Fujifilm X-Half Review: A Film Camera for People Who Hate Film Cameras?
Published: 13 Aug 2025
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Every product is carefully selected by our editors and experts. If you buy from a link, we may earn a commission. Learn more. For more information on how we test products, click here.
Fujifilm's new X-Half is a half-frame compact camera built in the spirit of a traditional film camera.
is a half-frame compact camera built in the spirit of a traditional film camera. The latest release shares many similarities with the brand's much-loved X-Series cameras , albeit with some major technical differences.
, albeit with some major technical differences. The X-Half features a 1-inch back-illuminated sensor, 10.8mm f/2.8 fixed lens (32mm equivalent) and 13 film simulations.
Most notably, it comes in a vertical orientation, with the option to use ' Film Camera Mode ' to replicate the tone, feel and experience of film photography.
' to replicate the tone, feel and experience of film photography. It is priced at AUD$1,349 and is now available through Fujifilm retailers and online.
When Fujifilm releases a new camera, the photography world takes note. The Japanese producer has been on a tear in recent years, leveraging remarkably versatile picture quality with stellar body builds and surprisingly affordable price tags, so when it announced the new X-Half, the internet went suitably nuts. Forums were loaded with chatter, and when the first pristine, intricately edited images hit social media, interest hit fever pitch.
Touted as a 'first-of-its-kind,' the compact release walked the line between traditional film cameras and modern mirrorless, giving Fujifilm what it believed to be the best of both worlds. If you ask me, a pint-sized powerhouse that takes cues from iconic film cameras and fuses them with a dose of digital convenience is a recipe for a certified winner. The X-Half's quirky, vertical, and incredibly compact format makes it a serious head-turner, but after two weeks using the new camera, I am not entirely convinced.
Nick Hall is a film photographer from Sydney, Australia | Image: Patrick O'Neil
Why Trust Us
As an avid film photographer and editor-in-chief of Man of Many, I've spent more than half a decade testing, trialling, and evaluating new cameras. Where possible, and in the specific case of the Fujifilm X-Half, we actively source the product directly from the manufacturer or distributor and complete a rigorous hands-on assessment, taking into account factors such as;
Functionality
Design
Performance
Availability
Price
Our brand mission is to arm you with the information you need to make a positive investment in yourself and your community, most notably through authentic and up-to-date buying advice. Additionally, we are a completely independent publication, meaning that we focus on editorial impartiality by employing a stringent review-testing process.
Test shots from the Fujifilm X-Half Camera | Image: Nick Hall/Man of Many
Fujifilm's Market Domination
Now, if you, like me, have been paying attention to the global camera market, you may have noticed Fujifilm is everywhere. Over the past five years, the Japanese producer has dished up some of the most versatile, forward-thinking cameras in recent memory, and rightfully dominates the mirrorless space.
As a film photographer, I rarely dabble in Fujifilm, but even I was taken by the brand's recent efforts. The X100VI is honestly one of the most impressive modern cameras I've used; my only real qualms are the interface and the fixed-lens design. Truly, Fujifilm is dominating the camera world right now, and a lot of that has to do with its Film Simulation Modes.
Fujifilm Film Simulation Modes
Fujifilm's secret sauce, the Film Simulation Modes, are essentially baked-in digital profiles designed to mirror and replicate the feel, tone, and colour of classic film stocks. We're talking tonal curves, grain structures, and shadow roll-off; these modes are definitely a step above your 2012 Instagram filter. The Classic Chrome, for instance, is like a take on the old Kodachrome magazine prints of the '80s, while Velvia is a faithful reproduction of the brand's real-life film stock of the same name.
These modes have become the standard for travel photographers and those looking for that vintage vibe without the stress of actual film. Do they look like real film stocks? To me, not really, but they are pretty solid and definitely a lot of fun to use. Which is where the new X-half comes in.
