024, after Lexus secured a healthy supply of its plug-in NX to satisfy anticipated demand in the coming years. The result is the 2025 Lexus NX450h+ F Sport on test here, which has received minimal changes since its initial unveiling. It's currently the most expensive NX you can buy, but you'll soon be able to get a plug-in NX for much less when Lexus introduces the cheaper NX450h+ Luxury variant later this year. For now, the F Sport continues to serve as not only a flagship model grade but also a glimpse into what Aussies could be offered when the next-generation Toyota RAV4 arrives in 2026, bringing PHEV power to the nation's top-selling SUV for the first time. Watch: Paul's video review of the Lexus NX350h F Sport This is because the NX and RAV4 share the same platform and some powertrains, so there are many similarities found underneath the dolled-up face of the Lexus. There's a benefit to employing the same underpinnings as Australia's favourite mid-size SUV, but they still need to sold to potential buyers of the more luxurious PHEV, which lacks the public awareness of the RAV4. The NX has long been one of Lexus' best-selling models, but does PHEV power do it any favours? The NX450h+ is currently the sole PHEV version of the NX and sits at the very top of the model range, priced at $95,900 before on-road costs. There are a couple of caveats to this lineup. One is that only dealer stock remains of the base NX250 Luxury, which means it'll no longer be available once those vehicles are sold. The other is that the cheaper Luxury version of the NX450h+ will arrive next month, and it's expected to be a much more compelling value proposition than the flagship F Sport on test here. For the time being, it's best to compare the NX450h+ against other flagship PHEV mid-size SUVs, including the Mazda CX-60 Azami P50e ($81,490 before on-roads), Mitsubishi Outlander PHEV GSR ($73,970 before on-roads), and Range Rover Evoque P300e ($91,902 before on-roads). As a baseline, the existing RAV4 range tops out at $58,360 before on-roads for the Edge AWD. To see how the Lexus NX stacks up against its rivals, use our comparison tool Very typically Lexus, but hardly revolutionary. Among the more unique aspects are its door handles, which look 'normal' but are actually electric and don't move when pulled. There are also the Japanese premium brand's strange button-like 'handles' inside, which aren't new but still seem like a needlessly complicated mechanism. Comfort is a highlight inside, even with the more aggressive F Sport seats. They offer more pronounced side and base bolstering and are slightly firmer than the standard NX seats, and they're finished in high-quality synthetic leather. I found these seats, while certainly on the snug side, fitted my 173cm frame quite well; they stay comfortable on longer drives while being supportive enough to keep you planted around turns. The contrast between these sporty seats and the otherwise traditional SUV cabin presentation is interesting, though some may consider them unnecessary. For now the NX's PHEV powertrain is only available in aggressive F Sport trim, but it will have broader appeal when the NX450h+ Luxury arrives in September with a lower price. Otherwise, all of the traditional Lexus luxuries are present and correct, and it's nice to interact with controls like the premium-feeling leather-wrapped steering wheel – with perforated leather at nine and three o'clock. What isn't as nice is the lack of physical switchgear. On the steering wheel are what appear to be buttons, but they're touch-sensitive haptic controls. This allows Lexus to pack more functions in than the eight directional 'buttons' allow, as pressing the largest buttons on each horizontal spoke will change what they control or adjust. It can be confusing at first, but the fact that each function is shown on the head-up display helps clarify things. The only real complaint is that it'll take a few presses before the system registers you're trying to skip a song, for example. Still, a short while living with the car will cement this to memory. Similarly, the NX's climate controls are almost entirely digital, except for the two temperature dials. The climate interface is permanently on and takes up the bottom portion of the infotainment display. While more finicky than real buttons, everything is still clearly labelled and easy to locate on the move. We still wish there was some more thought put towards physical controls, as even the temperature dials feel a little doughy – something like Honda's clicky, notchy dial action would do wonders here. If the selection of permanent controls isn't enough, you can also open a dedicated climate menu for more detailed info. Better yet, the entire system is unaffected by any smartphone mirroring interface. Connectivity for both Apple CarPlay and Android Auto is wireless in the NX, and the former was generally reliable over our week with the car. Some of Toyota's typical gremlins were still there though, with Melbourne's toll gantries regularly causing glitches and lag. On the other hand, the NX's digital instrument display is tidy and functional. The digital central portion is flanked by simple meters for charge and fuel level, and there are other general lights and icons scattered around the space. There's also a wealth of information to be found on the central portion, which is navigable using those haptic steering wheel buttons. Some of this info is tied to drive modes, like energy consumption only being visible when in EV mode, so it's worth playing around to find what you want to display. In the middle of the cabin is a soft armrest, as well as several of those drive mode buttons finished in easily smudged glossy black plastic. A wireless charger is fitted here too, along with individual USB-A and USB-C ports and a strangely sized cut-out, perhaps ideal for the car's key. Uniquely, that wireless charging pad sits atop a sliding panel that can open to reveal a small cubby housing two USB-C chargers and a 12V outlet. You'd be forgiven for missing this, but it's still a clever way Lexus has eked out a little more storage space. You also get two nicely sized cupholders and a generous central storage box, alongside relatively small bottle holders in the doors. Unfortunately, leaning on the driver's door card in our test car caused it to flex and creak badly, almost as if it needed a few more clips to secure it properly. There was a similar clicking noise coming from the rear driver's side door, which – annoyingly – we couldn't pinpoint. This one seemed more like a door seal repeatedly sticking and unsticking as the body flexed slightly over bumps, if you can imagine that. Climbing into the back is easy thanks to the car's large doors. Once you're inside, you'll find the rear seats are comfortable and that there's plenty of space that should easily accommodate taller passengers. There are also two rear-facing air vents, albeit with no dedicated climate control panel, along with dual USB-C ports and a 12V outlet. A driveline tunnel will impact middle seat leg room, but there's a fold-down armrest with two cupholders for when that seat's empty. Additionally, there are two ISOFIX anchors and three top-tether points for fitting child seats. Boot capacity in the Lexus NX is the same regardless of powertrain, measuring 520 litres with the rear seats in place and 1141L when they're folded down. This is slightly less than in a RAV4, which offers a minimum of 542L, but more than a plug-in hybrid Mazda CX-60 (477L). The NX's load floor is long, but slightly lower than the boot opening. A net on the passenger side is ideal for loose items and there's a small amount of space under the floor, where you'll find the car's standard 12V battery and accessories like charging cables. But there's no spare wheel. The tailgate is powered and can be operated hands-free, and there are several useful hooks and tie-down points scattered around the boot itself. