Japanese shares surge while other Asian markets ease
Shares have soared in Japan while other Asian markets eased after a late retreat on Wall Street. (AP PHOTO) Credit: AAP
Japanese shares have surged after positive earnings reports and expectations the US would remove overlapping tariffs on the country's goods, while shares were down in other Asian markets after a late retreat on Wall Street during the previous session.
MSCI's broadest index of Asia-Pacific shares outside Japan slipped 0.4 per cent on on Friday with Hong Kong's market leading declines, after US stocks ended the previous session with mild losses after nearing a one-week high.
Meanwhile, Japanese stocks soared, with the Nikkei 225 up two per cent and the Topix index hitting a fresh record, trading above 3,000 for the first time.
Shares in SoftBank Group rallied as much as 11 per cent after the technology investor reported that it swung back to profit in the first quarter. Sony Group gained six per cent, adding to its earnings-fuelled 4.1 per cent advance from Thursday.
US stock futures, the S&P 500 e-minis, were up 0.3 per cent, while Nasdaq futures rose 0.4 per cent, on track to extend gains into a third day.
The rally for stocks comes "against the backdrop of an emerging titanic dovish pivot at the Federal Reserve", said Tony Sycamore, market analyst at IG in Sydney.
US President Donald Trump said on Thursday he would nominate Council of Economic Advisers chairman Stephen Miran for the vacant seat at the Federal Reserve while the White House seeks a permanent addition to the central bank's governing board and continues its search for a new Fed chair.
The market is also digesting a Bloomberg News report that Fed Governor Christopher Waller is the top candidate to replace Chair Jerome Powell, whose term ends on May 15, 2026.
The yield on benchmark 10-year Treasury notes rose to 4.2461 per cent, up from the US close of 4.244 per cent on Thursday, after weak demand at an auction of 30-year bonds, the latest in a string of lacklustre sales this week.
The rally for Japanese stocks follows a mixed bag of earnings reports for the country's biggest exporters, as some companies like Toyota Motor slashed their profit forecasts, while Sony and Honda said the impact would be less than feared.
As the effective date of recent US trade duties arrived, Tokyo's trade negotiator said the US government on Thursday promised it would fine-tune some of its overlapping tariffs on Japanese goods to avoid the duties being paid on some products twice.
Hong Kong's Hang Seng Index fell 0.6 per cent, with technology shares leading declines and China's blue-chip CSI 300 index slipped 0.1 per cent. Australian stocks were 0.2 per cent lower.
The dollar rose 0.1 per cent against the yen to 147.27.
Japanese household spending data released Friday, which provides clues to consumption and wage trends that the Bank of Japan is monitoring to determine the timing of its next rate hike, rose at a slower-than-anticipated 1.3 per cent.
The European single currency was flat at $US1.1669, having gained 2.23 per cent in a month, while the dollar index, which tracks the greenback against a basket of currencies of other major trading partners, was up 0.2 per cent at 98.124.
In commodity markets, Brent futures were unchanged at $US66.45, while US crude futures were little changed at $US63.81 a barrel. Gold was 0.4 per cent lower, with bullion last trading at $US3,391.157 per ounce.