Fujifilm X-Half Review | Image: Nick Hall/Man of Many
Meet the Fujifilm X-Half
This is the X-Half: a vertical-oriented digital camera built in the spirit of half-frame film cameras. Lightweight at just 240g, the camera is designed to be carried everywhere, tucked into pockets, or slung on a wrist strap during a night out. It features:
A 1-inch back-illuminated sensor
A 10.8mm f/2.8 fixed lens (32mm equivalent)
13 film simulations, plus three new film-inspired filters (Light Leak, Halation, Expired Film)
Touchscreen controls with a 3:4 rear LCD
Up to 880 shots per charge
Optical viewfinder optimised for vertical shooting
WiFi app connectivity and Instax printing support
The X-Half also brings some new tricks, like '2-in-1' shooting, which allows you to combine vertical stills into a film-strip-like diptych, and a Frame Advance Lever that mimics winding film (more on that in a sec).
Fujifilm X-Half Review | Image: Nick Hall/Man of Many
Build Quality: Charming But Plasticky
At first glance, the X-Half is a looker. It shares DNA with the X-Series range, courtesy of the knurled dials, clicky buttons, and a solid tactile feel, but on closer inspection, the build does leave a little to be desired. It's fine, but not quite in the same league as the metal-bodied X100 series. Still, it's light, feels good in hand, and the throwback design will turn heads.
Personally, one thing I really don't like is the Optical Window viewfinder. It's essentially just a pane of glass, so it doesn't show you aperture or exposure or, most importantly, if the lens cap is on. Being a primarily SLR film photographer, I'm so used to raising the viewfinder to my eye and being met with a wall of black to indicate the lens cap is still on. When I looked through the X-Half and saw the world in front of me, however, I didn't think twice.
I must have shot an entire roll with the lens cap on, running around and snapping away with a big rubber stopper over the lens. To be fair, that's definitely my own downfall, but it bears reminding that the X-Half viewfinder is essentially just a window to the outside world, rather than a fully-fledged optical viewfinder.
Outside of that, the control layout is intuitive, with an aperture ring that doesn't seem to do a whole lot and a very fun (but ultimately gimmicky) frame advance lever that is a nice throwback to film photography's golden age.
Fujifilm X-Half Review | Image: Nick Hall/Man of Many
What is a Half-Frame Camera, Anyway?
Now, if you are wondering what a half-frame camera actually is, you aren't alone. Popular in the analogue age, half-frame cameras used only half a standard 35mm frame for each photo. That meant you could get twice as many shots per roll—72 exposures instead of 36—but with a taller, narrower image. Think two portrait shots in one frame, rather than one landscape.
The X-Half pays homage to that by shooting in a vertical orientation by default, and while that does feel like another great throwback to the heyday of film cameras, I think there is probably something more financially motivated here.
With film photography rapidly gaining popularity among Gen Z consumers and with little marketplace to share the images, Fujifilm has cleverly created a 'film-style' camera that shoots predominantly vertical images, which is for Instagram Reels, TikTok, and Stories. It's an old concept flipped to serve the vertical-first media world we live in, and it is an undeniably smart move.
The Fujifilm X-Half App works to 'develop' your pictures | Image: Nick Hall/Man of Many
Film Camera Mode: Faux-Manual Nostalgia
Now, as a film photographer, the one setting that really caught my eye with the X-Half is, somewhat unsurprisingly, the Film Camera Mode. With this option, you pick a virtual roll size (36, 54, or 72 shots), choose a Film Simulation, and shoot without reviewing your images. You even have to 'wind' the frame lever between shots, which is a fun little addition.
Most importantly, it captures the real essence of the film photography shooting experience—being in the fucking moment. There's no delete, no preview—just click, wind, move on. You can't even exit Film Camera Mode until your entire roll is done.
It's a performative analog experience, and while it's fun, film purists might roll their eyes. Still, for people raised on phone cameras, it introduces the restraint and anticipation of film shooting—without the lab costs or blurry surprises. The key to this is the new X-Half App.