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus' PHEV system pairs a 2.5-litre naturally aspirated four-cylinder petrol engine producing 136kW of power and 227Nm of torque with a rear-mounted electric motor that makes 134kW and 270Nm. Lexus says this electric motor "achieves EV output equivalent to a 2.0-litre engine". Our week with the car primarily involved highway driving, with the long-distance routes leading us to prioritise hybrid mode over EV-only. This contributed to our impressive real-world fuel economy – impressive on its own and also compared to its ambitious 1.3L/100km claim, which as with most PHEVs is far from achievable in the real world. Energy consumption was still on the higher side, which is curious given our skew towards petrol power. Still, I was able to get through five days of commuting (~120km per day) with no fuel stops and only one charge for the week, with more than a quarter of a tank still to spare. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus is a premium brand, and the NX captures most of what a buyer might expect from one. It may share its bones with Toyota's best-seller in 2024, but this is a case where Lexus' Midas touch has been able to bring out the best of a given platform. As a result, the NX450h+ is exceptionally quiet on the move, with little road or wind noise able to penetrate the cabin. Granted, it may not be as refined as a $100,000-plus BMW, for example, but it's still miles ahead of the RAV4 in terms of overall refinement. This means it's easy to spend an hour or two behind the wheel, which will also expose the prowess of the car's PHEV system. To start, its relatively small battery means charging won't take long, and you have a small selection of drive modes to choose from when you set off. Predictably, these are HEV, EV, and Auto. The latter is the most 'normal', as it'll automatically choose how power is delivered from the petrol engine and electric motor to adapt most appropriately to the driver's demands – this will also depend on the battery's charge. EV mode does exactly what you'd expect, so long as charge is sufficient, but it was HEV (or Hybrid) mode where we found the most value. In this mode, the NX450h+ behaves indistinguishably from a traditional hybrid vehicle. The petrol engine will be on most of the time, which is ideal if you have a long-distance commute with prolonged freeway driving as I do, because it preserves battery charge – roughly 80 per cent in our case – leaving enough in reserve for short-distance, EV-only urban driving, with plenty of petrol left to get home afterwards. Surprisingly, this also had little impact on our fuel economy, which stayed below 6.0L/100km for the week. As mentioned, no extra fuel and only one charge was required for the week, since the powertrain saves fuel when coasting or at lower speeds by disengaging the petrol engine. It's worth noting that while Lexus claims 87km of electric driving range, the car's computer only showed 53km with a fully charged battery. With HEV mode working as intended, this wasn't an issue. This may sound like a plugless hybrid with extra complexity, but we found value in being able to preserve charge for driving the NX like an EV around town, while still having the engine drive us home. More generally, well-calibrated functions like the HEV mode could make PHEV like this more appealing to people living further out of town. Additionally, the NX450h+ is quick when you put your foot into it, since 227kW of power is nothing to sneeze at. You certainly feel it when both the petrol and electric systems are working harmoniously in earnest, which is when the body-hugging F Sport seats come in handy. That said, all that power is only there if you ask for it and it will never take you by surprise. Supporting it is a well-balanced chassis, offering confident and direct steering and very planted road holding, making the package feel all the more cohesive. But the sporty chassis setup also includes ride quality that we think is too firm. It's nowhere near as plush as you'd expect from an expensive 'luxury' SUV aimed at families, and the added weight from the PHEV battery makes the ride, particularly at the rear, a little crashy over sharp road holes and bumps. This applies even in Normal mode, where the suspension should be at its softest. It's adaptive, which means engaging Sport S or Sport S+ firms the dampers up further, making the car feel more planted than it already is around turns, with heavier steering also helping to transform the NX's dynamic experience. Completing the NX450h+ package is a comprehensive suite of safety gear, none of which is particularly annoying to live with. Lane-keep assist, for one, is never intrusive, and only crops up with gentle assistance and a subtle warning if you stray too close to lane markings. There's also adaptive cruise control with lane-centring, which does a good job of following the road and keeping up with cars ahead. All considered, the NX450h+ offers a well-rounded driving experience, with enough configurability to make it suit a wide variety of needs and tastes. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX lineup is expansive. See below the standard equipment for the plethora of NX350h variants, and our range-topping NX450h+ tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: 2025 Lexus NX450h+ F Sport equipment highlights: To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX boasts a five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2022. Standard safety equipment highlights: Sports Luxury and F Sport trims also receive a surround-view camera, while the NX450h+ F Sport gains Intelligent Parking Assist. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty, and servicing is required every 12 months or 15,000km, whichever comes first. It's worth noting the high-voltage battery warranty for Lexus PHEVs is five years with no mileage limit, but it can be extended by an additional five years subject to an annual battery health check "in accordance with Lexus specifications". NX buyers also get three years of free Lexus Encore membership, which includes enticements including access to complimentary loan cars when you service your vehicle. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX was already a good car thanks to solid foundations it shares with the hyper-successful RAV4. Its effective PHEV powertrain expands its capabilities from an efficiency and driveability standpoint, even if it's more complex than the standard plugless hybrid NX alternatives. The result is a car that presents and drives like a hybrid but offers a little more electric fortitude, providing a versatile driving experience that we were able to take full advantage of, at least for a week. It's a well-sorted system that gives drivers enough control over energy management to feel confident without getting overwhelmed. The interior is comfortable and a little more interesting in F Sport guise, though we still yearn for more physical buttons. We can only pull the car up on its less-than-plush ride comfort, as well as the fact it'll likely cost more than $100,000 once all is said and done – especially now that there's no FBT exemption for PHEVs. The colour palette available for the NX is refreshingly vibrant, and we think the Sonic Copper paint applied to our tester is up there with the best of them. More importantly, we believe the NX450h+ F Sport is worthy of its flagship status, but we eagerly await the arrival of the more affordable NX450h+ Luxury variant, which should better live up to the promise of 'premium PHEVs for the people'. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from: NX Pros Lexus NX Cons The Lexus NX450h+ was the Japanese luxury brand's first plug-in hybrid vehicle (PHEV) to arrive in Australia when it was launched here in 2022, and there's been plenty of activity around the pioneering electrified mid-size SUV since then. Exceedingly high demand and supply constraints led Lexus to suspend NX450h+ orders in early 2023, after the model had recorded a respectable 230 sales in 2022, contributing to a total of more than 1000 electrified NX sales in the same year. Orders re-opened in late 2024, after Lexus secured a healthy supply of its plug-in NX to satisfy anticipated demand in the coming years. The result is the 2025 Lexus NX450h+ F Sport on test here, which has received minimal changes since its initial unveiling. It's currently the most expensive NX you can buy, but you'll soon be able to get a plug-in NX for much less when Lexus introduces the cheaper NX450h+ Luxury variant later this year. For now, the F Sport continues to serve as not only a flagship model grade but also a glimpse into what Aussies could be offered when the next-generation Toyota RAV4 arrives in 2026, bringing PHEV power to the nation's top-selling SUV for the first time. Watch: Paul's video review of the Lexus NX350h F Sport This is because the NX and RAV4 share the same platform and some powertrains, so there are many similarities found underneath the dolled-up face of the Lexus. There's a benefit to employing the same underpinnings as Australia's favourite mid-size SUV, but they still need to sold to potential buyers of the more luxurious PHEV, which lacks the public awareness of the RAV4. The NX has long been one of Lexus' best-selling models, but does PHEV power do it any favours? The NX450h+ is currently the sole PHEV version of the NX and sits at the very top of the model range, priced at $95,900 before on-road costs. There are a couple of caveats to this lineup. One is that only dealer stock remains of the base NX250 Luxury, which means it'll no longer be available once those vehicles are sold. The other is that the cheaper Luxury version of the NX450h+ will arrive next month, and it's expected to be a much more compelling value proposition than the flagship F Sport on test here. For the time being, it's best to compare the NX450h+ against other flagship PHEV mid-size SUVs, including the Mazda CX-60 Azami P50e ($81,490 before on-roads), Mitsubishi Outlander PHEV GSR ($73,970 before on-roads), and Range Rover Evoque P300e ($91,902 before on-roads). As a baseline, the existing RAV4 range tops out at $58,360 before on-roads for the Edge AWD. To see how the Lexus NX stacks up against its rivals, use our comparison tool Very typically Lexus, but hardly revolutionary. Among the more unique aspects are its door handles, which look 'normal' but are actually electric and don't move when pulled. There are also the Japanese premium brand's strange button-like 'handles' inside, which aren't new but still seem like a needlessly complicated mechanism. Comfort is a highlight inside, even with the more aggressive F Sport seats. They offer more pronounced side and base bolstering and are slightly firmer than the standard NX seats, and they're finished in high-quality synthetic leather. I found these seats, while certainly on the snug side, fitted my 173cm frame quite well; they stay comfortable on longer drives while being supportive enough to keep you planted around turns. The contrast between these sporty seats and the otherwise traditional SUV cabin presentation is interesting, though some may consider them unnecessary. For now the NX's PHEV powertrain is only available in aggressive F Sport trim, but it will have broader appeal when the NX450h+ Luxury arrives in September with a lower price. Otherwise, all of the traditional Lexus luxuries are present and correct, and it's nice to interact with controls like the premium-feeling leather-wrapped steering wheel – with perforated leather at nine and three o'clock. What isn't as nice is the lack of physical switchgear. On the steering wheel are what appear to be buttons, but they're touch-sensitive haptic controls. This allows Lexus to pack more functions in than the eight directional 'buttons' allow, as pressing the largest buttons on each horizontal spoke will change what they control or adjust. It can be confusing at first, but the fact that each function is shown on the head-up display helps clarify things. The only real complaint is that it'll take a few presses before the system registers you're trying to skip a song, for example. Still, a short while living with the car will cement this to memory. Similarly, the NX's climate controls are almost entirely digital, except for the two temperature dials. The climate interface is permanently on and takes up the bottom portion of the infotainment display. While more finicky than real buttons, everything is still clearly labelled and easy to locate on the move. We still wish there was some more thought put towards physical controls, as even the temperature dials feel a little doughy – something like Honda's clicky, notchy dial action would do wonders here. If the selection of permanent controls isn't enough, you can also open a dedicated climate menu for more detailed info. Better yet, the entire system is unaffected by any smartphone mirroring interface. Connectivity for both Apple CarPlay and Android Auto is wireless in the NX, and the former was generally reliable over our week with the car. Some of Toyota's typical gremlins were still there though, with Melbourne's toll gantries regularly causing glitches and lag. On the other hand, the NX's digital