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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:
Daily Telegraph
2 hours ago
- Daily Telegraph
Head of US military approvingly shares views of pastor who thinks women shouldn't be allowed to vote
Don't miss out on the headlines from World. Followed categories will be added to My News. The man President Donald Trump chose to lead the US military has come under fire for sharing, in apparent approval, remarks by the leader of a radical church network who thinks women should be stripped of the right to vote, among other fringe ideas. Pete Hegseth, whom Mr Trump plucked from his job as a TV host to make him Secretary of Defence, posted a clip of a CNN segment featuring Doug Wilson, a Christian nationalist and the self-appointed leader of the Communion of Reformed Evangelical Churches. 'All of Christ for All of Life,' wrote the Defence Secretary, who has publicly praised Mr Wilson in the past. The video Mr Hegseth shared mostly featured Mr Wilson, a pastor with an international network spanning more than 150 churches, though some other members of his church were also interviewed. The pastor defended his vision of a patriarchal society in which men are dominant and women submit to their husbands. US Defence Secretary Pete Hegseth. Picture: Cliff Owen/AP 'Women are the kind of people that people come out of,' Mr Wilson said. 'So you just think they're here to have babies. That's it? They're just a vessel?' interviewer Pamela Brown asked. 'No, it isn't. It doesn't take any talent to simply reproduce biologically,' said Mr Wilson. 'The wife and mother, who is the chief executive of the home, is entrusted with three, or four, or five eternal souls.' Ms Brown pointed out that she was both a working woman and a mother of three children. 'Is that an issue for you?' she asked. 'No it's not automatically an issue,' said Mr Wilson. Mr Wilson speaking to CNN. Pamela Brown's reaction to his description of women as 'people that people come out of'. Mr Hegseth attended the opening of Mr Wilson's latest church last month, which happens to be in Washington D.C., right at the centre of power in America's federal government. Sean Parnell, chief spokesman for the Pentagon, told The Associated Press the Defence Secretary was 'a proud member of a church' affiliated with Mr Wilson's network and 'very much appreciates many of Mr Wilson's writings and teachings'. Those teachings include the idea that the United States should become a Christian theocracy, with other religions driven out of public spaces – he has explained in the past that he thinks Muslims, for example, should still be able to pray in private, but mosques should not be allowed in American cities. In addition to that, he wants non-Christians to be barred from holding public office. Mr Wilson also believes women should not be able to vote, and he thinks homosexuality should be criminalised, as it was decades ago. In a book, which he wrote in the 1990s, he claimed slavery in America's South 'was not an adversarial relationship with pervasive racial animosity'. 'There has never been a multiracial society which has existed with such mutual intimacy and harmony in the history of the world,' he wrote. 'The credit for this must go to the predominance of Christianity. 'In spite of the evils contained in the system, we cannot overlook the benefits of slavery for both blacks and whites. 'Slavery produced in the South a genuine affection between the races that we believe we can say has never existed in any nation before the War or since.' The 'war' in question, of course, being the American Civil War. Writing in 2020, Mr Wilson conceded there had been 'abuses' under slavery, but insisted 'the benevolent master is not a myth'. Mr Hegseth. Picture: Brendan Smialowski/AFP In the clip Mr Hegseth shared, CNN interviewed a few members of Mr Wilson's church, such as Josh and Amy Prince, who travelled across the US to join. 'He is the head of our household, yes, and I do submit to him,' Amy Prince said of Josh. Toby Sumpter, a pastor, said that 'in my idea society, we would vote as households', with the father ultimately deciding. 'I would ordinarily be the one that would cast the vote, but I would cast the vote having discussed it with my household,' he said. Another pastor, Jared Longshore said he would support repealing the 19th amendment to the US Constitution, passed in 1920, which granted women the right to vote. And Mr Wilson said that 'yep', he would like to go back to the era when 'sodomoy' was illegal in the United States. 'I'm not a white nationalist, I'm not a fascist, I'm not a racist, I'm not a misogynist,' he said. 'I'd like to see the town be a Christian town. I'd like to see the state be a Christian state. I'd like to see the nation be a Christian nation. I'd like to see the world be a Christian world. 'Every society is theocratic. The only question is whose 'theo'. In a secular society, it would be deimos, the people. In a Christian republic it would be Christ.' Originally published as Head of US military approvingly shares views of pastor who thinks women shouldn't be allowed to vote
Sky News AU
5 hours ago
- Sky News AU
Bernie Sanders embarks on national tour targeting wealth and political influence
US Senator Bernie Sanders is embarking on his tour, 'Fighting Oligarchy', across American states. This comes after the passing of US President Donald Trump's Big, Beautiful Bill. He is calling to put an end to a 'corrupt campaign finance system' in which he says, 'billionaires buy politicians'.