The X-Half App: Film Processing 2.0
Fujifilm's new X-Half smartphone app is a core part of the ecosystem. It lets you:
Review and edit your shots
Create 2-in-1 image composites
Apply digital borders and tweaks
Upload directly to social platforms
Send images to your Instax printer
The editing features feel more like part of a mobile film lab than a Lightroom replacement. Once you shoot a film roll, you connect the X-Half to your phone and undergo a 'processing'. Here, the app will perform a sort of five-minute darkroom session on your photos and serve them up directly to your camera roll. It's a bit kitschy, but I actually kind of liked this, and it reminded me of why I got into film photography in the first place.
Fujifilm X-Half Review | Image: Nick Hall/Man of Many
Verdict: A Digital Camera for the TikTok Age
If you ask me, the Fujifilm X-Half is a clever prospect. The brand is clearly leveraging the popularity of film photography with youth audiences while also providing a touch more convenience and speed. What's more, the half-frame design is perfect for social media, so it's a bit of a no-brainer for Fujifilm. I can definitely see the X-Half being a huge hit with younger creatives who want something different—something that feels analogue, looks vintage, but fits neatly into a digital life.
But for me, it's just too expensive.
At AUD$1,349, this is a steep ask for what is essentially a fun, fixed-lens, social-first shooter. For that money, you could pick up a second-hand X100V or a Sony ZV-E10 with a lens.
In many ways, the X-Half feels too digital for nostalgia hunters and not manual enough for film photography nerds. Don't get me wrong; the X-Half has a lot going for it, from great design to probably the most seamless integration of film simulation yet, but for me, it felt ultimately more novelty than necessity. But then again, I don't really think film photographers in their mid-30s are the intended target market.
So, with that in mind, I'll leave you these final thoughts:
If you're a creator looking for a stylish camera to elevate your social game—this is it.
If you're a film photographer looking for a true hybrid, the X-Half might feel like a missed opportunity.
If you just want a fun, casual camera with vintage vibes and film-style looks, the X-Half is definitely going to make you crack a smile.
DISCLAIMER: The author of this post, Nick Hall, was temporarily provided an X-Half unit courtesy of Fujifilm for the purposes of this review. All reviews remain independent and objective. For more information on how we test products, view our editorial guidelines here.
Test shots from the Fujifilm X-Half Camera | Image: Nick Hall/Man of Many
Test shots from the Fujifilm X-Half Camera | Image: Nick Hall/Man of Many
Test shots from the Fujifilm X-Half Camera | Image: Nick Hall/Man of Many
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a day ago
- Man of Many
Fujifilm X-Half Review: A Film Camera for People Who Hate Film Cameras?
By Nick Hall - Review Published: 13 Aug 2025 Share Copy Link 0 Readtime: 10 min Every product is carefully selected by our editors and experts. If you buy from a link, we may earn a commission. Learn more. For more information on how we test products, click here. Fujifilm's new X-Half is a half-frame compact camera built in the spirit of a traditional film camera. is a half-frame compact camera built in the spirit of a traditional film camera. The latest release shares many similarities with the brand's much-loved X-Series cameras , albeit with some major technical differences. , albeit with some major technical differences. The X-Half features a 1-inch back-illuminated sensor, 10.8mm f/2.8 fixed lens (32mm equivalent) and 13 film simulations. Most notably, it comes in a vertical orientation, with the option to use ' Film Camera Mode ' to replicate the tone, feel and experience of film photography. ' to replicate the tone, feel and experience of film photography. It is priced at AUD$1,349 and is now available through Fujifilm retailers and online. When Fujifilm releases a new camera, the photography world takes note. The Japanese producer has been on a tear in recent years, leveraging remarkably versatile picture quality with stellar body builds and surprisingly affordable price tags, so when it announced the new X-Half, the internet went suitably nuts. Forums were loaded with chatter, and when the first pristine, intricately edited images hit social media, interest hit fever pitch. Touted as a 'first-of-its-kind,' the compact release walked the line between traditional film cameras and modern mirrorless, giving Fujifilm what it believed to be the best of