instrument display is tidy and functional. The digital central portion is flanked by simple meters for charge and fuel level, and there are other general lights and icons scattered around the space. There's also a wealth of information to be found on the central portion, which is navigable using those haptic steering wheel buttons. Some of this info is tied to drive modes, like energy consumption only being visible when in EV mode, so it's worth playing around to find what you want to display. In the middle of the cabin is a soft armrest, as well as several of those drive mode buttons finished in easily smudged glossy black plastic. A wireless charger is fitted here too, along with individual USB-A and USB-C ports and a strangely sized cut-out, perhaps ideal for the car's key. Uniquely, that wireless charging pad sits atop a sliding panel that can open to reveal a small cubby housing two USB-C chargers and a 12V outlet. You'd be forgiven for missing this, but it's still a clever way Lexus has eked out a little more storage space. You also get two nicely sized cupholders and a generous central storage box, alongside relatively small bottle holders in the doors. Unfortunately, leaning on the driver's door card in our test car caused it to flex and creak badly, almost as if it needed a few more clips to secure it properly. There was a similar clicking noise coming from the rear driver's side door, which – annoyingly – we couldn't pinpoint. This one seemed more like a door seal repeatedly sticking and unsticking as the body flexed slightly over bumps, if you can imagine that. Climbing into the back is easy thanks to the car's large doors. Once you're inside, you'll find the rear seats are comfortable and that there's plenty of space that should easily accommodate taller passengers. There are also two rear-facing air vents, albeit with no dedicated climate control panel, along with dual USB-C ports and a 12V outlet. A driveline tunnel will impact middle seat leg room, but there's a fold-down armrest with two cupholders for when that seat's empty. Additionally, there are two ISOFIX anchors and three top-tether points for fitting child seats. Boot capacity in the Lexus NX is the same regardless of powertrain, measuring 520 litres with the rear seats in place and 1141L when they're folded down. This is slightly less than in a RAV4, which offers a minimum of 542L, but more than a plug-in hybrid Mazda CX-60 (477L). The NX's load floor is long, but slightly lower than the boot opening. A net on the passenger side is ideal for loose items and there's a small amount of space under the floor, where you'll find the car's standard 12V battery and accessories like charging cables. But there's no spare wheel. The tailgate is powered and can be operated hands-free, and there are several useful hooks and tie-down points scattered around the boot itself. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus' PHEV system pairs a 2.5-litre naturally aspirated four-cylinder petrol engine producing 136kW of power and 227Nm of torque with a rear-mounted electric motor that makes 134kW and 270Nm. Lexus says this electric motor "achieves EV output equivalent to a 2.0-litre engine". Our week with the car primarily involved highway driving, with the long-distance routes leading us to prioritise hybrid mode over EV-only. This contributed to our impressive real-world fuel economy – impressive on its own and also compared to its ambitious 1.3L/100km claim, which as with most PHEVs is far from achievable in the real world. Energy consumption was still on the higher side, which is curious given our skew towards petrol power. Still, I was able to get through five days of commuting (~120km per day) with no fuel stops and only one charge for the week, with more than a quarter of a tank still to spare. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus is a premium brand, and the NX captures most of what a buyer might expect from one. It may share its bones with Toyota's best-seller in 2024, but this is a case where Lexus' Midas touch has been able to bring out the best of a given platform. As a result, the NX450h+ is exceptionally quiet on the move, with little road or wind noise able to penetrate the cabin. Granted, it may not be as refined as a $100,000-plus BMW, for example, but it's still miles ahead of the RAV4 in terms of overall refinement. This means it's easy to spend an hour or two behind the wheel, which will also expose the prowess of the car's PHEV system. To start, its relatively small battery means charging won't take long, and you have a small selection of drive modes to choose from when you set off. Predictably, these are HEV, EV, and Auto. The latter is the most 'normal', as it'll automatically choose how power is delivered from the petrol engine and electric motor to adapt most appropriately to the driver's demands – this will also depend on the battery's charge. EV mode does exactly what you'd expect, so long as charge is sufficient, but it was HEV (or Hybrid) mode where we found the most value. In this mode, the NX450h+ behaves indistinguishably from a traditional hybrid vehicle. The petrol engine will be on most of the time, which is ideal if you have a long-distance commute with prolonged freeway driving as I do, because it preserves battery charge – roughly 80 per cent in our case – leaving enough in reserve for short-distance, EV-only urban driving, with plenty of petrol left to get home afterwards. Surprisingly, this also had little impact on our fuel economy, which stayed below 6.0L/100km for the week. As mentioned, no extra fuel and only one charge was required for the week, since the powertrain saves fuel when coasting or at lower speeds by disengaging the petrol engine. It's worth noting that while Lexus claims 87km of electric driving range, the car's computer only showed 53km with a fully charged battery. With HEV mode working as intended, this wasn't an issue. This may sound like a plugless hybrid with extra complexity, but we found value in being able to preserve charge for driving the NX like an EV around town, while still having the engine drive us home. More generally, well-calibrated functions like the HEV mode could make PHEV like this more appealing to people living further out of town. Additionally, the NX450h+ is quick when you put your foot into it, since 227kW of power is nothing to sneeze at. You certainly feel it when both the petrol and electric systems are working harmoniously in earnest, which is when the body-hugging F Sport seats come in handy. That said, all that power is only there if you ask for it and it will never take you by surprise. Supporting it is a well-balanced chassis, offering confident and direct steering and very planted road holding, making the package feel all the more cohesive. But the sporty chassis setup also includes ride quality that we think is too firm. It's nowhere near as plush as you'd expect from an expensive 'luxury' SUV aimed at families, and the added weight from the PHEV battery makes the ride, particularly at the rear, a little crashy over sharp road holes and bumps. This applies even in Normal mode, where the suspension should be at its softest. It's adaptive, which means engaging Sport S or Sport S+ firms the dampers up further, making the car feel more planted than it already is around turns, with heavier steering also helping to transform the NX's dynamic experience. Completing the NX450h+ package is a comprehensive suite of safety gear, none of which is particularly annoying to live with. Lane-keep assist, for one, is never intrusive, and only crops up with gentle assistance and a subtle warning if you stray too close to lane markings. There's also adaptive cruise control with lane-centring, which does a good job of following the road and keeping up with cars ahead. All considered, the NX450h+ offers a well-rounded driving experience, with enough configurability to make it suit a wide variety of needs and tastes. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX lineup is expansive. See below the standard equipment for the plethora of NX350h variants, and our range-topping NX450h+ tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: 2025 Lexus NX450h+ F Sport equipment highlights: To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX boasts a five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2022. Standard safety equipment highlights: Sports Luxury and F Sport trims also receive a surround-view camera, while the NX450h+ F Sport gains Intelligent Parking Assist. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty, and servicing is required every 12 months or 15,000km, whichever comes first. It's worth noting the high-voltage battery warranty for Lexus PHEVs is five years with no mileage limit, but it can be extended by an additional five years subject to an annual battery health check "in accordance with Lexus specifications". NX buyers also get three years of free Lexus Encore membership, which includes enticements including access to complimentary loan cars when you service your vehicle. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX was already a good car thanks to solid foundations it shares with the hyper-successful RAV4. Its effective PHEV powertrain expands its capabilities from an efficiency and driveability standpoint, even if it's more complex than the standard plugless hybrid NX alternatives. The result is a car that presents and drives like a hybrid but offers a little more electric fortitude, providing a versatile driving experience that we were able to take full advantage of, at least for a week. It's a well-sorted system that gives drivers enough control over energy management to feel confident without getting overwhelmed. The interior is comfortable and a little more interesting in F Sport guise, though we still yearn for more physical buttons. We can only pull the car up on its less-than-plush ride comfort, as well as the fact it'll likely cost more than $100,000 once all is said and done – especially now that there's no FBT exemption for PHEVs. The colour palette available for the NX is refreshingly vibrant, and we think the Sonic Copper paint applied to our tester is up there with the best of them. More importantly, we believe the NX450h+ F Sport is worthy of its flagship status, but we eagerly await the arrival of the more affordable NX450h+ Luxury variant, which should better live up to the promise of 'premium PHEVs for the people'. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from: NX Pros Lexus NX Cons The Lexus NX450h+ was the Japanese luxury brand's first plug-in hybrid vehicle (PHEV) to arrive in Australia when it was launched here in 2022, and there's been plenty of activity around the pioneering electrified mid-size SUV since then. Exceedingly high demand and supply constraints led Lexus to suspend NX450h+ orders in early 2023, after the model had recorded a respectable 230 sales in 2022, contributing to a total of more than 1000 electrified NX sales in the same year. Orders re-opened in late 2024, after Lexus secured a healthy supply of its plug-in NX to satisfy anticipated demand in the coming years. The result is the 2025 Lexus NX450h+ F Sport on test here, which has received minimal changes since its initial unveiling. It's currently the most expensive NX you can buy, but you'll soon be able to get a plug-in NX for much less when Lexus introduces the cheaper NX450h+ Luxury variant later this year. For now, the F Sport continues to serve as not only a flagship model grade but also a glimpse into what Aussies could be offered when the next-generation Toyota RAV4 arrives in 2026, bringing PHEV power to the nation's top-selling SUV for the first time. Watch: Paul's video review of the Lexus NX350h F Sport This is because the NX and RAV4 share the same platform and some powertrains, so there are many similarities found underneath the dolled-up face of the Lexus. There's a benefit to employing the same underpinnings as Australia's favourite mid-size SUV, but they still need to sold to potential buyers of the more luxurious PHEV, which lacks the public awareness of the RAV4. The NX has long been one of Lexus' best-selling models, but does PHEV power do it any favours? The NX450h+ is currently the sole PHEV version of the NX and sits at the very top of the model range, priced at $95,900 before on-road costs. There are a couple of caveats to this lineup. One is that only dealer stock remains of the base NX250 Luxury, which means it'll no longer be available once those vehicles are sold. The other is that the cheaper Luxury version of the NX450h+ will arrive next month, and it's expected to be a much more compelling value proposition than the flagship F Sport on test here. For the time being, it's best to compare the NX450h+ against other flagship PHEV mid-size SUVs, including the Mazda CX-60 Azami P50e ($81,490 before on-roads), Mitsubishi Outlander PHEV GSR ($73,970 before on-roads), and Range Rover Evoque P300e ($91,902 before on-roads). As a baseline, the existing RAV4 range tops out at $58,360 before on-roads for the Edge AWD. To see how the Lexus NX stacks up against its rivals, use our comparison tool Very typically Lexus, but hardly revolutionary. Among the more unique aspects are its door handles, which look 'normal' but are actually electric and don't move when pulled. There are also the Japanese premium brand's strange button-like 'handles' inside, which aren't new but still seem like a needlessly complicated mechanism. Comfort is a highlight inside, even with the more aggressive F Sport seats. They offer more pronounced side and base bolstering and are slightly firmer than the standard NX seats, and they're finished in high-quality synthetic leather. I found these seats, while certainly on the snug side, fitted my 173cm frame quite well; they stay comfortable on longer drives while being supportive enough to keep you planted around turns. The contrast between these sporty seats and the otherwise traditional SUV cabin presentation is interesting, though some may consider them unnecessary. For now the NX's PHEV powertrain is only available in aggressive F Sport trim, but it will have broader appeal when the NX450h+ Luxury arrives in September with a lower price. Otherwise, all of the traditional Lexus luxuries are present and correct, and it's nice to interact with controls like the premium-feeling leather-wrapped steering wheel – with perforated leather at nine and three o'clock. What isn't as nice is the lack of physical switchgear. On the steering wheel are what appear to be buttons, but they're touch-sensitive haptic controls. This allows Lexus to pack more functions in than the eight directional 'buttons' allow, as pressing the largest buttons on each horizontal spoke will change what they control or adjust. It can be confusing at first, but the fact that each function is shown on the head-up display helps clarify things. The only real complaint is that it'll take a few presses before the system registers you're trying to skip a song, for example. Still, a short while living with the car will cement this to memory. Similarly, the NX's climate controls are almost entirely digital, except for the two temperature dials. The climate interface is permanently on and takes up the bottom portion of the infotainment display. While more finicky than real buttons, everything is still clearly labelled and easy to locate on the move. We still wish there was some more thought put towards physical controls, as even the temperature dials feel a little doughy – something like Honda's clicky, notchy dial action would do wonders here. If the selection of permanent controls isn't enough, you can also open a dedicated climate menu for more detailed info. Better yet, the entire system is unaffected by any smartphone mirroring interface. Connectivity for both Apple CarPlay and Android Auto is wireless in the NX, and the former was generally reliable over our week with the car. Some of Toyota's typical gremlins were still there though, with Melbourne's toll gantries regularly causing glitches and lag. On the other hand, the NX's digital instrument display is tidy and functional. The digital central portion is flanked by simple meters for charge and fuel level, and there are other general lights and icons scattered around the space. There's also a wealth of information to be found on the central portion, which is navigable using those haptic steering wheel buttons. Some of this info is tied to drive modes, like energy consumption only being visible when in EV mode, so it's worth playing around to find what you want to display. In the middle of the cabin is a soft armrest, as well as several of those drive mode buttons finished in easily smudged glossy black plastic. A wireless charger is fitted here too, along with individual USB-A and USB-C ports and a strangely sized cut-out, perhaps ideal for the car's key. Uniquely, that wireless charging pad sits atop a sliding panel that can open to reveal a small cubby housing two USB-C chargers and a 12V outlet. You'd be forgiven for missing this, but it's still a clever way Lexus has eked out a little more storage space. You also get two nicely sized cupholders and a generous central storage box, alongside relatively small bottle holders in the doors. Unfortunately, leaning on the driver's door card in our test car caused it to flex and creak badly, almost as if it needed a few more clips to secure it properly. There was a similar clicking noise coming from the rear driver's side door, which – annoyingly – we couldn't pinpoint. This one seemed more like a door seal repeatedly sticking and unsticking as the body flexed slightly over bumps, if you can imagine that. Climbing into the back is easy thanks to the car's large doors. Once you're inside, you'll find the rear seats are comfortable and that there's plenty of space that should easily accommodate taller passengers. There are also two rear-facing air vents, albeit with no dedicated climate control panel, along with dual USB-C ports and a 12V outlet. A driveline tunnel will impact middle seat leg room, but there's a fold-down armrest with two cupholders for when that seat's empty. Additionally, there are two ISOFIX anchors and three top-tether points for fitting child seats. Boot capacity in the Lexus NX is the same regardless of powertrain, measuring 520 litres with the rear seats in place and 1141L when they're folded down. This is slightly less than in a RAV4, which offers a minimum of 542L, but more than a plug-in hybrid Mazda CX-60 (477L). The NX's load floor is long, but slightly lower than the boot opening. A net on the passenger side is ideal for loose items and there's a small amount of space under the floor, where you'll find the car's standard 12V battery and accessories like charging cables. But there's no spare wheel. The tailgate is powered and can be operated hands-free, and there are several useful hooks and tie-down points scattered around the boot itself. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus' PHEV system pairs a 2.5-litre naturally aspirated four-cylinder petrol engine producing 136kW of power and 227Nm of torque with a rear-mounted electric motor that makes 134kW and 270Nm. Lexus says this electric motor "achieves EV output equivalent to a 2.0-litre engine". Our week with the car primarily involved highway driving, with the long-distance routes leading us to prioritise hybrid mode over EV-only. This contributed to our impressive real-world fuel economy – impressive on its own and also compared to its ambitious 1.3L/100km claim, which as with most PHEVs is far from achievable in the real world. Energy consumption was still on the higher side, which is curious given our skew towards petrol power. Still, I was able to get through five days of commuting (~120km per day) with no fuel stops and only one charge for the week, with more than a quarter of a tank still to spare. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus is a premium brand, and the NX captures most of what a buyer might expect from one. It may share its bones with Toyota's best-seller in 2024, but this is a case where Lexus' Midas touch has been able to bring out the best of a given platform. As a result, the NX450h+ is exceptionally quiet on the move, with little road or wind noise able to penetrate the cabin. Granted, it may not be as refined as a $100,000-plus BMW, for example, but it's still miles ahead of the RAV4 in terms of overall refinement. This means it's easy to spend an hour or two behind the wheel, which will also expose the prowess of the car's PHEV system. To start, its relatively small battery means charging won't take long, and you have a small selection of drive modes to choose from when you set off. Predictably, these are HEV, EV, and Auto. The latter is the most 'normal', as it'll automatically choose how power is delivered from the petrol engine and electric motor to adapt most appropriately to the driver's demands – this will also depend on the battery's charge. EV mode does exactly what you'd expect, so long as charge is sufficient, but it was HEV (or Hybrid) mode where we found the most value. In this mode, the NX450h+ behaves indistinguishably from a traditional hybrid vehicle. The petrol engine will be on most of the time, which is ideal if you have a long-distance commute with prolonged freeway driving as I do, because it preserves battery charge – roughly 80 per cent in our case – leaving enough in reserve for short-distance, EV-only urban driving, with plenty of petrol left to get home afterwards. Surprisingly, this also had little impact on our fuel economy, which stayed below 6.0L/100km for the week. As mentioned, no extra fuel and only one charge was required for the week, since the powertrain saves fuel when coasting or at lower speeds by disengaging the petrol engine. It's worth noting that while Lexus claims 87km of electric driving range, the car's computer only showed 53km with a fully charged battery. With HEV mode working as intended, this wasn't an issue. This may sound like a plugless hybrid with extra complexity, but we found value in being able to preserve charge for driving the NX like an EV around town, while still having the engine drive us home. More generally, well-calibrated functions like the HEV mode could make PHEV like this more appealing to people living further out of town. Additionally, the NX450h+ is quick when you put your foot into it, since 227kW of power is nothing to sneeze at. You certainly feel it when both the petrol and electric systems are working harmoniously in earnest, which is when the body-hugging F Sport seats come in handy. That said, all that power is only there if you ask for it and it will never take you by surprise. Supporting it is a well-balanced chassis, offering confident and direct steering and very planted road holding, making the package feel all the more cohesive. But the sporty chassis setup also includes ride quality that we think is too firm. It's nowhere near as plush as you'd expect from an expensive 'luxury' SUV aimed at families, and the added weight from the PHEV battery makes the ride, particularly at the rear, a little crashy over sharp road holes and bumps. This applies even in Normal mode, where the suspension should be at its softest. It's adaptive, which means engaging Sport S or Sport S+ firms the dampers up further, making the car feel more planted than it already is around turns, with heavier steering also helping to transform the NX's dynamic experience. Completing the NX450h+ package is a comprehensive suite of safety gear, none of which is particularly annoying to live with. Lane-keep assist, for one, is never intrusive, and only crops up with gentle assistance and a subtle warning if you stray too close to lane markings. There's also adaptive cruise control with lane-centring, which does a good job of following the road and keeping up with cars ahead. All considered, the NX450h+ offers a well-rounded driving experience, with enough configurability to make it suit a wide variety of needs and tastes. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX lineup is expansive. See below the standard equipment for the plethora of NX350h variants, and our range-topping NX450h+ tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: 2025 Lexus NX450h+ F Sport equipment highlights: To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX boasts a five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2022. Standard safety equipment highlights: Sports Luxury and F Sport trims also receive a surround-view camera, while the NX450h+ F Sport gains Intelligent Parking Assist. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty, and servicing is required every 12 months or 15,000km, whichever comes first. It's worth noting the high-voltage battery warranty for Lexus PHEVs is five years with no mileage limit, but it can be extended by an additional five years subject to an annual battery health check "in accordance with Lexus specifications". NX buyers also get three years of free Lexus Encore membership, which includes enticements including access to complimentary loan cars when you service your vehicle. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX was already a good car thanks to solid foundations it shares with the hyper-successful RAV4. Its effective PHEV powertrain expands its capabilities from an efficiency and driveability standpoint, even if it's more complex than the standard plugless hybrid NX alternatives. The result is a car that presents and drives like a hybrid but offers a little more electric fortitude, providing a versatile driving experience that we were able to take full advantage of, at least for a week. It's a well-sorted system that gives drivers enough control over energy management to feel confident without getting overwhelmed. The interior is comfortable and a little more interesting in F Sport guise, though we still yearn for more physical buttons. We can only pull the car up on its less-than-plush ride comfort, as well as the fact it'll likely cost more than $100,000 once all is said and done – especially now that there's no FBT exemption for PHEVs. The colour palette available for the NX is refreshingly vibrant, and we think the Sonic Copper paint applied to our tester is up there with the best of them. More importantly, we believe the NX450h+ F Sport is worthy of its flagship status, but we eagerly await the arrival of the more affordable NX450h+ Luxury variant, which should better live up to the promise of 'premium PHEVs for the people'. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from:
The Australian
12 hours ago
- The Australian
Testwork unlocks NVA's critical potential at Estelle
Special Report: Nova Minerals' ore sorting testwork has put the Australian junior on track to potentially become the first fully integrated antimony producer in the US. Nova Minerals' ore-sorting work demonstrates suitability for scalable, low-cost processing Estelle project identified as one of few projects with near-term antimony production potential Company believes dual gold and antimony production could be a rare and valuable combination Based on the highly encouraging results, Nova (ASX:NVA) has developed a conceptual flowsheet for the onsite recovery and upgrading of the Estelle gold and critical minerals project's antimony ore. Significantly, the results from the Styx prospect at Estelle demonstrate the high-grade nature of the project's ore and its suitability for scalable, low-cost onsite processing of ore into concentrates. An independent report by RFC Ambrian in February 2025 identified Estelle as one of only nine global projects with near-term antimony production potential. Now, on the back of these latest met test results, Nova is continuing with renewed confidence to explore options to establish a US domestic supply chain for antimony in Alaska. An added bonus is that the testwork results also demonstrate a gold recovery of 52.5 per cent, lifting the grade from 1.90 grams per tonne (g/t) 2.99 g/t. This increase of 57.4 per cent demonstrates a strong potential for synergy between antimony and gold processing circuits at Estelle. Beneficiation and purification testwork are underway to develop and refine the rest of the downstream flowsheet. Bulk potential The testwork on a 500kg bulk sample from the Styx prospect at Nova's flagship 9.9Moz Estelle project delivered a 132 per cent upgrade in antimony content. The test produced a 49.1 per cent antimony trisulfide concentrate from a single sorting pass, with 60.3 per cent of contained antimony recovered in just 26.1 per cent of the mass. CEO Christopher Gerteisen said: 'These ore sorting results from our Styx prospect represent a significant breakthrough in the advancement of Estelle's critical minerals strategy. 'Achieving a 132 per cent upgrade to produce a 49.1 per cent antimony trisulfide concentrate from a single pass demonstrates Estelle's high-grade antimony is amenable to low-cost, scalable, on-site processing. 'Importantly, we've shown that 60.3 per cent of the contained antimony can be recovered in just 26.1 per cent of the mass, with gold beneficiating to the tailings – opening up synergies between the antimony and gold circuits at Estelle. 'With this success, we believe Nova is rapidly positioning itself to become the first fully integrated US domestic antimony producer at scale. 'Additionally, the results unlock an exciting dual-stream potential for Estelle. We can now look at extracting high-grade antimony from ore while also recovering upgraded gold from the tailings – a rare and valuable combination.' Nova Minerals' ore-sorting work demonstrates suitability for scalable, low-cost processing Estelle project identified as one of few projects with near-term antimony production potential Company believes dual gold and antimony production could be a rare and valuable combination Strategic asset Antimony is listed as a critical mineral by the US government due to its vital use in military applications, semiconductors, and energy storage – and with current supply dominated by China which has banned exports into the US, Western supply chains are under severe strain. Nova believes its Estelle project – already home to a 9.9Moz gold resource – could now help fill this strategic gap, with antimony-rich prospects such as Styx and Stibium emerging as near-term development candidates. The company is currently engaged with the US Department of Defense through its membership in the Defense Industrial Base Consortium (DIBC) and grant application processes. Gerteisen added: 'In the current geopolitical environment, where Western defence supply chains are under immense pressure, we believe our Estelle Project stands out as a truly strategic asset. 'With Styx and Stibium now confirmed as high-grade, near-term development prospects, and US government engagement well underway through our DIBC membership and DoD grant applications, Nova is fast-tracking a solution to the critical antimony supply gap. 'We are proud to lead the charge in re-establishing domestic production of this defence-essential mineral, and today's results mark another key step toward potentially delivering a secure, U.S.-based supply chain – right here in Alaska.' This article was developed in collaboration with Nova Minerals, a Stockhead advertiser at the time of publishing. This article does not constitute financial product advice. You should consider obtaining independent advice before making any financial decisions.
Perth Now
17 hours ago
- Perth Now
US announces peace deal between Azerbaijan, Armenia
Azerbaijan and Armenia have signed a US-brokered peace agreement during a meeting with US President Donald Trump that will boost bilateral economic ties after decades of conflict and move them toward a full normalisation of their relations. The deal on Friday between the South Caucasus rivals - assuming it holds - would be a significant accomplishment for the Trump administration that is sure to rattle Moscow, which sees the region as within its sphere of influence. "It's a long time - 35 years - they fought and now they're friends, and they're going to be friends for a long time," Trump said at a signing ceremony at the White House, where he was flanked by Azerbaijani President Ilham Aliyev and Armenian Prime Minister Nikol Pashinyan. Armenia and Azerbaijan have been at odds since the late 1980s when Nagorno-Karabakh, a mountainous Azerbaijani region mostly populated by ethnic Armenians, broke away from Azerbaijan with support from Armenia. Azerbaijan took back full control of the region in 2023, prompting almost all of the territory's 100,000 ethnic Armenians to flee to Armenia. Trump said the two countries had committed to stop fighting, open up diplomatic relations and respect each other's territorial integrity. The agreement includes exclusive US development rights to a strategic transit corridor through the South Caucasus that the White House said would facilitate greater exports of energy and other resources. Trump said the United States signed separate deals with each country to expand cooperation on energy, trade and technology, including artificial intelligence. Details were not released. He said restrictions had also been lifted on defence cooperation between Azerbaijan and the United States, a development that could also worry Moscow. Both leaders praised Trump for helping to end the conflict and said they would nominate him for the Nobel Peace Prize. Trump has tried to present himself as a global peacemaker in the first months of his second term. The White House credits him with brokering a ceasefire between Cambodia and Thailand and sealing peace deals between Rwanda and the Democratic Republic of the Congo, and Pakistan and India. However, he has not managed to end Russia's war in Ukraine or Israel's conflict with Hamas in Gaza. Trump on Friday said he would meet Russian President Vladimir Putin in Alaska on August 15 to work on ending the war. US officials said the agreement was hammered out during repeated visits to the region and would provide a basis for working toward a full normalisation between the countries. The peace deal could transform the South Caucasus, an energy-producing region neighbouring Russia, Europe, Turkey and Iran that is criss-crossed by oil and gas pipelines but riven by closed borders and longstanding ethnic conflicts. Senior administration officials said the agreement marked the end to the first of several frozen conflicts on Russia's periphery since the end of the Cold War, sending a powerful signal to the entire region. Armenia plans to award the US exclusive special development rights for an extended period on the transit corridor, US officials told Reuters this week. The so-called Trump Route for International Peace and Prosperity has already drawn interest from nine companies, including three US firms, one official said on condition of anonymity. Daphne Panayotatos, with the Washington-based rights group Freedom Now, said it had urged the Trump administration to use the meeting with Aliyev to demand the release of some 375 political prisoners held in the country. Azerbaijan, an oil-producing country that hosted the United Nations climate summit last November, has rejected Western criticism of its human rights record, describing it as unacceptable interference.