both worlds. If you ask me, a pint-sized powerhouse that takes cues from iconic film cameras and fuses them with a dose of digital convenience is a recipe for a certified winner. The X-Half's quirky, vertical, and incredibly compact format makes it a serious head-turner, but after two weeks using the new camera, I am not entirely convinced. Nick Hall is a film photographer from Sydney, Australia | Image: Patrick O'Neil Why Trust Us As an avid film photographer and editor-in-chief of Man of Many, I've spent more than half a decade testing, trialling, and evaluating new cameras. Where possible, and in the specific case of the Fujifilm X-Half, we actively source the product directly from the manufacturer or distributor and complete a rigorous hands-on assessment, taking into account factors such as; Functionality Design Performance Availability Price Our brand mission is to arm you with the information you need to make a positive investment in yourself and your community, most notably through authentic and up-to-date buying advice. Additionally, we are a completely independent publication, meaning that we focus on editorial impartiality by employing a stringent review-testing process. Test shots from the Fujifilm X-Half Camera | Image: Nick Hall/Man of Many Fujifilm's Market Domination Now, if you, like me, have been paying attention to the global camera market, you may have noticed Fujifilm is everywhere. Over the past five years, the Japanese producer has dished up some of the most versatile, forward-thinking cameras in recent memory, and rightfully dominates the mirrorless space. As a film photographer, I rarely dabble in Fujifilm, but even I was taken by the brand's recent efforts. The X100VI is honestly one of the most impressive modern cameras I've used; my only real qualms are the interface and the fixed-lens design. Truly, Fujifilm is dominating the camera world right now, and a lot of that has to do with its Film Simulation Modes. Fujifilm Film Simulation Modes Fujifilm's secret sauce, the Film Simulation Modes, are essentially baked-in digital profiles designed to mirror and replicate the feel, tone, and colour of classic film stocks. We're talking tonal curves, grain structures, and shadow roll-off; these modes are definitely a step above your 2012 Instagram filter. The Classic Chrome, for instance, is like a take on the old Kodachrome magazine prints of the '80s, while Velvia is a faithful reproduction of the brand's real-life film stock of the same name. These modes have become the standard for travel photographers and those looking for that vintage vibe without the stress of actual film. Do they look like real film stocks? To me, not really, but they are pretty solid and definitely a lot of fun to use. Which is where the new X-half comes in. Fujifilm X-Half Review | Image: Nick Hall/Man of Many Meet the Fujifilm X-Half This is the X-Half: a vertical-oriented digital camera built in the spirit of half-frame film cameras. Lightweight at just 240g, the camera is designed to be carried everywhere, tucked into pockets, or slung on a wrist strap during a night out. It features: A 1-inch back-illuminated sensor A 10.8mm f/2.8 fixed lens (32mm equivalent) 13 film simulations, plus three new film-inspired filters (Light Leak, Halation, Expired Film) Touchscreen controls with a 3:4 rear LCD Up to 880 shots per charge Optical viewfinder optimised for vertical shooting WiFi app connectivity and Instax printing support The X-Half also brings some new tricks, like '2-in-1' shooting, which allows you to combine vertical stills into a film-strip-like diptych, and a Frame Advance Lever that mimics winding film (more on that in a sec). Fujifilm X-Half Review | Image: Nick Hall/Man of Many Build Quality: Charming But Plasticky At first glance, the X-Half is a looker. It shares DNA with the X-Series range, courtesy of the knurled dials, clicky buttons, and a solid tactile feel, but on closer inspection, the build does leave a little to be desired. It's fine, but not quite in the same league as the metal-bodied X100 series. Still, it's light, feels good in hand, and the throwback design will turn heads. Personally, one thing I really don't like is the Optical Window viewfinder. It's essentially just a pane of glass, so it doesn't show you aperture or exposure or, most importantly, if the lens cap is on. Being a primarily SLR film photographer, I'm so used to raising the viewfinder to my eye and being met with a wall of black to indicate the lens cap is still on. When I looked through the X-Half and saw the world in front of me, however, I didn't think twice. I must have shot an entire roll with the lens cap on, running around and snapping away with a big rubber stopper over the lens. To be fair, that's definitely my own downfall, but it bears reminding that the X-Half viewfinder is essentially just a window to the outside world, rather than a fully-fledged optical viewfinder. Outside of that, the control layout is intuitive, with an aperture ring that doesn't seem to do a whole lot and a very fun (but ultimately gimmicky) frame advance lever that is a nice throwback to film photography's golden age. Fujifilm X-Half Review | Image: Nick Hall/Man of Many What is a Half-Frame Camera, Anyway? Now, if you are wondering what a half-frame camera actually is, you aren't alone. Popular in the analogue age, half-frame cameras used only half a standard 35mm frame for each photo. That meant you could get twice as many shots per roll—72 exposures instead of 36—but with a taller, narrower image. Think two portrait shots in one frame, rather than one landscape. The X-Half pays homage to that by shooting in a vertical orientation by default, and while that does feel like another great throwback to the heyday of film cameras, I think there is probably something more financially motivated here. With film photography rapidly gaining popularity among Gen Z consumers and with little marketplace to share the images, Fujifilm has cleverly created a 'film-style' camera that shoots predominantly vertical images, which is for Instagram Reels, TikTok, and Stories. It's an old concept flipped to serve the vertical-first media world we live in, and it is an undeniably smart move. The Fujifilm X-Half App works to 'develop' your pictures | Image: Nick Hall/Man of Many Film Camera Mode: Faux-Manual Nostalgia Now, as a film photographer, the one setting that really caught my eye with the X-Half is, somewhat unsurprisingly, the Film Camera Mode. With this option, you pick a virtual roll size (36, 54, or 72 shots), choose a Film Simulation, and shoot without reviewing your images. You even have to 'wind' the frame lever between shots, which is a fun little addition. Most importantly, it captures the real essence of the film photography shooting experience—being in the fucking moment. There's no delete, no preview—just click, wind, move on. You can't even exit Film Camera Mode until your entire roll is done. It's a performative analog experience, and while it's fun, film purists might roll their eyes. Still, for people raised on phone cameras, it introduces the restraint and anticipation of film shooting—without the lab costs or blurry surprises. The key to this is the new X-Half App. The X-Half App: Film Processing 2.0 Fujifilm's new X-Half smartphone app is a core part of the ecosystem. It lets you: Review and edit your shots Create 2-in-1 image composites Apply digital borders and tweaks Upload directly to social platforms Send images to your Instax printer The editing features feel more like part of a mobile film lab than a Lightroom replacement. Once you shoot a film roll, you connect the X-Half to your phone and undergo a 'processing'. Here, the app will perform a sort of five-minute darkroom session on your photos and serve them up directly to your camera roll. It's a bit kitschy, but I actually kind of liked this, and it reminded me of why I got into film photography in the first place. Fujifilm X-Half Review | Image: Nick Hall/Man of Many Verdict: A Digital Camera for the TikTok Age If you ask me, the Fujifilm X-Half is a clever prospect. The brand is clearly leveraging the popularity of film photography with youth audiences while also providing a touch more convenience and speed. What's more, the half-frame design is perfect for social media, so it's a bit of a no-brainer for Fujifilm. I can definitely see the X-Half being a huge hit with younger creatives who want something different—something that feels analogue, looks vintage, but fits neatly into a digital life. But for me, it's just too expensive. At AUD$1,349, this is a steep ask for what is essentially a fun, fixed-lens, social-first shooter. For that money, you could pick up a second-hand X100V or a Sony ZV-E10 with a lens. In many ways, the X-Half feels too digital for nostalgia hunters and not manual enough for film photography nerds. Don't get me wrong; the X-Half has a lot going for it, from great design to probably the most seamless integration of film simulation yet, but for me, it felt ultimately more novelty than necessity. But then again, I don't really think film photographers in their mid-30s are the intended target market. 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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:
