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2025 Lexus NX450h+ F Sport review
Lexus NX Pros Lexus NX Cons The Lexus NX450h+ was the Japanese luxury brand's first plug-in hybrid vehicle (PHEV) to arrive in Australia when it was launched here in 2022, and there's been plenty of activity around the pioneering electrified mid-size SUV since then. Exceedingly high demand and supply constraints led Lexus to suspend NX450h+ orders in early 2023, after the model had recorded a respectable 230 sales in 2022, contributing to a total of more than 1000 electrified NX sales in the same year. Orders re-opened in late 2024, after Lexus secured a healthy supply of its plug-in NX to satisfy anticipated demand in the coming years. The result is the 2025 Lexus NX450h+ F Sport on test here, which has received minimal changes since its initial unveiling. It's currently the most expensive NX you can buy, but you'll soon be able to get a plug-in NX for much less when Lexus introduces the cheaper NX450h+ Luxury variant later this year. For now, the F Sport continues to serve as not only a flagship model grade but also a glimpse into what Aussies could be offered when the next-generation Toyota RAV4 arrives in 2026, bringing PHEV power to the nation's top-selling SUV for the first time. Watch: Paul's video review of the Lexus NX350h F Sport This is because the NX and RAV4 share the same platform and some powertrains, so there are many similarities found underneath the dolled-up face of the Lexus. There's a benefit to employing the same underpinnings as Australia's favourite mid-size SUV, but they still need to sold to potential buyers of the more luxurious PHEV, which lacks the public awareness of the RAV4. The NX has long been one of Lexus' best-selling models, but does PHEV power do it any favours? The NX450h+ is currently the sole PHEV version of the NX and sits at the very top of the model range, priced at $95,900 before on-road costs. There are a couple of caveats to this lineup. One is that only dealer stock remains of the base NX250 Luxury, which means it'll no longer be available once those vehicles are sold. The other is that the cheaper Luxury version of the NX450h+ will arrive next month, and it's expected to be a much more compelling value proposition than the flagship F Sport on test here. For the time being, it's best to compare the NX450h+ against other flagship PHEV mid-size SUVs, including the Mazda CX-60 Azami P50e ($81,490 before on-roads), Mitsubishi Outlander PHEV GSR ($73,970 before on-roads), and Range Rover Evoque P300e ($91,902 before on-roads). As a baseline, the existing RAV4 range tops out at $58,360 before on-roads for the Edge AWD. To see how the Lexus NX stacks up against its rivals, use our comparison tool Very typically Lexus, but hardly revolutionary. Among the more unique aspects are its door handles, which look 'normal' but are actually electric and don't move when pulled. There are also the Japanese premium brand's strange button-like 'handles' inside, which aren't new but still seem like a needlessly complicated mechanism. Comfort is a highlight inside, even with the more aggressive F Sport seats. They offer more pronounced side and base bolstering and are slightly firmer than the standard NX seats, and they're finished in high-quality synthetic leather. I found these seats, while certainly on the snug side, fitted my 173cm frame quite well; they stay comfortable on longer drives while being supportive enough to keep you planted around turns. The contrast between these sporty seats and the otherwise traditional SUV cabin presentation is interesting, though some may consider them unnecessary. For now the NX's PHEV powertrain is only available in aggressive F Sport trim, but it will have broader appeal when the NX450h+ Luxury arrives in September with a lower price. Otherwise, all of the traditional Lexus luxuries are present and correct, and it's nice to interact with controls like the premium-feeling leather-wrapped steering wheel – with perforated leather at nine and three o'clock. What isn't as nice is the lack of physical switchgear. On the steering wheel are what appear to be buttons, but they're touch-sensitive haptic controls. This allows Lexus to pack more functions in than the eight directional 'buttons' allow, as pressing the largest buttons on each horizontal spoke will change what they control or adjust. It can be confusing at first, but the fact that each function is shown on the head-up display helps clarify things. The only real complaint is that it'll take a few presses before the system registers you're trying to skip a song, for example. Still, a short while living with the car will cement this to memory. Similarly, the NX's climate controls are almost entirely digital, except for the two temperature dials. The climate interface is permanently on and takes up the bottom portion of the infotainment display. While more finicky than real buttons, everything is still clearly labelled and easy to locate on the move. We still wish there was some more thought put towards physical controls, as even the temperature dials feel a little doughy – something like Honda's clicky, notchy dial action would do wonders here. If the selection of permanent controls isn't enough, you can also open a dedicated climate menu for more detailed info. Better yet, the entire system is unaffected by any smartphone mirroring interface. Connectivity for both Apple CarPlay and Android Auto is wireless in the NX, and the former was generally reliable over our week with the car. Some of Toyota's typical gremlins were still there though, with Melbourne's toll gantries regularly causing glitches and lag. On the other hand, the NX's digital instrument display is tidy and functional. The digital central portion is flanked by simple meters for charge and fuel level, and there are other general lights and icons scattered around the space. There's also a wealth of information to be found on the central portion, which is navigable using those haptic steering wheel buttons. Some of this info is tied to drive modes, like energy consumption only being visible when in EV mode, so it's worth playing around to find what you want to display. In the middle of the cabin is a soft armrest, as well as several of those drive mode buttons finished in easily smudged glossy black plastic. A wireless charger is fitted here too, along with individual USB-A and USB-C ports and a strangely sized cut-out, perhaps ideal for the car's key. Uniquely, that wireless charging pad sits atop a sliding panel that can open to reveal a small cubby housing two USB-C chargers and a 12V outlet. You'd be forgiven for missing this, but it's still a clever way Lexus has eked out a little more storage space. You also get two nicely sized cupholders and a generous central storage box, alongside relatively small bottle holders in the doors. Unfortunately, leaning on the driver's door card in our test car caused it to flex and creak badly, almost as if it needed a few more clips to secure it properly. There was a similar clicking noise coming from the rear driver's side door, which – annoyingly – we couldn't pinpoint. This one seemed more like a door seal repeatedly sticking and unsticking as the body flexed slightly over bumps, if you can imagine that. Climbing into the back is easy thanks to the car's large doors. Once you're inside, you'll find the rear seats are comfortable and that there's plenty of space that should easily accommodate taller passengers. There are also two rear-facing air vents, albeit with no dedicated climate control panel, along with dual USB-C ports and a 12V outlet. A driveline tunnel will impact middle seat leg room, but there's a fold-down armrest with two cupholders for when that seat's empty. Additionally, there are two ISOFIX anchors and three top-tether points for fitting child seats. Boot capacity in the Lexus NX is the same regardless of powertrain, measuring 520 litres with the rear seats in place and 1141L when they're folded down. This is slightly less than in a RAV4, which offers a minimum of 542L, but more than a plug-in hybrid Mazda CX-60 (477L). The NX's load floor is long, but slightly lower than the boot opening. A net on the passenger side is ideal for loose items and there's a small amount of space under the floor, where you'll find the car's standard 12V battery and accessories like charging cables. But there's no spare wheel. The tailgate is powered and can be operated hands-free, and there are several useful hooks and tie-down points scattered around the boot itself. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus' PHEV system pairs a 2.5-litre naturally aspirated four-cylinder petrol engine producing 136kW of power and 227Nm of torque with a rear-mounted electric motor that makes 134kW and 270Nm. Lexus says this electric motor "achieves EV output equivalent to a 2.0-litre engine". Our week with the car primarily involved highway driving, with the long-distance routes leading us to prioritise hybrid mode over EV-only. This contributed to our impressive real-world fuel economy – impressive on its own and also compared to its ambitious 1.3L/100km claim, which as with most PHEVs is far from achievable in the real world. Energy consumption was still on the higher side, which is curious given our skew towards petrol power. Still, I was able to get through five days of commuting (~120km per day) with no fuel stops and only one charge for the week, with more than a quarter of a tank still to spare. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus is a premium brand, and the NX captures most of what a buyer might expect from one. It may share its bones with Toyota's best-seller in 2024, but this is a case where Lexus' Midas touch has been able to bring out the best of a given platform. As a result, the NX450h+ is exceptionally quiet on the move, with little road or wind noise able to penetrate the cabin. Granted, it may not be as refined as a $100,000-plus BMW, for example, but it's still miles ahead of the RAV4 in terms of overall refinement. This means it's easy to spend an hour or two behind the wheel, which will also expose the prowess of the car's PHEV system. To start, its relatively small battery means charging won't take long, and you have a small selection of drive modes to choose from when you set off. Predictably, these are HEV, EV, and Auto. The latter is the most 'normal', as it'll automatically choose how power is delivered from the petrol engine and electric motor to adapt most appropriately to the driver's demands – this will also depend on the battery's charge. EV mode does exactly what you'd expect, so long as charge is sufficient, but it was HEV (or Hybrid) mode where we found the most value. In this mode, the NX450h+ behaves indistinguishably from a traditional hybrid vehicle. The petrol engine will be on most of the time, which is ideal if you have a long-distance commute with prolonged freeway driving as I do, because it preserves battery charge – roughly 80 per cent in our case – leaving enough in reserve for short-distance, EV-only urban driving, with plenty of petrol left to get home afterwards. Surprisingly, this also had little impact on our fuel economy, which stayed below 6.0L/100km for the week. As mentioned, no extra fuel and only one charge was required for the week, since the powertrain saves fuel when coasting or at lower speeds by disengaging the petrol engine. It's worth noting that while Lexus claims 87km of electric driving range, the car's computer only showed 53km with a fully charged battery. With HEV mode working as intended, this wasn't an issue. This may sound like a plugless hybrid with extra complexity, but we found value in being able to preserve charge for driving the NX like an EV around town, while still having the engine drive us home. More generally, well-calibrated functions like the HEV mode could make PHEV like this more appealing to people living further out of town. Additionally, the NX450h+ is quick when you put your foot into it, since 227kW of power is nothing to sneeze at. You certainly feel it when both the petrol and electric systems are working harmoniously in earnest, which is when the body-hugging F Sport seats come in handy. That said, all that power is only there if you ask for it and it will never take you by surprise. Supporting it is a well-balanced chassis, offering confident and direct steering and very planted road holding, making the package feel all the more cohesive. But the sporty chassis setup also includes ride quality that we think is too firm. It's nowhere near as plush as you'd expect from an expensive 'luxury' SUV aimed at families, and the added weight from the PHEV battery makes the ride, particularly at the rear, a little crashy over sharp road holes and bumps. This applies even in Normal mode, where the suspension should be at its softest. It's adaptive, which means engaging Sport S or Sport S+ firms the dampers up further, making the car feel more planted than it already is around turns, with heavier steering also helping to transform the NX's dynamic experience. Completing the NX450h+ package is a comprehensive suite of safety gear, none of which is particularly annoying to live with. Lane-keep assist, for one, is never intrusive, and only crops up with gentle assistance and a subtle warning if you stray too close to lane markings. There's also adaptive cruise control with lane-centring, which does a good job of following the road and keeping up with cars ahead. All considered, the NX450h+ offers a well-rounded driving experience, with enough configurability to make it suit a wide variety of needs and tastes. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX lineup is expansive. See below the standard equipment for the plethora of NX350h variants, and our range-topping NX450h+ tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: 2025 Lexus NX450h+ F Sport equipment highlights: To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX boasts a five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2022. Standard safety equipment highlights: Sports Luxury and F Sport trims also receive a surround-view camera, while the NX450h+ F Sport gains Intelligent Parking Assist. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty, and servicing is required every 12 months or 15,000km, whichever comes first. It's worth noting the high-voltage battery warranty for Lexus PHEVs is five years with no mileage limit, but it can be extended by an additional five years subject to an annual battery health check "in accordance with Lexus specifications". NX buyers also get three years of free Lexus Encore membership, which includes enticements including access to complimentary loan cars when you service your vehicle. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX was already a good car thanks to solid foundations it shares with the hyper-successful RAV4. Its effective PHEV powertrain expands its capabilities from an efficiency and driveability standpoint, even if it's more complex than the standard plugless hybrid NX alternatives. The result is a car that presents and drives like a hybrid but offers a little more electric fortitude, providing a versatile driving experience that we were able to take full advantage of, at least for a week. It's a well-sorted system that gives drivers enough control over energy management to feel confident without getting overwhelmed. The interior is comfortable and a little more interesting in F Sport guise, though we still yearn for more physical buttons. We can only pull the car up on its less-than-plush ride comfort, as well as the fact it'll likely cost more than $100,000 once all is said and done – especially now that there's no FBT exemption for PHEVs. The colour palette available for the NX is refreshingly vibrant, and we think the Sonic Copper paint applied to our tester is up there with the best of them. More importantly, we believe the NX450h+ F Sport is worthy of its flagship status, but we eagerly await the arrival of the more affordable NX450h+ Luxury variant, which should better live up to the promise of 'premium PHEVs for the people'. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from: NX Pros Lexus NX Cons The Lexus NX450h+ was the Japanese luxury brand's first plug-in hybrid vehicle (PHEV) to arrive in Australia when it was launched here in 2022, and there's been plenty of activity around the pioneering electrified mid-size SUV since then. Exceedingly high demand and supply constraints led Lexus to suspend NX450h+ orders in early 2023, after the model had recorded a respectable 230 sales in 2022, contributing to a total of more than 1000 electrified NX sales in the same year. Orders re-opened in late 2024, after Lexus secured a healthy supply of its plug-in NX to satisfy anticipated demand in the coming years. The result is the 2025 Lexus NX450h+ F Sport on test here, which has received minimal changes since its initial unveiling. It's currently the most expensive NX you can buy, but you'll soon be able to get a plug-in NX for much less when Lexus introduces the cheaper NX450h+ Luxury variant later this year. For now, the F Sport continues to serve as not only a flagship model grade but also a glimpse into what Aussies could be offered when the next-generation Toyota RAV4 arrives in 2026, bringing PHEV power to the nation's top-selling SUV for the first time. Watch: Paul's video review of the Lexus NX350h F Sport This is because the NX and RAV4 share the same platform and some powertrains, so there are many similarities found underneath the dolled-up face of the Lexus. There's a benefit to employing the same underpinnings as Australia's favourite mid-size SUV, but they still need to sold to potential buyers of the more luxurious PHEV, which lacks the public awareness of the RAV4. The NX has long been one of Lexus' best-selling models, but does PHEV power do it any favours? The NX450h+ is currently the sole PHEV version of the NX and sits at the very top of the model range, priced at $95,900 before on-road costs. There are a couple of caveats to this lineup. One is that only dealer stock remains of the base NX250 Luxury, which means it'll no longer be available once those vehicles are sold. The other is that the cheaper Luxury version of the NX450h+ will arrive next month, and it's expected to be a much more compelling value proposition than the flagship F Sport on test here. For the time being, it's best to compare the NX450h+ against other flagship PHEV mid-size SUVs, including the Mazda CX-60 Azami P50e ($81,490 before on-roads), Mitsubishi Outlander PHEV GSR ($73,970 before on-roads), and Range Rover Evoque P300e ($91,902 before on-roads). As a baseline, the existing RAV4 range tops out at $58,360 before on-roads for the Edge AWD. To see how the Lexus NX stacks up against its rivals, use our comparison tool Very typically Lexus, but hardly revolutionary. Among the more unique aspects are its door handles, which look 'normal' but are actually electric and don't move when pulled. There are also the Japanese premium brand's strange button-like 'handles' inside, which aren't new but still seem like a needlessly complicated mechanism. Comfort is a highlight inside, even with the more aggressive F Sport seats. They offer more pronounced side and base bolstering and are slightly firmer than the standard NX seats, and they're finished in high-quality synthetic leather. I found these seats, while certainly on the snug side, fitted my 173cm frame quite well; they stay comfortable on longer drives while being supportive enough to keep you planted around turns. The contrast between these sporty seats and the otherwise traditional SUV cabin presentation is interesting, though some may consider them unnecessary. For now the NX's PHEV powertrain is only available in aggressive F Sport trim, but it will have broader appeal when the NX450h+ Luxury arrives in September with a lower price. Otherwise, all of the traditional Lexus luxuries are present and correct, and it's nice to interact with controls like the premium-feeling leather-wrapped steering wheel – with perforated leather at nine and three o'clock. What isn't as nice is the lack of physical switchgear. On the steering wheel are what appear to be buttons, but they're touch-sensitive haptic controls. This allows Lexus to pack more functions in than the eight directional 'buttons' allow, as pressing the largest buttons on each horizontal spoke will change what they control or adjust. It can be confusing at first, but the fact that each function is shown on the head-up display helps clarify things. The only real complaint is that it'll take a few presses before the system registers you're trying to skip a song, for example. Still, a short while living with the car will cement this to memory. Similarly, the NX's climate controls are almost entirely digital, except for the two temperature dials. The climate interface is permanently on and takes up the bottom portion of the infotainment display. While more finicky than real buttons, everything is still clearly labelled and easy to locate on the move. We still wish there was some more thought put towards physical controls, as even the temperature dials feel a little doughy – something like Honda's clicky, notchy dial action would do wonders here. If the selection of permanent controls isn't enough, you can also open a dedicated climate menu for more detailed info. Better yet, the entire system is unaffected by any smartphone mirroring interface. Connectivity for both Apple CarPlay and Android Auto is wireless in the NX, and the former was generally reliable over our week with the car. Some of Toyota's typical gremlins were still there though, with Melbourne's toll gantries regularly causing glitches and lag. On the other hand, the NX's digital instrument display is tidy and functional. The digital central portion is flanked by simple meters for charge and fuel level, and there are other general lights and icons scattered around the space. There's also a wealth of information to be found on the central portion, which is navigable using those haptic steering wheel buttons. Some of this info is tied to drive modes, like energy consumption only being visible when in EV mode, so it's worth playing around to find what you want to display. In the middle of the cabin is a soft armrest, as well as several of those drive mode buttons finished in easily smudged glossy black plastic. A wireless charger is fitted here too, along with individual USB-A and USB-C ports and a strangely sized cut-out, perhaps ideal for the car's key. Uniquely, that wireless charging pad sits atop a sliding panel that can open to reveal a small cubby housing two USB-C chargers and a 12V outlet. You'd be forgiven for missing this, but it's still a clever way Lexus has eked out a little more storage space. You also get two nicely sized cupholders and a generous central storage box, alongside relatively small bottle holders in the doors. Unfortunately, leaning on the driver's door card in our test car caused it to flex and creak badly, almost as if it needed a few more clips to secure it properly. There was a similar clicking noise coming from the rear driver's side door, which – annoyingly – we couldn't pinpoint. This one seemed more like a door seal repeatedly sticking and unsticking as the body flexed slightly over bumps, if you can imagine that. Climbing into the back is easy thanks to the car's large doors. Once you're inside, you'll find the rear seats are comfortable and that there's plenty of space that should easily accommodate taller passengers. There are also two rear-facing air vents, albeit with no dedicated climate control panel, along with dual USB-C ports and a 12V outlet. A driveline tunnel will impact middle seat leg room, but there's a fold-down armrest with two cupholders for when that seat's empty. Additionally, there are two ISOFIX anchors and three top-tether points for fitting child seats. Boot capacity in the Lexus NX is the same regardless of powertrain, measuring 520 litres with the rear seats in place and 1141L when they're folded down. This is slightly less than in a RAV4, which offers a minimum of 542L, but more than a plug-in hybrid Mazda CX-60 (477L). The NX's load floor is long, but slightly lower than the boot opening. A net on the passenger side is ideal for loose items and there's a small amount of space under the floor, where you'll find the car's standard 12V battery and accessories like charging cables. But there's no spare wheel. The tailgate is powered and can be operated hands-free, and there are several useful hooks and tie-down points scattered around the boot itself. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus' PHEV system pairs a 2.5-litre naturally aspirated four-cylinder petrol engine producing 136kW of power and 227Nm of torque with a rear-mounted electric motor that makes 134kW and 270Nm. Lexus says this electric motor "achieves EV output equivalent to a 2.0-litre engine". Our week with the car primarily involved highway driving, with the long-distance routes leading us to prioritise hybrid mode over EV-only. This contributed to our impressive real-world fuel economy – impressive on its own and also compared to its ambitious 1.3L/100km claim, which as with most PHEVs is far from achievable in the real world. Energy consumption was still on the higher side, which is curious given our skew towards petrol power. Still, I was able to get through five days of commuting (~120km per day) with no fuel stops and only one charge for the week, with more than a quarter of a tank still to spare. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus is a premium brand, and the NX captures most of what a buyer might expect from one. It may share its bones with Toyota's best-seller in 2024, but this is a case where Lexus' Midas touch has been able to bring out the best of a given platform. As a result, the NX450h+ is exceptionally quiet on the move, with little road or wind noise able to penetrate the cabin. Granted, it may not be as refined as a $100,000-plus BMW, for example, but it's still miles ahead of the RAV4 in terms of overall refinement. This means it's easy to spend an hour or two behind the wheel, which will also expose the prowess of the car's PHEV system. To start, its relatively small battery means charging won't take long, and you have a small selection of drive modes to choose from when you set off. Predictably, these are HEV, EV, and Auto. The latter is the most 'normal', as it'll automatically choose how power is delivered from the petrol engine and electric motor to adapt most appropriately to the driver's demands – this will also depend on the battery's charge. EV mode does exactly what you'd expect, so long as charge is sufficient, but it was HEV (or Hybrid) mode where we found the most value. In this mode, the NX450h+ behaves indistinguishably from a traditional hybrid vehicle. The petrol engine will be on most of the time, which is ideal if you have a long-distance commute with prolonged freeway driving as I do, because it preserves battery charge – roughly 80 per cent in our case – leaving enough in reserve for short-distance, EV-only urban driving, with plenty of petrol left to get home afterwards. Surprisingly, this also had little impact on our fuel economy, which stayed below 6.0L/100km for the week. As mentioned, no extra fuel and only one charge was required for the week, since the powertrain saves fuel when coasting or at lower speeds by disengaging the petrol engine. It's worth noting that while Lexus claims 87km of electric driving range, the car's computer only showed 53km with a fully charged battery. With HEV mode working as intended, this wasn't an issue. This may sound like a plugless hybrid with extra complexity, but we found value in being able to preserve charge for driving the NX like an EV around town, while still having the engine drive us home. More generally, well-calibrated functions like the HEV mode could make PHEV like this more appealing to people living further out of town. Additionally, the NX450h+ is quick when you put your foot into it, since 227kW of power is nothing to sneeze at. You certainly feel it when both the petrol and electric systems are working harmoniously in earnest, which is when the body-hugging F Sport seats come in handy. That said, all that power is only there if you ask for it and it will never take you by surprise. Supporting it is a well-balanced chassis, offering confident and direct steering and very planted road holding, making the package feel all the more cohesive. But the sporty chassis setup also includes ride quality that we think is too firm. It's nowhere near as plush as you'd expect from an expensive 'luxury' SUV aimed at families, and the added weight from the PHEV battery makes the ride, particularly at the rear, a little crashy over sharp road holes and bumps. This applies even in Normal mode, where the suspension should be at its softest. It's adaptive, which means engaging Sport S or Sport S+ firms the dampers up further, making the car feel more planted than it already is around turns, with heavier steering also helping to transform the NX's dynamic experience. Completing the NX450h+ package is a comprehensive suite of safety gear, none of which is particularly annoying to live with. Lane-keep assist, for one, is never intrusive, and only crops up with gentle assistance and a subtle warning if you stray too close to lane markings. There's also adaptive cruise control with lane-centring, which does a good job of following the road and keeping up with cars ahead. All considered, the NX450h+ offers a well-rounded driving experience, with enough configurability to make it suit a wide variety of needs and tastes. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX lineup is expansive. See below the standard equipment for the plethora of NX350h variants, and our range-topping NX450h+ tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: 2025 Lexus NX450h+ F Sport equipment highlights: To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX boasts a five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2022. Standard safety equipment highlights: Sports Luxury and F Sport trims also receive a surround-view camera, while the NX450h+ F Sport gains Intelligent Parking Assist. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty, and servicing is required every 12 months or 15,000km, whichever comes first. It's worth noting the high-voltage battery warranty for Lexus PHEVs is five years with no mileage limit, but it can be extended by an additional five years subject to an annual battery health check "in accordance with Lexus specifications". NX buyers also get three years of free Lexus Encore membership, which includes enticements including access to complimentary loan cars when you service your vehicle. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX was already a good car thanks to solid foundations it shares with the hyper-successful RAV4. Its effective PHEV powertrain expands its capabilities from an efficiency and driveability standpoint, even if it's more complex than the standard plugless hybrid NX alternatives. The result is a car that presents and drives like a hybrid but offers a little more electric fortitude, providing a versatile driving experience that we were able to take full advantage of, at least for a week. It's a well-sorted system that gives drivers enough control over energy management to feel confident without getting overwhelmed. The interior is comfortable and a little more interesting in F Sport guise, though we still yearn for more physical buttons. We can only pull the car up on its less-than-plush ride comfort, as well as the fact it'll likely cost more than $100,000 once all is said and done – especially now that there's no FBT exemption for PHEVs. The colour palette available for the NX is refreshingly vibrant, and we think the Sonic Copper paint applied to our tester is up there with the best of them. More importantly, we believe the NX450h+ F Sport is worthy of its flagship status, but we eagerly await the arrival of the more affordable NX450h+ Luxury variant, which should better live up to the promise of 'premium PHEVs for the people'. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from: NX Pros Lexus NX Cons The Lexus NX450h+ was the Japanese luxury brand's first plug-in hybrid vehicle (PHEV) to arrive in Australia when it was launched here in 2022, and there's been plenty of activity around the pioneering electrified mid-size SUV since then. Exceedingly high demand and supply constraints led Lexus to suspend NX450h+ orders in early 2023, after the model had recorded a respectable 230 sales in 2022, contributing to a total of more than 1000 electrified NX sales in the same year. Orders re-opened in late 2024, after Lexus secured a healthy supply of its plug-in NX to satisfy anticipated demand in the coming years. The result is the 2025 Lexus NX450h+ F Sport on test here, which has received minimal changes since its initial unveiling. It's currently the most expensive NX you can buy, but you'll soon be able to get a plug-in NX for much less when Lexus introduces the cheaper NX450h+ Luxury variant later this year. For now, the F Sport continues to serve as not only a flagship model grade but also a glimpse into what Aussies could be offered when the next-generation Toyota RAV4 arrives in 2026, bringing PHEV power to the nation's top-selling SUV for the first time. Watch: Paul's video review of the Lexus NX350h F Sport This is because the NX and RAV4 share the same platform and some powertrains, so there are many similarities found underneath the dolled-up face of the Lexus. There's a benefit to employing the same underpinnings as Australia's favourite mid-size SUV, but they still need to sold to potential buyers of the more luxurious PHEV, which lacks the public awareness of the RAV4. The NX has long been one of Lexus' best-selling models, but does PHEV power do it any favours? The NX450h+ is currently the sole PHEV version of the NX and sits at the very top of the model range, priced at $95,900 before on-road costs. There are a couple of caveats to this lineup. One is that only dealer stock remains of the base NX250 Luxury, which means it'll no longer be available once those vehicles are sold. The other is that the cheaper Luxury version of the NX450h+ will arrive next month, and it's expected to be a much more compelling value proposition than the flagship F Sport on test here. For the time being, it's best to compare the NX450h+ against other flagship PHEV mid-size SUVs, including the Mazda CX-60 Azami P50e ($81,490 before on-roads), Mitsubishi Outlander PHEV GSR ($73,970 before on-roads), and Range Rover Evoque P300e ($91,902 before on-roads). As a baseline, the existing RAV4 range tops out at $58,360 before on-roads for the Edge AWD. To see how the Lexus NX stacks up against its rivals, use our comparison tool Very typically Lexus, but hardly revolutionary. Among the more unique aspects are its door handles, which look 'normal' but are actually electric and don't move when pulled. There are also the Japanese premium brand's strange button-like 'handles' inside, which aren't new but still seem like a needlessly complicated mechanism. Comfort is a highlight inside, even with the more aggressive F Sport seats. They offer more pronounced side and base bolstering and are slightly firmer than the standard NX seats, and they're finished in high-quality synthetic leather. I found these seats, while certainly on the snug side, fitted my 173cm frame quite well; they stay comfortable on longer drives while being supportive enough to keep you planted around turns. The contrast between these sporty seats and the otherwise traditional SUV cabin presentation is interesting, though some may consider them unnecessary. For now the NX's PHEV powertrain is only available in aggressive F Sport trim, but it will have broader appeal when the NX450h+ Luxury arrives in September with a lower price. Otherwise, all of the traditional Lexus luxuries are present and correct, and it's nice to interact with controls like the premium-feeling leather-wrapped steering wheel – with perforated leather at nine and three o'clock. What isn't as nice is the lack of physical switchgear. On the steering wheel are what appear to be buttons, but they're touch-sensitive haptic controls. This allows Lexus to pack more functions in than the eight directional 'buttons' allow, as pressing the largest buttons on each horizontal spoke will change what they control or adjust. It can be confusing at first, but the fact that each function is shown on the head-up display helps clarify things. The only real complaint is that it'll take a few presses before the system registers you're trying to skip a song, for example. Still, a short while living with the car will cement this to memory. Similarly, the NX's climate controls are almost entirely digital, except for the two temperature dials. The climate interface is permanently on and takes up the bottom portion of the infotainment display. While more finicky than real buttons, everything is still clearly labelled and easy to locate on the move. We still wish there was some more thought put towards physical controls, as even the temperature dials feel a little doughy – something like Honda's clicky, notchy dial action would do wonders here. If the selection of permanent controls isn't enough, you can also open a dedicated climate menu for more detailed info. Better yet, the entire system is unaffected by any smartphone mirroring interface. Connectivity for both Apple CarPlay and Android Auto is wireless in the NX, and the former was generally reliable over our week with the car. Some of Toyota's typical gremlins were still there though, with Melbourne's toll gantries regularly causing glitches and lag. On the other hand, the NX's digital instrument display is tidy and functional. The digital central portion is flanked by simple meters for charge and fuel level, and there are other general lights and icons scattered around the space. There's also a wealth of information to be found on the central portion, which is navigable using those haptic steering wheel buttons. Some of this info is tied to drive modes, like energy consumption only being visible when in EV mode, so it's worth playing around to find what you want to display. In the middle of the cabin is a soft armrest, as well as several of those drive mode buttons finished in easily smudged glossy black plastic. A wireless charger is fitted here too, along with individual USB-A and USB-C ports and a strangely sized cut-out, perhaps ideal for the car's key. Uniquely, that wireless charging pad sits atop a sliding panel that can open to reveal a small cubby housing two USB-C chargers and a 12V outlet. You'd be forgiven for missing this, but it's still a clever way Lexus has eked out a little more storage space. You also get two nicely sized cupholders and a generous central storage box, alongside relatively small bottle holders in the doors. Unfortunately, leaning on the driver's door card in our test car caused it to flex and creak badly, almost as if it needed a few more clips to secure it properly. There was a similar clicking noise coming from the rear driver's side door, which – annoyingly – we couldn't pinpoint. This one seemed more like a door seal repeatedly sticking and unsticking as the body flexed slightly over bumps, if you can imagine that. Climbing into the back is easy thanks to the car's large doors. Once you're inside, you'll find the rear seats are comfortable and that there's plenty of space that should easily accommodate taller passengers. There are also two rear-facing air vents, albeit with no dedicated climate control panel, along with dual USB-C ports and a 12V outlet. A driveline tunnel will impact middle seat leg room, but there's a fold-down armrest with two cupholders for when that seat's empty. Additionally, there are two ISOFIX anchors and three top-tether points for fitting child seats. Boot capacity in the Lexus NX is the same regardless of powertrain, measuring 520 litres with the rear seats in place and 1141L when they're folded down. This is slightly less than in a RAV4, which offers a minimum of 542L, but more than a plug-in hybrid Mazda CX-60 (477L). The NX's load floor is long, but slightly lower than the boot opening. A net on the passenger side is ideal for loose items and there's a small amount of space under the floor, where you'll find the car's standard 12V battery and accessories like charging cables. But there's no spare wheel. The tailgate is powered and can be operated hands-free, and there are several useful hooks and tie-down points scattered around the boot itself. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus' PHEV system pairs a 2.5-litre naturally aspirated four-cylinder petrol engine producing 136kW of power and 227Nm of torque with a rear-mounted electric motor that makes 134kW and 270Nm. Lexus says this electric motor "achieves EV output equivalent to a 2.0-litre engine". Our week with the car primarily involved highway driving, with the long-distance routes leading us to prioritise hybrid mode over EV-only. This contributed to our impressive real-world fuel economy – impressive on its own and also compared to its ambitious 1.3L/100km claim, which as with most PHEVs is far from achievable in the real world. Energy consumption was still on the higher side, which is curious given our skew towards petrol power. Still, I was able to get through five days of commuting (~120km per day) with no fuel stops and only one charge for the week, with more than a quarter of a tank still to spare. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus is a premium brand, and the NX captures most of what a buyer might expect from one. It may share its bones with Toyota's best-seller in 2024, but this is a case where Lexus' Midas touch has been able to bring out the best of a given platform. As a result, the NX450h+ is exceptionally quiet on the move, with little road or wind noise able to penetrate the cabin. Granted, it may not be as refined as a $100,000-plus BMW, for example, but it's still miles ahead of the RAV4 in terms of overall refinement. This means it's easy to spend an hour or two behind the wheel, which will also expose the prowess of the car's PHEV system. To start, its relatively small battery means charging won't take long, and you have a small selection of drive modes to choose from when you set off. Predictably, these are HEV, EV, and Auto. The latter is the most 'normal', as it'll automatically choose how power is delivered from the petrol engine and electric motor to adapt most appropriately to the driver's demands – this will also depend on the battery's charge. EV mode does exactly what you'd expect, so long as charge is sufficient, but it was HEV (or Hybrid) mode where we found the most value. In this mode, the NX450h+ behaves indistinguishably from a traditional hybrid vehicle. The petrol engine will be on most of the time, which is ideal if you have a long-distance commute with prolonged freeway driving as I do, because it preserves battery charge – roughly 80 per cent in our case – leaving enough in reserve for short-distance, EV-only urban driving, with plenty of petrol left to get home afterwards. Surprisingly, this also had little impact on our fuel economy, which stayed below 6.0L/100km for the week. As mentioned, no extra fuel and only one charge was required for the week, since the powertrain saves fuel when coasting or at lower speeds by disengaging the petrol engine. It's worth noting that while Lexus claims 87km of electric driving range, the car's computer only showed 53km with a fully charged battery. With HEV mode working as intended, this wasn't an issue. This may sound like a plugless hybrid with extra complexity, but we found value in being able to preserve charge for driving the NX like an EV around town, while still having the engine drive us home. More generally, well-calibrated functions like the HEV mode could make PHEV like this more appealing to people living further out of town. Additionally, the NX450h+ is quick when you put your foot into it, since 227kW of power is nothing to sneeze at. You certainly feel it when both the petrol and electric systems are working harmoniously in earnest, which is when the body-hugging F Sport seats come in handy. That said, all that power is only there if you ask for it and it will never take you by surprise. Supporting it is a well-balanced chassis, offering confident and direct steering and very planted road holding, making the package feel all the more cohesive. But the sporty chassis setup also includes ride quality that we think is too firm. It's nowhere near as plush as you'd expect from an expensive 'luxury' SUV aimed at families, and the added weight from the PHEV battery makes the ride, particularly at the rear, a little crashy over sharp road holes and bumps. This applies even in Normal mode, where the suspension should be at its softest. It's adaptive, which means engaging Sport S or Sport S+ firms the dampers up further, making the car feel more planted than it already is around turns, with heavier steering also helping to transform the NX's dynamic experience. Completing the NX450h+ package is a comprehensive suite of safety gear, none of which is particularly annoying to live with. Lane-keep assist, for one, is never intrusive, and only crops up with gentle assistance and a subtle warning if you stray too close to lane markings. There's also adaptive cruise control with lane-centring, which does a good job of following the road and keeping up with cars ahead. All considered, the NX450h+ offers a well-rounded driving experience, with enough configurability to make it suit a wide variety of needs and tastes. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX lineup is expansive. See below the standard equipment for the plethora of NX350h variants, and our range-topping NX450h+ tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: 2025 Lexus NX450h+ F Sport equipment highlights: To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX boasts a five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2022. Standard safety equipment highlights: Sports Luxury and F Sport trims also receive a surround-view camera, while the NX450h+ F Sport gains Intelligent Parking Assist. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty, and servicing is required every 12 months or 15,000km, whichever comes first. It's worth noting the high-voltage battery warranty for Lexus PHEVs is five years with no mileage limit, but it can be extended by an additional five years subject to an annual battery health check "in accordance with Lexus specifications". NX buyers also get three years of free Lexus Encore membership, which includes enticements including access to complimentary loan cars when you service your vehicle. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX was already a good car thanks to solid foundations it shares with the hyper-successful RAV4. Its effective PHEV powertrain expands its capabilities from an efficiency and driveability standpoint, even if it's more complex than the standard plugless hybrid NX alternatives. The result is a car that presents and drives like a hybrid but offers a little more electric fortitude, providing a versatile driving experience that we were able to take full advantage of, at least for a week. It's a well-sorted system that gives drivers enough control over energy management to feel confident without getting overwhelmed. The interior is comfortable and a little more interesting in F Sport guise, though we still yearn for more physical buttons. We can only pull the car up on its less-than-plush ride comfort, as well as the fact it'll likely cost more than $100,000 once all is said and done – especially now that there's no FBT exemption for PHEVs. The colour palette available for the NX is refreshingly vibrant, and we think the Sonic Copper paint applied to our tester is up there with the best of them. More importantly, we believe the NX450h+ F Sport is worthy of its flagship status, but we eagerly await the arrival of the more affordable NX450h+ Luxury variant, which should better live up to the promise of 'premium PHEVs for the people'. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from: NX Pros Lexus NX Cons The Lexus NX450h+ was the Japanese luxury brand's first plug-in hybrid vehicle (PHEV) to arrive in Australia when it was launched here in 2022, and there's been plenty of activity around the pioneering electrified mid-size SUV since then. Exceedingly high demand and supply constraints led Lexus to suspend NX450h+ orders in early 2023, after the model had recorded a respectable 230 sales in 2022, contributing to a total of more than 1000 electrified NX sales in the same year. Orders re-opened in late 2024, after Lexus secured a healthy supply of its plug-in NX to satisfy anticipated demand in the coming years. The result is the 2025 Lexus NX450h+ F Sport on test here, which has received minimal changes since its initial unveiling. It's currently the most expensive NX you can buy, but you'll soon be able to get a plug-in NX for much less when Lexus introduces the cheaper NX450h+ Luxury variant later this year. For now, the F Sport continues to serve as not only a flagship model grade but also a glimpse into what Aussies could be offered when the next-generation Toyota RAV4 arrives in 2026, bringing PHEV power to the nation's top-selling SUV for the first time. Watch: Paul's video review of the Lexus NX350h F Sport This is because the NX and RAV4 share the same platform and some powertrains, so there are many similarities found underneath the dolled-up face of the Lexus. There's a benefit to employing the same underpinnings as Australia's favourite mid-size SUV, but they still need to sold to potential buyers of the more luxurious PHEV, which lacks the public awareness of the RAV4. The NX has long been one of Lexus' best-selling models, but does PHEV power do it any favours? The NX450h+ is currently the sole PHEV version of the NX and sits at the very top of the model range, priced at $95,900 before on-road costs. There are a couple of caveats to this lineup. One is that only dealer stock remains of the base NX250 Luxury, which means it'll no longer be available once those vehicles are sold. The other is that the cheaper Luxury version of the NX450h+ will arrive next month, and it's expected to be a much more compelling value proposition than the flagship F Sport on test here. For the time being, it's best to compare the NX450h+ against other flagship PHEV mid-size SUVs, including the Mazda CX-60 Azami P50e ($81,490 before on-roads), Mitsubishi Outlander PHEV GSR ($73,970 before on-roads), and Range Rover Evoque P300e ($91,902 before on-roads). As a baseline, the existing RAV4 range tops out at $58,360 before on-roads for the Edge AWD. To see how the Lexus NX stacks up against its rivals, use our comparison tool Very typically Lexus, but hardly revolutionary. Among the more unique aspects are its door handles, which look 'normal' but are actually electric and don't move when pulled. There are also the Japanese premium brand's strange button-like 'handles' inside, which aren't new but still seem like a needlessly complicated mechanism. Comfort is a highlight inside, even with the more aggressive F Sport seats. They offer more pronounced side and base bolstering and are slightly firmer than the standard NX seats, and they're finished in high-quality synthetic leather. I found these seats, while certainly on the snug side, fitted my 173cm frame quite well; they stay comfortable on longer drives while being supportive enough to keep you planted around turns. The contrast between these sporty seats and the otherwise traditional SUV cabin presentation is interesting, though some may consider them unnecessary. For now the NX's PHEV powertrain is only available in aggressive F Sport trim, but it will have broader appeal when the NX450h+ Luxury arrives in September with a lower price. Otherwise, all of the traditional Lexus luxuries are present and correct, and it's nice to interact with controls like the premium-feeling leather-wrapped steering wheel – with perforated leather at nine and three o'clock. What isn't as nice is the lack of physical switchgear. On the steering wheel are what appear to be buttons, but they're touch-sensitive haptic controls. This allows Lexus to pack more functions in than the eight directional 'buttons' allow, as pressing the largest buttons on each horizontal spoke will change what they control or adjust. It can be confusing at first, but the fact that each function is shown on the head-up display helps clarify things. The only real complaint is that it'll take a few presses before the system registers you're trying to skip a song, for example. Still, a short while living with the car will cement this to memory. Similarly, the NX's climate controls are almost entirely digital, except for the two temperature dials. The climate interface is permanently on and takes up the bottom portion of the infotainment display. While more finicky than real buttons, everything is still clearly labelled and easy to locate on the move. We still wish there was some more thought put towards physical controls, as even the temperature dials feel a little doughy – something like Honda's clicky, notchy dial action would do wonders here. If the selection of permanent controls isn't enough, you can also open a dedicated climate menu for more detailed info. Better yet, the entire system is unaffected by any smartphone mirroring interface. Connectivity for both Apple CarPlay and Android Auto is wireless in the NX, and the former was generally reliable over our week with the car. Some of Toyota's typical gremlins were still there though, with Melbourne's toll gantries regularly causing glitches and lag. On the other hand, the NX's digital instrument display is tidy and functional. The digital central portion is flanked by simple meters for charge and fuel level, and there are other general lights and icons scattered around the space. There's also a wealth of information to be found on the central portion, which is navigable using those haptic steering wheel buttons. Some of this info is tied to drive modes, like energy consumption only being visible when in EV mode, so it's worth playing around to find what you want to display. In the middle of the cabin is a soft armrest, as well as several of those drive mode buttons finished in easily smudged glossy black plastic. A wireless charger is fitted here too, along with individual USB-A and USB-C ports and a strangely sized cut-out, perhaps ideal for the car's key. Uniquely, that wireless charging pad sits atop a sliding panel that can open to reveal a small cubby housing two USB-C chargers and a 12V outlet. You'd be forgiven for missing this, but it's still a clever way Lexus has eked out a little more storage space. You also get two nicely sized cupholders and a generous central storage box, alongside relatively small bottle holders in the doors. Unfortunately, leaning on the driver's door card in our test car caused it to flex and creak badly, almost as if it needed a few more clips to secure it properly. There was a similar clicking noise coming from the rear driver's side door, which – annoyingly – we couldn't pinpoint. This one seemed more like a door seal repeatedly sticking and unsticking as the body flexed slightly over bumps, if you can imagine that. Climbing into the back is easy thanks to the car's large doors. Once you're inside, you'll find the rear seats are comfortable and that there's plenty of space that should easily accommodate taller passengers. There are also two rear-facing air vents, albeit with no dedicated climate control panel, along with dual USB-C ports and a 12V outlet. A driveline tunnel will impact middle seat leg room, but there's a fold-down armrest with two cupholders for when that seat's empty. Additionally, there are two ISOFIX anchors and three top-tether points for fitting child seats. Boot capacity in the Lexus NX is the same regardless of powertrain, measuring 520 litres with the rear seats in place and 1141L when they're folded down. This is slightly less than in a RAV4, which offers a minimum of 542L, but more than a plug-in hybrid Mazda CX-60 (477L). The NX's load floor is long, but slightly lower than the boot opening. A net on the passenger side is ideal for loose items and there's a small amount of space under the floor, where you'll find the car's standard 12V battery and accessories like charging cables. But there's no spare wheel. The tailgate is powered and can be operated hands-free, and there are several useful hooks and tie-down points scattered around the boot itself. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus' PHEV system pairs a 2.5-litre naturally aspirated four-cylinder petrol engine producing 136kW of power and 227Nm of torque with a rear-mounted electric motor that makes 134kW and 270Nm. Lexus says this electric motor "achieves EV output equivalent to a 2.0-litre engine". Our week with the car primarily involved highway driving, with the long-distance routes leading us to prioritise hybrid mode over EV-only. This contributed to our impressive real-world fuel economy – impressive on its own and also compared to its ambitious 1.3L/100km claim, which as with most PHEVs is far from achievable in the real world. Energy consumption was still on the higher side, which is curious given our skew towards petrol power. Still, I was able to get through five days of commuting (~120km per day) with no fuel stops and only one charge for the week, with more than a quarter of a tank still to spare. To see how the Lexus NX stacks up against its rivals, use our comparison tool Lexus is a premium brand, and the NX captures most of what a buyer might expect from one. It may share its bones with Toyota's best-seller in 2024, but this is a case where Lexus' Midas touch has been able to bring out the best of a given platform. As a result, the NX450h+ is exceptionally quiet on the move, with little road or wind noise able to penetrate the cabin. Granted, it may not be as refined as a $100,000-plus BMW, for example, but it's still miles ahead of the RAV4 in terms of overall refinement. This means it's easy to spend an hour or two behind the wheel, which will also expose the prowess of the car's PHEV system. To start, its relatively small battery means charging won't take long, and you have a small selection of drive modes to choose from when you set off. Predictably, these are HEV, EV, and Auto. The latter is the most 'normal', as it'll automatically choose how power is delivered from the petrol engine and electric motor to adapt most appropriately to the driver's demands – this will also depend on the battery's charge. EV mode does exactly what you'd expect, so long as charge is sufficient, but it was HEV (or Hybrid) mode where we found the most value. In this mode, the NX450h+ behaves indistinguishably from a traditional hybrid vehicle. The petrol engine will be on most of the time, which is ideal if you have a long-distance commute with prolonged freeway driving as I do, because it preserves battery charge – roughly 80 per cent in our case – leaving enough in reserve for short-distance, EV-only urban driving, with plenty of petrol left to get home afterwards. Surprisingly, this also had little impact on our fuel economy, which stayed below 6.0L/100km for the week. As mentioned, no extra fuel and only one charge was required for the week, since the powertrain saves fuel when coasting or at lower speeds by disengaging the petrol engine. It's worth noting that while Lexus claims 87km of electric driving range, the car's computer only showed 53km with a fully charged battery. With HEV mode working as intended, this wasn't an issue. This may sound like a plugless hybrid with extra complexity, but we found value in being able to preserve charge for driving the NX like an EV around town, while still having the engine drive us home. More generally, well-calibrated functions like the HEV mode could make PHEV like this more appealing to people living further out of town. Additionally, the NX450h+ is quick when you put your foot into it, since 227kW of power is nothing to sneeze at. You certainly feel it when both the petrol and electric systems are working harmoniously in earnest, which is when the body-hugging F Sport seats come in handy. That said, all that power is only there if you ask for it and it will never take you by surprise. Supporting it is a well-balanced chassis, offering confident and direct steering and very planted road holding, making the package feel all the more cohesive. But the sporty chassis setup also includes ride quality that we think is too firm. It's nowhere near as plush as you'd expect from an expensive 'luxury' SUV aimed at families, and the added weight from the PHEV battery makes the ride, particularly at the rear, a little crashy over sharp road holes and bumps. This applies even in Normal mode, where the suspension should be at its softest. It's adaptive, which means engaging Sport S or Sport S+ firms the dampers up further, making the car feel more planted than it already is around turns, with heavier steering also helping to transform the NX's dynamic experience. Completing the NX450h+ package is a comprehensive suite of safety gear, none of which is particularly annoying to live with. Lane-keep assist, for one, is never intrusive, and only crops up with gentle assistance and a subtle warning if you stray too close to lane markings. There's also adaptive cruise control with lane-centring, which does a good job of following the road and keeping up with cars ahead. All considered, the NX450h+ offers a well-rounded driving experience, with enough configurability to make it suit a wide variety of needs and tastes. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX lineup is expansive. See below the standard equipment for the plethora of NX350h variants, and our range-topping NX450h+ tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: 2025 Lexus NX450h+ F Sport equipment highlights: To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX boasts a five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2022. Standard safety equipment highlights: Sports Luxury and F Sport trims also receive a surround-view camera, while the NX450h+ F Sport gains Intelligent Parking Assist. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty, and servicing is required every 12 months or 15,000km, whichever comes first. It's worth noting the high-voltage battery warranty for Lexus PHEVs is five years with no mileage limit, but it can be extended by an additional five years subject to an annual battery health check "in accordance with Lexus specifications". NX buyers also get three years of free Lexus Encore membership, which includes enticements including access to complimentary loan cars when you service your vehicle. To see how the Lexus NX stacks up against its rivals, use our comparison tool The Lexus NX was already a good car thanks to solid foundations it shares with the hyper-successful RAV4. Its effective PHEV powertrain expands its capabilities from an efficiency and driveability standpoint, even if it's more complex than the standard plugless hybrid NX alternatives. The result is a car that presents and drives like a hybrid but offers a little more electric fortitude, providing a versatile driving experience that we were able to take full advantage of, at least for a week. It's a well-sorted system that gives drivers enough control over energy management to feel confident without getting overwhelmed. The interior is comfortable and a little more interesting in F Sport guise, though we still yearn for more physical buttons. We can only pull the car up on its less-than-plush ride comfort, as well as the fact it'll likely cost more than $100,000 once all is said and done – especially now that there's no FBT exemption for PHEVs. The colour palette available for the NX is refreshingly vibrant, and we think the Sonic Copper paint applied to our tester is up there with the best of them. More importantly, we believe the NX450h+ F Sport is worthy of its flagship status, but we eagerly await the arrival of the more affordable NX450h+ Luxury variant, which should better live up to the promise of 'premium PHEVs for the people'. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from:
The Advertiser
23-07-2025
- Automotive
- The Advertiser
2025 Lexus NX350h Sports Luxury FWD review
Lexus NX Pros Lexus NX Cons Among mid-size premium SUVs available in Australia, the Lexus NX is outsold only by the electric Tesla Model Y. Launched in 2022, the second-generation NX has really resonated with Australian buyers, proving more popular than rivals from Audi, BMW and Mercedes-Benz. There's a sprawling range of NXs on offer, with a choice of front- or all-wheel drive, four powertrains (two petrols, one hybrid and one plug-in hybrid) and four trim levels (base, Luxury, F Sport and Sports Luxury). A hefty chunk of the NX range undercuts even the cheapest BMW X3 or Mercedes-Benz GLC, which along with the availability of a fuel-sipping hybrid goes some way to explaining the NX's superior sales performance in our market. Our tester was an NX350h Sports Luxury. Think of the Sports Luxury as one of the forks in the road you can take above the regular NX350h Luxury, with less of a sporty look than the F Sport but the same price tag. WATCH: Paul's video review on the 2022 Lexus NX350h F Sport Eagle-eyed readers will note this is the exact same vehicle I reviewed late in 2022. While it's not typical for vehicles to remain on press fleets for this long, there have been no changes of note to the NX since then. Besides, we're always in low-mileage examples, while this one had been broken in a bit more, giving us a chance to see how it felt after a couple of years of use. The NX hasn't changed since 2022, but have our feelings towards it changed? While it costs thousands less than even a base X3 or GLC, the NX350h Sports Luxury FWD is in turn undercut – if only by a few hundred dollars – by the entry-level Genesis GV70 which guzzles considerably more fuel but packs more features. To see how the Lexus NX compares with its rivals, use our comparison tool The NX's interior is thoroughly contemporary, which is both good (a substantial touchscreen) and not so good (smudge-prone gloss black trim slathered all over the centre stack and console). There are also gimmicky elements like e-latch doors, though these feel good to operate – pointless, but good. Material quality for the most part is excellent. The dash top, for example, is so soft and squidgy you could use it for a child's playground. There's soft-touch trim on the sides of the centre console, with hard plastic reserved only for the lowest reaches of the dash and doors. Unusually, for something that otherwise feels tight as a drum, the NX's indicator stalk snaps into place and feels particularly cheap. In my previous review, I noted the stalks felt well-damped, so is this wear and tear? There's some lovely wood trim on the doors. We would have liked to have seen more of this and less of the gloss black stuff, particularly given this is the most luxurious NX. The ambient lighting also elevates the cabin, though don't go expecting the multi-colour, Macau-at-night light shows of a Mercedes-Benz – Lexus keeps it simple. The 14-inch touchscreen runs Lexus' latest infotainment system, which is also the Toyota brand's – there are no unique graphics for Lexus. That means it'll be familiar to those upgrading from a Toyota, and it's still a huge step up from Lexus' last-generation infotainment with crisp, clear graphics and quick response times. There's a surround-view camera with a transparent chassis view. The camera resolution isn't as good as in, say, an X3 or GV70, but it's still decent. There's a head-up display, while the instruments comprise a pair of analogue gauges plus an 8.0-inch screen in the middle. The central circle theme harkens back to Lexus models like the LFA, though the washed-out blue look gives off 'older Lexus' vibes. On the steering wheel there are four arrow switches on each side, with pages buttons beneath them controlling what these do. The idea, surely, is to reduce the number of switches needed on the steering wheel, and you do get used to them. But while there are fewer buttons, it does feel like there are more button pushes required. Over on the right of the steering wheel you'll find a little cubby, as well as buttons for the trip computer and instrument cluster brightness adjustment. If you're looking for the camera button, it's sitting all alone next to the air-conditioning vents. Also, some functions like the heated seats can only be accessed via the touchscreen or through voice commands. At least Lexus has kept tactile knobs for temperature adjustment, even if other climate functions are now (anchored) on the touchscreen. Below the climate controls is a useless storage cubby, which sits above the wireless phone charger. This one doesn't even have a cover, while under the wireless phone charger you'll find another cubby which can be concealed. There's a fairly deep centre console bin, and the lid opens both ways. There are also bottle holders in the doors that fit 1L bottles. The Mark Levinson sound system is disappointing for a name-brand sound system, and isn't as good as, say, a Bang & Olufsen system. We fiddled with some of the audio settings but it never quite lived up to its reputation. But in true Lexus fashion the front seats are comfortable, finished in supple leather and featuring heating, ventilation and power adjustment, plus memory for the driver. Step into the back and there's a comfortable second row, though it's not a class leader when it comes to sheer size. A small driveline hump eats into centre-seat legroom, but there are plenty of amenities: air vents, a fold-down armrest with cupholders, a 12V outlet, and two USB-C outlets, as well as bottle holders in the doors and map pockets on the seatbacks. Child seats can be secured using one of three top-tether or two ISOFIX anchor points. The rear bench splits and folds 60/40, increasing cargo space from 520 litres to 1141L. Under the boot floor you won't find a spare – just a tyre repair kit – but there's a series of compartments to contain your odds and ends. There are also netted sections on either side of the boot floor that can help stop your groceries and such from flying around. To see how the Lexus NX compares with its rivals, use our comparison tool If you want fuel economy this good in a mid-size premium SUV, it's this or an Audi Q5 diesel. Over a loop consisting of inner-city, suburban and highway driving, we averaged a thrifty 4.9 litres per 100km – 0.1L/100km better than the official combined claim. Last time we had this car, we saw fuel economy of 5.8L/100km over the course of a week. This time, it averaged a mere 5.3L/100km. To see how the Lexus NX compares with its rivals, use our comparison tool You might expect a Lexus to offer a plush ride, but the NX350h Sports Luxury doesn't deliver in this respect. Its ride quality is arguably let down by its use of larger (20-inch) alloy wheels than the Luxury, which features 18s, and the lack of adaptive dampers as seen in the F Sport. The result is a ride that feels stiff and lumpy, and on rougher surfaces it feels a bit unsettled. It also crashes over some bumps, and you'll feel a firm thwack on small potholes. Despite this, the NX350h Sports Luxury doesn't feel all that sporty, which makes the way it rides harder to overlook. It takes a moment to settle over some undulations, with a little bit of float felt. Mind you, the NX350h feels poised – if unexciting – when taken on a winding road. The steering is nicely weighted, but there isn't much in the way of feel. The NX350h doesn't sound all that sporty either, with a bit of a grumbly engine note as we've come to expect from four-cylinder Lexus models. At least it doesn't intrude too much into the cabin, with noise suppression expectedly good for a Lexus. That includes suppression of wind and tyre noise. The powertrain is the best part of the NX350h's dynamic package, and not just because of the terrific fuel economy it can achieve. There are smooth transitions between electric and petrol power, and the NX350h is able to run purely on electric power at low speeds with the petrol engine kicking in when you demand more. Tap the brakes and regenerative braking tops up the battery. The NX350h's driver assists work well. The lane-keep assist gently nudges you back into your lane without constantly feeling intrusive, while activating adaptive cruise control allows you to use Lane Tracing Assist. This is effectively a lane-centring aid, and it managed to keep us more centred than a guided meditation session. To see how the Lexus NX compares with its rivals, use our comparison tool The NX range is enormous, so let's zero in on the NX350h lineup specifically including our Sports Luxury tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: Option packages – or Enhancement Packs, in Lexus parlance – are available for NX350h models, but only those with all-wheel drive. That means if you opt for a front-wheel drive NX350h, you can't get equipment like a heated steering wheel, heated rear seats, and panoramic sunroof, even in the fancy Sports Luxury. The NX350h Luxury FWD also can't be brought up closer to the F Sport and Sports Luxury with equipment like a wireless phone charger and hands-free power tailgate. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX has a five-star safety rating from ANCAP, based on testing conducted in 2022. Standard safety equipment on NX350h models includes: Sports Luxury and F Sport trims also receive a surround-view camera. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty. NX buyers also get three years of free Lexus Encore access, which includes access to complimentary loan cars when you service your vehicle. To see how the Lexus NX compares with its rivals, use our comparison tool Among the sprawling Lexus NX range, the hybrid NX350h is the sweet spot in terms of performance, efficiency and price. The NX350h Sports Luxury, however, isn't the one to get. Those 20-inch wheels exact a toll on ride quality, and there's no adaptive suspension like in the F Sport. It's a shame as the ES sedan and larger RX crossover show how Lexus can take a shared Toyota platform and develop something that still has a plush ride. If you can live without some of the Sports Luxury's features, an NX350h Luxury is an appealing option that undercuts rivals while offering the solid feel and thrifty hybrid fuel economy expected of a Lexus. Otherwise, if you're happy to spend more at the pump, a GV70 gives you more standard kit and a more dynamic (and comfortable) drive. 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 Among mid-size premium SUVs available in Australia, the Lexus NX is outsold only by the electric Tesla Model Y. Launched in 2022, the second-generation NX has really resonated with Australian buyers, proving more popular than rivals from Audi, BMW and Mercedes-Benz. There's a sprawling range of NXs on offer, with a choice of front- or all-wheel drive, four powertrains (two petrols, one hybrid and one plug-in hybrid) and four trim levels (base, Luxury, F Sport and Sports Luxury). A hefty chunk of the NX range undercuts even the cheapest BMW X3 or Mercedes-Benz GLC, which along with the availability of a fuel-sipping hybrid goes some way to explaining the NX's superior sales performance in our market. Our tester was an NX350h Sports Luxury. Think of the Sports Luxury as one of the forks in the road you can take above the regular NX350h Luxury, with less of a sporty look than the F Sport but the same price tag. WATCH: Paul's video review on the 2022 Lexus NX350h F Sport Eagle-eyed readers will note this is the exact same vehicle I reviewed late in 2022. While it's not typical for vehicles to remain on press fleets for this long, there have been no changes of note to the NX since then. Besides, we're always in low-mileage examples, while this one had been broken in a bit more, giving us a chance to see how it felt after a couple of years of use. The NX hasn't changed since 2022, but have our feelings towards it changed? While it costs thousands less than even a base X3 or GLC, the NX350h Sports Luxury FWD is in turn undercut – if only by a few hundred dollars – by the entry-level Genesis GV70 which guzzles considerably more fuel but packs more features. To see how the Lexus NX compares with its rivals, use our comparison tool The NX's interior is thoroughly contemporary, which is both good (a substantial touchscreen) and not so good (smudge-prone gloss black trim slathered all over the centre stack and console). There are also gimmicky elements like e-latch doors, though these feel good to operate – pointless, but good. Material quality for the most part is excellent. The dash top, for example, is so soft and squidgy you could use it for a child's playground. There's soft-touch trim on the sides of the centre console, with hard plastic reserved only for the lowest reaches of the dash and doors. Unusually, for something that otherwise feels tight as a drum, the NX's indicator stalk snaps into place and feels particularly cheap. In my previous review, I noted the stalks felt well-damped, so is this wear and tear? There's some lovely wood trim on the doors. We would have liked to have seen more of this and less of the gloss black stuff, particularly given this is the most luxurious NX. The ambient lighting also elevates the cabin, though don't go expecting the multi-colour, Macau-at-night light shows of a Mercedes-Benz – Lexus keeps it simple. The 14-inch touchscreen runs Lexus' latest infotainment system, which is also the Toyota brand's – there are no unique graphics for Lexus. That means it'll be familiar to those upgrading from a Toyota, and it's still a huge step up from Lexus' last-generation infotainment with crisp, clear graphics and quick response times. There's a surround-view camera with a transparent chassis view. The camera resolution isn't as good as in, say, an X3 or GV70, but it's still decent. There's a head-up display, while the instruments comprise a pair of analogue gauges plus an 8.0-inch screen in the middle. The central circle theme harkens back to Lexus models like the LFA, though the washed-out blue look gives off 'older Lexus' vibes. On the steering wheel there are four arrow switches on each side, with pages buttons beneath them controlling what these do. The idea, surely, is to reduce the number of switches needed on the steering wheel, and you do get used to them. But while there are fewer buttons, it does feel like there are more button pushes required. Over on the right of the steering wheel you'll find a little cubby, as well as buttons for the trip computer and instrument cluster brightness adjustment. If you're looking for the camera button, it's sitting all alone next to the air-conditioning vents. Also, some functions like the heated seats can only be accessed via the touchscreen or through voice commands. At least Lexus has kept tactile knobs for temperature adjustment, even if other climate functions are now (anchored) on the touchscreen. Below the climate controls is a useless storage cubby, which sits above the wireless phone charger. This one doesn't even have a cover, while under the wireless phone charger you'll find another cubby which can be concealed. There's a fairly deep centre console bin, and the lid opens both ways. There are also bottle holders in the doors that fit 1L bottles. The Mark Levinson sound system is disappointing for a name-brand sound system, and isn't as good as, say, a Bang & Olufsen system. We fiddled with some of the audio settings but it never quite lived up to its reputation. But in true Lexus fashion the front seats are comfortable, finished in supple leather and featuring heating, ventilation and power adjustment, plus memory for the driver. Step into the back and there's a comfortable second row, though it's not a class leader when it comes to sheer size. A small driveline hump eats into centre-seat legroom, but there are plenty of amenities: air vents, a fold-down armrest with cupholders, a 12V outlet, and two USB-C outlets, as well as bottle holders in the doors and map pockets on the seatbacks. Child seats can be secured using one of three top-tether or two ISOFIX anchor points. The rear bench splits and folds 60/40, increasing cargo space from 520 litres to 1141L. Under the boot floor you won't find a spare – just a tyre repair kit – but there's a series of compartments to contain your odds and ends. There are also netted sections on either side of the boot floor that can help stop your groceries and such from flying around. To see how the Lexus NX compares with its rivals, use our comparison tool If you want fuel economy this good in a mid-size premium SUV, it's this or an Audi Q5 diesel. Over a loop consisting of inner-city, suburban and highway driving, we averaged a thrifty 4.9 litres per 100km – 0.1L/100km better than the official combined claim. Last time we had this car, we saw fuel economy of 5.8L/100km over the course of a week. This time, it averaged a mere 5.3L/100km. To see how the Lexus NX compares with its rivals, use our comparison tool You might expect a Lexus to offer a plush ride, but the NX350h Sports Luxury doesn't deliver in this respect. Its ride quality is arguably let down by its use of larger (20-inch) alloy wheels than the Luxury, which features 18s, and the lack of adaptive dampers as seen in the F Sport. The result is a ride that feels stiff and lumpy, and on rougher surfaces it feels a bit unsettled. It also crashes over some bumps, and you'll feel a firm thwack on small potholes. Despite this, the NX350h Sports Luxury doesn't feel all that sporty, which makes the way it rides harder to overlook. It takes a moment to settle over some undulations, with a little bit of float felt. Mind you, the NX350h feels poised – if unexciting – when taken on a winding road. The steering is nicely weighted, but there isn't much in the way of feel. The NX350h doesn't sound all that sporty either, with a bit of a grumbly engine note as we've come to expect from four-cylinder Lexus models. At least it doesn't intrude too much into the cabin, with noise suppression expectedly good for a Lexus. That includes suppression of wind and tyre noise. The powertrain is the best part of the NX350h's dynamic package, and not just because of the terrific fuel economy it can achieve. There are smooth transitions between electric and petrol power, and the NX350h is able to run purely on electric power at low speeds with the petrol engine kicking in when you demand more. Tap the brakes and regenerative braking tops up the battery. The NX350h's driver assists work well. The lane-keep assist gently nudges you back into your lane without constantly feeling intrusive, while activating adaptive cruise control allows you to use Lane Tracing Assist. This is effectively a lane-centring aid, and it managed to keep us more centred than a guided meditation session. To see how the Lexus NX compares with its rivals, use our comparison tool The NX range is enormous, so let's zero in on the NX350h lineup specifically including our Sports Luxury tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: Option packages – or Enhancement Packs, in Lexus parlance – are available for NX350h models, but only those with all-wheel drive. That means if you opt for a front-wheel drive NX350h, you can't get equipment like a heated steering wheel, heated rear seats, and panoramic sunroof, even in the fancy Sports Luxury. The NX350h Luxury FWD also can't be brought up closer to the F Sport and Sports Luxury with equipment like a wireless phone charger and hands-free power tailgate. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX has a five-star safety rating from ANCAP, based on testing conducted in 2022. Standard safety equipment on NX350h models includes: Sports Luxury and F Sport trims also receive a surround-view camera. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty. NX buyers also get three years of free Lexus Encore access, which includes access to complimentary loan cars when you service your vehicle. To see how the Lexus NX compares with its rivals, use our comparison tool Among the sprawling Lexus NX range, the hybrid NX350h is the sweet spot in terms of performance, efficiency and price. The NX350h Sports Luxury, however, isn't the one to get. Those 20-inch wheels exact a toll on ride quality, and there's no adaptive suspension like in the F Sport. It's a shame as the ES sedan and larger RX crossover show how Lexus can take a shared Toyota platform and develop something that still has a plush ride. If you can live without some of the Sports Luxury's features, an NX350h Luxury is an appealing option that undercuts rivals while offering the solid feel and thrifty hybrid fuel economy expected of a Lexus. Otherwise, if you're happy to spend more at the pump, a GV70 gives you more standard kit and a more dynamic (and comfortable) drive. 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 Among mid-size premium SUVs available in Australia, the Lexus NX is outsold only by the electric Tesla Model Y. Launched in 2022, the second-generation NX has really resonated with Australian buyers, proving more popular than rivals from Audi, BMW and Mercedes-Benz. There's a sprawling range of NXs on offer, with a choice of front- or all-wheel drive, four powertrains (two petrols, one hybrid and one plug-in hybrid) and four trim levels (base, Luxury, F Sport and Sports Luxury). A hefty chunk of the NX range undercuts even the cheapest BMW X3 or Mercedes-Benz GLC, which along with the availability of a fuel-sipping hybrid goes some way to explaining the NX's superior sales performance in our market. Our tester was an NX350h Sports Luxury. Think of the Sports Luxury as one of the forks in the road you can take above the regular NX350h Luxury, with less of a sporty look than the F Sport but the same price tag. WATCH: Paul's video review on the 2022 Lexus NX350h F Sport Eagle-eyed readers will note this is the exact same vehicle I reviewed late in 2022. While it's not typical for vehicles to remain on press fleets for this long, there have been no changes of note to the NX since then. Besides, we're always in low-mileage examples, while this one had been broken in a bit more, giving us a chance to see how it felt after a couple of years of use. The NX hasn't changed since 2022, but have our feelings towards it changed? While it costs thousands less than even a base X3 or GLC, the NX350h Sports Luxury FWD is in turn undercut – if only by a few hundred dollars – by the entry-level Genesis GV70 which guzzles considerably more fuel but packs more features. To see how the Lexus NX compares with its rivals, use our comparison tool The NX's interior is thoroughly contemporary, which is both good (a substantial touchscreen) and not so good (smudge-prone gloss black trim slathered all over the centre stack and console). There are also gimmicky elements like e-latch doors, though these feel good to operate – pointless, but good. Material quality for the most part is excellent. The dash top, for example, is so soft and squidgy you could use it for a child's playground. There's soft-touch trim on the sides of the centre console, with hard plastic reserved only for the lowest reaches of the dash and doors. Unusually, for something that otherwise feels tight as a drum, the NX's indicator stalk snaps into place and feels particularly cheap. In my previous review, I noted the stalks felt well-damped, so is this wear and tear? There's some lovely wood trim on the doors. We would have liked to have seen more of this and less of the gloss black stuff, particularly given this is the most luxurious NX. The ambient lighting also elevates the cabin, though don't go expecting the multi-colour, Macau-at-night light shows of a Mercedes-Benz – Lexus keeps it simple. The 14-inch touchscreen runs Lexus' latest infotainment system, which is also the Toyota brand's – there are no unique graphics for Lexus. That means it'll be familiar to those upgrading from a Toyota, and it's still a huge step up from Lexus' last-generation infotainment with crisp, clear graphics and quick response times. There's a surround-view camera with a transparent chassis view. The camera resolution isn't as good as in, say, an X3 or GV70, but it's still decent. There's a head-up display, while the instruments comprise a pair of analogue gauges plus an 8.0-inch screen in the middle. The central circle theme harkens back to Lexus models like the LFA, though the washed-out blue look gives off 'older Lexus' vibes. On the steering wheel there are four arrow switches on each side, with pages buttons beneath them controlling what these do. The idea, surely, is to reduce the number of switches needed on the steering wheel, and you do get used to them. But while there are fewer buttons, it does feel like there are more button pushes required. Over on the right of the steering wheel you'll find a little cubby, as well as buttons for the trip computer and instrument cluster brightness adjustment. If you're looking for the camera button, it's sitting all alone next to the air-conditioning vents. Also, some functions like the heated seats can only be accessed via the touchscreen or through voice commands. At least Lexus has kept tactile knobs for temperature adjustment, even if other climate functions are now (anchored) on the touchscreen. Below the climate controls is a useless storage cubby, which sits above the wireless phone charger. This one doesn't even have a cover, while under the wireless phone charger you'll find another cubby which can be concealed. There's a fairly deep centre console bin, and the lid opens both ways. There are also bottle holders in the doors that fit 1L bottles. The Mark Levinson sound system is disappointing for a name-brand sound system, and isn't as good as, say, a Bang & Olufsen system. We fiddled with some of the audio settings but it never quite lived up to its reputation. But in true Lexus fashion the front seats are comfortable, finished in supple leather and featuring heating, ventilation and power adjustment, plus memory for the driver. Step into the back and there's a comfortable second row, though it's not a class leader when it comes to sheer size. A small driveline hump eats into centre-seat legroom, but there are plenty of amenities: air vents, a fold-down armrest with cupholders, a 12V outlet, and two USB-C outlets, as well as bottle holders in the doors and map pockets on the seatbacks. Child seats can be secured using one of three top-tether or two ISOFIX anchor points. The rear bench splits and folds 60/40, increasing cargo space from 520 litres to 1141L. Under the boot floor you won't find a spare – just a tyre repair kit – but there's a series of compartments to contain your odds and ends. There are also netted sections on either side of the boot floor that can help stop your groceries and such from flying around. To see how the Lexus NX compares with its rivals, use our comparison tool If you want fuel economy this good in a mid-size premium SUV, it's this or an Audi Q5 diesel. Over a loop consisting of inner-city, suburban and highway driving, we averaged a thrifty 4.9 litres per 100km – 0.1L/100km better than the official combined claim. Last time we had this car, we saw fuel economy of 5.8L/100km over the course of a week. This time, it averaged a mere 5.3L/100km. To see how the Lexus NX compares with its rivals, use our comparison tool You might expect a Lexus to offer a plush ride, but the NX350h Sports Luxury doesn't deliver in this respect. Its ride quality is arguably let down by its use of larger (20-inch) alloy wheels than the Luxury, which features 18s, and the lack of adaptive dampers as seen in the F Sport. The result is a ride that feels stiff and lumpy, and on rougher surfaces it feels a bit unsettled. It also crashes over some bumps, and you'll feel a firm thwack on small potholes. Despite this, the NX350h Sports Luxury doesn't feel all that sporty, which makes the way it rides harder to overlook. It takes a moment to settle over some undulations, with a little bit of float felt. Mind you, the NX350h feels poised – if unexciting – when taken on a winding road. The steering is nicely weighted, but there isn't much in the way of feel. The NX350h doesn't sound all that sporty either, with a bit of a grumbly engine note as we've come to expect from four-cylinder Lexus models. At least it doesn't intrude too much into the cabin, with noise suppression expectedly good for a Lexus. That includes suppression of wind and tyre noise. The powertrain is the best part of the NX350h's dynamic package, and not just because of the terrific fuel economy it can achieve. There are smooth transitions between electric and petrol power, and the NX350h is able to run purely on electric power at low speeds with the petrol engine kicking in when you demand more. Tap the brakes and regenerative braking tops up the battery. The NX350h's driver assists work well. The lane-keep assist gently nudges you back into your lane without constantly feeling intrusive, while activating adaptive cruise control allows you to use Lane Tracing Assist. This is effectively a lane-centring aid, and it managed to keep us more centred than a guided meditation session. To see how the Lexus NX compares with its rivals, use our comparison tool The NX range is enormous, so let's zero in on the NX350h lineup specifically including our Sports Luxury tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: Option packages – or Enhancement Packs, in Lexus parlance – are available for NX350h models, but only those with all-wheel drive. That means if you opt for a front-wheel drive NX350h, you can't get equipment like a heated steering wheel, heated rear seats, and panoramic sunroof, even in the fancy Sports Luxury. The NX350h Luxury FWD also can't be brought up closer to the F Sport and Sports Luxury with equipment like a wireless phone charger and hands-free power tailgate. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX has a five-star safety rating from ANCAP, based on testing conducted in 2022. Standard safety equipment on NX350h models includes: Sports Luxury and F Sport trims also receive a surround-view camera. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty. NX buyers also get three years of free Lexus Encore access, which includes access to complimentary loan cars when you service your vehicle. To see how the Lexus NX compares with its rivals, use our comparison tool Among the sprawling Lexus NX range, the hybrid NX350h is the sweet spot in terms of performance, efficiency and price. The NX350h Sports Luxury, however, isn't the one to get. Those 20-inch wheels exact a toll on ride quality, and there's no adaptive suspension like in the F Sport. It's a shame as the ES sedan and larger RX crossover show how Lexus can take a shared Toyota platform and develop something that still has a plush ride. If you can live without some of the Sports Luxury's features, an NX350h Luxury is an appealing option that undercuts rivals while offering the solid feel and thrifty hybrid fuel economy expected of a Lexus. Otherwise, if you're happy to spend more at the pump, a GV70 gives you more standard kit and a more dynamic (and comfortable) drive. 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 Among mid-size premium SUVs available in Australia, the Lexus NX is outsold only by the electric Tesla Model Y. Launched in 2022, the second-generation NX has really resonated with Australian buyers, proving more popular than rivals from Audi, BMW and Mercedes-Benz. There's a sprawling range of NXs on offer, with a choice of front- or all-wheel drive, four powertrains (two petrols, one hybrid and one plug-in hybrid) and four trim levels (base, Luxury, F Sport and Sports Luxury). A hefty chunk of the NX range undercuts even the cheapest BMW X3 or Mercedes-Benz GLC, which along with the availability of a fuel-sipping hybrid goes some way to explaining the NX's superior sales performance in our market. Our tester was an NX350h Sports Luxury. Think of the Sports Luxury as one of the forks in the road you can take above the regular NX350h Luxury, with less of a sporty look than the F Sport but the same price tag. WATCH: Paul's video review on the 2022 Lexus NX350h F Sport Eagle-eyed readers will note this is the exact same vehicle I reviewed late in 2022. While it's not typical for vehicles to remain on press fleets for this long, there have been no changes of note to the NX since then. Besides, we're always in low-mileage examples, while this one had been broken in a bit more, giving us a chance to see how it felt after a couple of years of use. The NX hasn't changed since 2022, but have our feelings towards it changed? While it costs thousands less than even a base X3 or GLC, the NX350h Sports Luxury FWD is in turn undercut – if only by a few hundred dollars – by the entry-level Genesis GV70 which guzzles considerably more fuel but packs more features. To see how the Lexus NX compares with its rivals, use our comparison tool The NX's interior is thoroughly contemporary, which is both good (a substantial touchscreen) and not so good (smudge-prone gloss black trim slathered all over the centre stack and console). There are also gimmicky elements like e-latch doors, though these feel good to operate – pointless, but good. Material quality for the most part is excellent. The dash top, for example, is so soft and squidgy you could use it for a child's playground. There's soft-touch trim on the sides of the centre console, with hard plastic reserved only for the lowest reaches of the dash and doors. Unusually, for something that otherwise feels tight as a drum, the NX's indicator stalk snaps into place and feels particularly cheap. In my previous review, I noted the stalks felt well-damped, so is this wear and tear? There's some lovely wood trim on the doors. We would have liked to have seen more of this and less of the gloss black stuff, particularly given this is the most luxurious NX. The ambient lighting also elevates the cabin, though don't go expecting the multi-colour, Macau-at-night light shows of a Mercedes-Benz – Lexus keeps it simple. The 14-inch touchscreen runs Lexus' latest infotainment system, which is also the Toyota brand's – there are no unique graphics for Lexus. That means it'll be familiar to those upgrading from a Toyota, and it's still a huge step up from Lexus' last-generation infotainment with crisp, clear graphics and quick response times. There's a surround-view camera with a transparent chassis view. The camera resolution isn't as good as in, say, an X3 or GV70, but it's still decent. There's a head-up display, while the instruments comprise a pair of analogue gauges plus an 8.0-inch screen in the middle. The central circle theme harkens back to Lexus models like the LFA, though the washed-out blue look gives off 'older Lexus' vibes. On the steering wheel there are four arrow switches on each side, with pages buttons beneath them controlling what these do. The idea, surely, is to reduce the number of switches needed on the steering wheel, and you do get used to them. But while there are fewer buttons, it does feel like there are more button pushes required. Over on the right of the steering wheel you'll find a little cubby, as well as buttons for the trip computer and instrument cluster brightness adjustment. If you're looking for the camera button, it's sitting all alone next to the air-conditioning vents. Also, some functions like the heated seats can only be accessed via the touchscreen or through voice commands. At least Lexus has kept tactile knobs for temperature adjustment, even if other climate functions are now (anchored) on the touchscreen. Below the climate controls is a useless storage cubby, which sits above the wireless phone charger. This one doesn't even have a cover, while under the wireless phone charger you'll find another cubby which can be concealed. There's a fairly deep centre console bin, and the lid opens both ways. There are also bottle holders in the doors that fit 1L bottles. The Mark Levinson sound system is disappointing for a name-brand sound system, and isn't as good as, say, a Bang & Olufsen system. We fiddled with some of the audio settings but it never quite lived up to its reputation. But in true Lexus fashion the front seats are comfortable, finished in supple leather and featuring heating, ventilation and power adjustment, plus memory for the driver. Step into the back and there's a comfortable second row, though it's not a class leader when it comes to sheer size. A small driveline hump eats into centre-seat legroom, but there are plenty of amenities: air vents, a fold-down armrest with cupholders, a 12V outlet, and two USB-C outlets, as well as bottle holders in the doors and map pockets on the seatbacks. Child seats can be secured using one of three top-tether or two ISOFIX anchor points. The rear bench splits and folds 60/40, increasing cargo space from 520 litres to 1141L. Under the boot floor you won't find a spare – just a tyre repair kit – but there's a series of compartments to contain your odds and ends. There are also netted sections on either side of the boot floor that can help stop your groceries and such from flying around. To see how the Lexus NX compares with its rivals, use our comparison tool If you want fuel economy this good in a mid-size premium SUV, it's this or an Audi Q5 diesel. Over a loop consisting of inner-city, suburban and highway driving, we averaged a thrifty 4.9 litres per 100km – 0.1L/100km better than the official combined claim. Last time we had this car, we saw fuel economy of 5.8L/100km over the course of a week. This time, it averaged a mere 5.3L/100km. To see how the Lexus NX compares with its rivals, use our comparison tool You might expect a Lexus to offer a plush ride, but the NX350h Sports Luxury doesn't deliver in this respect. Its ride quality is arguably let down by its use of larger (20-inch) alloy wheels than the Luxury, which features 18s, and the lack of adaptive dampers as seen in the F Sport. The result is a ride that feels stiff and lumpy, and on rougher surfaces it feels a bit unsettled. It also crashes over some bumps, and you'll feel a firm thwack on small potholes. Despite this, the NX350h Sports Luxury doesn't feel all that sporty, which makes the way it rides harder to overlook. It takes a moment to settle over some undulations, with a little bit of float felt. Mind you, the NX350h feels poised – if unexciting – when taken on a winding road. The steering is nicely weighted, but there isn't much in the way of feel. The NX350h doesn't sound all that sporty either, with a bit of a grumbly engine note as we've come to expect from four-cylinder Lexus models. At least it doesn't intrude too much into the cabin, with noise suppression expectedly good for a Lexus. That includes suppression of wind and tyre noise. The powertrain is the best part of the NX350h's dynamic package, and not just because of the terrific fuel economy it can achieve. There are smooth transitions between electric and petrol power, and the NX350h is able to run purely on electric power at low speeds with the petrol engine kicking in when you demand more. Tap the brakes and regenerative braking tops up the battery. The NX350h's driver assists work well. The lane-keep assist gently nudges you back into your lane without constantly feeling intrusive, while activating adaptive cruise control allows you to use Lane Tracing Assist. This is effectively a lane-centring aid, and it managed to keep us more centred than a guided meditation session. To see how the Lexus NX compares with its rivals, use our comparison tool The NX range is enormous, so let's zero in on the NX350h lineup specifically including our Sports Luxury tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: Option packages – or Enhancement Packs, in Lexus parlance – are available for NX350h models, but only those with all-wheel drive. That means if you opt for a front-wheel drive NX350h, you can't get equipment like a heated steering wheel, heated rear seats, and panoramic sunroof, even in the fancy Sports Luxury. The NX350h Luxury FWD also can't be brought up closer to the F Sport and Sports Luxury with equipment like a wireless phone charger and hands-free power tailgate. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX has a five-star safety rating from ANCAP, based on testing conducted in 2022. Standard safety equipment on NX350h models includes: Sports Luxury and F Sport trims also receive a surround-view camera. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty. NX buyers also get three years of free Lexus Encore access, which includes access to complimentary loan cars when you service your vehicle. To see how the Lexus NX compares with its rivals, use our comparison tool Among the sprawling Lexus NX range, the hybrid NX350h is the sweet spot in terms of performance, efficiency and price. The NX350h Sports Luxury, however, isn't the one to get. Those 20-inch wheels exact a toll on ride quality, and there's no adaptive suspension like in the F Sport. It's a shame as the ES sedan and larger RX crossover show how Lexus can take a shared Toyota platform and develop something that still has a plush ride. If you can live without some of the Sports Luxury's features, an NX350h Luxury is an appealing option that undercuts rivals while offering the solid feel and thrifty hybrid fuel economy expected of a Lexus. Otherwise, if you're happy to spend more at the pump, a GV70 gives you more standard kit and a more dynamic (and comfortable) drive. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from:
The Advertiser
05-07-2025
- Automotive
- The Advertiser
Why the Genesis GV70 is a CarExpert Choice winner
The Genesis GV70 may be the fledgling luxury brand's best-selling model in Australia, but it doesn't sell in the same volumes as rivals from Audi, BMW, Lexus and Mercedes-Benz – and we reckon that ought to change. We chose the GV70 as Australia's best mid-size luxury SUV in our inaugural 2025 CarExpert Choice Awards, ahead of the higher-volume BMW X3 and Lexus NX which were finalists for the title. "While Genesis struggles with its brand awareness and allure, the Genesis GV70 has been the best mid-size luxury SUV since it first came to the Australian market in 2021," said CarExpert founder Alborz Fallah. "Last year, it underwent a mid-life update that has further improved its offering, interior and packaging, making it the clear CarExpert choice in its segment." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. This update didn't mess with the distinctive exterior styling, instead bringing an overhauled interior with a huge 27-inch OLED display, as well as an expanded suite of active safety and driver assist technology, plus mechanical enhancements such as retuned suspension. Genesis says the result is a quieter, more rigid vehicle with more technology than ever before. "The Genesis GV70 is arguably the brand's best product right now, offering strong value against legacy premium competition as well as a wide spread of variants and powertrains," said marketplace editor James Wong. "It looks and feels special, offers heaps of features and tech, and goes to great lengths to differentiate itself from any Hyundai product. It's also great to drive, if a little thirsty in the petrol grades." Petrol engines comprise a turbocharged 2.5-litre four-cylinder and a twin-turbo 3.5-litre V6, while Genesis also offers a dual-motor all-wheel drive electric version called the Electrified GV70, which was also recently updated. As we noted in our recent review, in 3.5T guise you can get performance comparable to the BMW X3 M50 or Mercedes-AMG GLC 43 for around $20,000-30,000 less, despite more equipment and technology and a better aftersales package. Genesis may have a smaller dealer network than the likes of BMW and Mercedes-Benz, but it includes five years of free scheduled servicing with its vehicles. If you live within 70km of a Genesis outlet, a member of the company's concierge team will also collect your car for its service and leave you with a Genesis courtesy car. This is in addition to a five-year, unlimited-kilometre warranty, which has become the standard in the luxury car market. Genesis has a fixed-pricing model like Mercedes-Benz, but while you can't haggle on price, even the base GV70 comes with an enormous list of standard equipment including a panoramic sunroof, heated and ventilated front seats, wireless Apple CarPlay and Android Auto, and a hands-free power tailgate. With a base price of $78,700 before on-roads, the GV70 is over $10,000 cheaper than a significantly less powerful, less well-equipped entry-level Mercedes-Benz GLC and around $8000 cheaper than the most affordable BMW X3. It also matches those vehicles with a rear/all-wheel drive platform not shared with any non-luxury models. Would we love to see a more efficient powertrain to match the Lexus NX's hybrid or Audi Q5's diesel options? Absolutely, particularly given Genesis dropped the thrifty turbo-diesel previously offered here. We'd also love to see more Genesis retail outlets in Australia, though the brand is continuing to expand its network. But even as it is, the GV70 stands out in this segment for its rich mix of value for money, excellent technology, first-class refinement, engaging dynamics and distinctive styling. That's why it's our choice among luxury mid-size SUVs. MORE: Explore the Genesis GV70 showroom Content originally sourced from: The Genesis GV70 may be the fledgling luxury brand's best-selling model in Australia, but it doesn't sell in the same volumes as rivals from Audi, BMW, Lexus and Mercedes-Benz – and we reckon that ought to change. We chose the GV70 as Australia's best mid-size luxury SUV in our inaugural 2025 CarExpert Choice Awards, ahead of the higher-volume BMW X3 and Lexus NX which were finalists for the title. "While Genesis struggles with its brand awareness and allure, the Genesis GV70 has been the best mid-size luxury SUV since it first came to the Australian market in 2021," said CarExpert founder Alborz Fallah. "Last year, it underwent a mid-life update that has further improved its offering, interior and packaging, making it the clear CarExpert choice in its segment." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. This update didn't mess with the distinctive exterior styling, instead bringing an overhauled interior with a huge 27-inch OLED display, as well as an expanded suite of active safety and driver assist technology, plus mechanical enhancements such as retuned suspension. Genesis says the result is a quieter, more rigid vehicle with more technology than ever before. "The Genesis GV70 is arguably the brand's best product right now, offering strong value against legacy premium competition as well as a wide spread of variants and powertrains," said marketplace editor James Wong. "It looks and feels special, offers heaps of features and tech, and goes to great lengths to differentiate itself from any Hyundai product. It's also great to drive, if a little thirsty in the petrol grades." Petrol engines comprise a turbocharged 2.5-litre four-cylinder and a twin-turbo 3.5-litre V6, while Genesis also offers a dual-motor all-wheel drive electric version called the Electrified GV70, which was also recently updated. As we noted in our recent review, in 3.5T guise you can get performance comparable to the BMW X3 M50 or Mercedes-AMG GLC 43 for around $20,000-30,000 less, despite more equipment and technology and a better aftersales package. Genesis may have a smaller dealer network than the likes of BMW and Mercedes-Benz, but it includes five years of free scheduled servicing with its vehicles. If you live within 70km of a Genesis outlet, a member of the company's concierge team will also collect your car for its service and leave you with a Genesis courtesy car. This is in addition to a five-year, unlimited-kilometre warranty, which has become the standard in the luxury car market. Genesis has a fixed-pricing model like Mercedes-Benz, but while you can't haggle on price, even the base GV70 comes with an enormous list of standard equipment including a panoramic sunroof, heated and ventilated front seats, wireless Apple CarPlay and Android Auto, and a hands-free power tailgate. With a base price of $78,700 before on-roads, the GV70 is over $10,000 cheaper than a significantly less powerful, less well-equipped entry-level Mercedes-Benz GLC and around $8000 cheaper than the most affordable BMW X3. It also matches those vehicles with a rear/all-wheel drive platform not shared with any non-luxury models. Would we love to see a more efficient powertrain to match the Lexus NX's hybrid or Audi Q5's diesel options? Absolutely, particularly given Genesis dropped the thrifty turbo-diesel previously offered here. We'd also love to see more Genesis retail outlets in Australia, though the brand is continuing to expand its network. But even as it is, the GV70 stands out in this segment for its rich mix of value for money, excellent technology, first-class refinement, engaging dynamics and distinctive styling. That's why it's our choice among luxury mid-size SUVs. MORE: Explore the Genesis GV70 showroom Content originally sourced from: The Genesis GV70 may be the fledgling luxury brand's best-selling model in Australia, but it doesn't sell in the same volumes as rivals from Audi, BMW, Lexus and Mercedes-Benz – and we reckon that ought to change. We chose the GV70 as Australia's best mid-size luxury SUV in our inaugural 2025 CarExpert Choice Awards, ahead of the higher-volume BMW X3 and Lexus NX which were finalists for the title. "While Genesis struggles with its brand awareness and allure, the Genesis GV70 has been the best mid-size luxury SUV since it first came to the Australian market in 2021," said CarExpert founder Alborz Fallah. "Last year, it underwent a mid-life update that has further improved its offering, interior and packaging, making it the clear CarExpert choice in its segment." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. This update didn't mess with the distinctive exterior styling, instead bringing an overhauled interior with a huge 27-inch OLED display, as well as an expanded suite of active safety and driver assist technology, plus mechanical enhancements such as retuned suspension. Genesis says the result is a quieter, more rigid vehicle with more technology than ever before. "The Genesis GV70 is arguably the brand's best product right now, offering strong value against legacy premium competition as well as a wide spread of variants and powertrains," said marketplace editor James Wong. "It looks and feels special, offers heaps of features and tech, and goes to great lengths to differentiate itself from any Hyundai product. It's also great to drive, if a little thirsty in the petrol grades." Petrol engines comprise a turbocharged 2.5-litre four-cylinder and a twin-turbo 3.5-litre V6, while Genesis also offers a dual-motor all-wheel drive electric version called the Electrified GV70, which was also recently updated. As we noted in our recent review, in 3.5T guise you can get performance comparable to the BMW X3 M50 or Mercedes-AMG GLC 43 for around $20,000-30,000 less, despite more equipment and technology and a better aftersales package. Genesis may have a smaller dealer network than the likes of BMW and Mercedes-Benz, but it includes five years of free scheduled servicing with its vehicles. If you live within 70km of a Genesis outlet, a member of the company's concierge team will also collect your car for its service and leave you with a Genesis courtesy car. This is in addition to a five-year, unlimited-kilometre warranty, which has become the standard in the luxury car market. Genesis has a fixed-pricing model like Mercedes-Benz, but while you can't haggle on price, even the base GV70 comes with an enormous list of standard equipment including a panoramic sunroof, heated and ventilated front seats, wireless Apple CarPlay and Android Auto, and a hands-free power tailgate. With a base price of $78,700 before on-roads, the GV70 is over $10,000 cheaper than a significantly less powerful, less well-equipped entry-level Mercedes-Benz GLC and around $8000 cheaper than the most affordable BMW X3. It also matches those vehicles with a rear/all-wheel drive platform not shared with any non-luxury models. Would we love to see a more efficient powertrain to match the Lexus NX's hybrid or Audi Q5's diesel options? Absolutely, particularly given Genesis dropped the thrifty turbo-diesel previously offered here. We'd also love to see more Genesis retail outlets in Australia, though the brand is continuing to expand its network. But even as it is, the GV70 stands out in this segment for its rich mix of value for money, excellent technology, first-class refinement, engaging dynamics and distinctive styling. That's why it's our choice among luxury mid-size SUVs. MORE: Explore the Genesis GV70 showroom Content originally sourced from: The Genesis GV70 may be the fledgling luxury brand's best-selling model in Australia, but it doesn't sell in the same volumes as rivals from Audi, BMW, Lexus and Mercedes-Benz – and we reckon that ought to change. We chose the GV70 as Australia's best mid-size luxury SUV in our inaugural 2025 CarExpert Choice Awards, ahead of the higher-volume BMW X3 and Lexus NX which were finalists for the title. "While Genesis struggles with its brand awareness and allure, the Genesis GV70 has been the best mid-size luxury SUV since it first came to the Australian market in 2021," said CarExpert founder Alborz Fallah. "Last year, it underwent a mid-life update that has further improved its offering, interior and packaging, making it the clear CarExpert choice in its segment." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. This update didn't mess with the distinctive exterior styling, instead bringing an overhauled interior with a huge 27-inch OLED display, as well as an expanded suite of active safety and driver assist technology, plus mechanical enhancements such as retuned suspension. Genesis says the result is a quieter, more rigid vehicle with more technology than ever before. "The Genesis GV70 is arguably the brand's best product right now, offering strong value against legacy premium competition as well as a wide spread of variants and powertrains," said marketplace editor James Wong. "It looks and feels special, offers heaps of features and tech, and goes to great lengths to differentiate itself from any Hyundai product. It's also great to drive, if a little thirsty in the petrol grades." Petrol engines comprise a turbocharged 2.5-litre four-cylinder and a twin-turbo 3.5-litre V6, while Genesis also offers a dual-motor all-wheel drive electric version called the Electrified GV70, which was also recently updated. As we noted in our recent review, in 3.5T guise you can get performance comparable to the BMW X3 M50 or Mercedes-AMG GLC 43 for around $20,000-30,000 less, despite more equipment and technology and a better aftersales package. Genesis may have a smaller dealer network than the likes of BMW and Mercedes-Benz, but it includes five years of free scheduled servicing with its vehicles. If you live within 70km of a Genesis outlet, a member of the company's concierge team will also collect your car for its service and leave you with a Genesis courtesy car. This is in addition to a five-year, unlimited-kilometre warranty, which has become the standard in the luxury car market. Genesis has a fixed-pricing model like Mercedes-Benz, but while you can't haggle on price, even the base GV70 comes with an enormous list of standard equipment including a panoramic sunroof, heated and ventilated front seats, wireless Apple CarPlay and Android Auto, and a hands-free power tailgate. With a base price of $78,700 before on-roads, the GV70 is over $10,000 cheaper than a significantly less powerful, less well-equipped entry-level Mercedes-Benz GLC and around $8000 cheaper than the most affordable BMW X3. It also matches those vehicles with a rear/all-wheel drive platform not shared with any non-luxury models. Would we love to see a more efficient powertrain to match the Lexus NX's hybrid or Audi Q5's diesel options? Absolutely, particularly given Genesis dropped the thrifty turbo-diesel previously offered here. We'd also love to see more Genesis retail outlets in Australia, though the brand is continuing to expand its network. But even as it is, the GV70 stands out in this segment for its rich mix of value for money, excellent technology, first-class refinement, engaging dynamics and distinctive styling. That's why it's our choice among luxury mid-size SUVs. MORE: Explore the Genesis GV70 showroom Content originally sourced from:
The Advertiser
25-06-2025
- Automotive
- The Advertiser
CarExpert Choice winner: Best Luxury Mid-Size SUV
The Genesis GV70 has been named Australia's best mid-size luxury SUV in the inaugural 2025 CarExpert Choice Awards. It beat out the BMW X3 and Lexus NX for the title. Genesis has only been around for a few years and has a daunting task of taking on popular European luxury brands, as well as Japanese rival Lexus. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. It's doing this with well-built, well-equipped vehicles like the GV70, backed by class-leading aftersales packages and cloaked in distinctive and upscale styling both inside and out. The GV70 is available with turbocharged four-cylinder and V6 engines, the latter offering performance comparable to a BMW X3 M50 for close to $30,000 less. But while it offers excellent performance, particularly in V6 guise, the GV70 doesn't sacrifice ride quality or cabin refinement to achieve this. An update for 2025 has further elevated the GV70, giving it even more impressive in-car tech. Throw in five years of free servicing among its suite of aftersales perks, not to mention an equipment list that's dizzyingly long even in base guise, and the GV70 is a deserving winner of this award. MORE: Explore the Genesis GV70 showroom Content originally sourced from: The Genesis GV70 has been named Australia's best mid-size luxury SUV in the inaugural 2025 CarExpert Choice Awards. It beat out the BMW X3 and Lexus NX for the title. Genesis has only been around for a few years and has a daunting task of taking on popular European luxury brands, as well as Japanese rival Lexus. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. It's doing this with well-built, well-equipped vehicles like the GV70, backed by class-leading aftersales packages and cloaked in distinctive and upscale styling both inside and out. The GV70 is available with turbocharged four-cylinder and V6 engines, the latter offering performance comparable to a BMW X3 M50 for close to $30,000 less. But while it offers excellent performance, particularly in V6 guise, the GV70 doesn't sacrifice ride quality or cabin refinement to achieve this. An update for 2025 has further elevated the GV70, giving it even more impressive in-car tech. Throw in five years of free servicing among its suite of aftersales perks, not to mention an equipment list that's dizzyingly long even in base guise, and the GV70 is a deserving winner of this award. MORE: Explore the Genesis GV70 showroom Content originally sourced from: The Genesis GV70 has been named Australia's best mid-size luxury SUV in the inaugural 2025 CarExpert Choice Awards. It beat out the BMW X3 and Lexus NX for the title. Genesis has only been around for a few years and has a daunting task of taking on popular European luxury brands, as well as Japanese rival Lexus. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. It's doing this with well-built, well-equipped vehicles like the GV70, backed by class-leading aftersales packages and cloaked in distinctive and upscale styling both inside and out. The GV70 is available with turbocharged four-cylinder and V6 engines, the latter offering performance comparable to a BMW X3 M50 for close to $30,000 less. But while it offers excellent performance, particularly in V6 guise, the GV70 doesn't sacrifice ride quality or cabin refinement to achieve this. An update for 2025 has further elevated the GV70, giving it even more impressive in-car tech. Throw in five years of free servicing among its suite of aftersales perks, not to mention an equipment list that's dizzyingly long even in base guise, and the GV70 is a deserving winner of this award. MORE: Explore the Genesis GV70 showroom Content originally sourced from: The Genesis GV70 has been named Australia's best mid-size luxury SUV in the inaugural 2025 CarExpert Choice Awards. It beat out the BMW X3 and Lexus NX for the title. Genesis has only been around for a few years and has a daunting task of taking on popular European luxury brands, as well as Japanese rival Lexus. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. It's doing this with well-built, well-equipped vehicles like the GV70, backed by class-leading aftersales packages and cloaked in distinctive and upscale styling both inside and out. The GV70 is available with turbocharged four-cylinder and V6 engines, the latter offering performance comparable to a BMW X3 M50 for close to $30,000 less. But while it offers excellent performance, particularly in V6 guise, the GV70 doesn't sacrifice ride quality or cabin refinement to achieve this. An update for 2025 has further elevated the GV70, giving it even more impressive in-car tech. Throw in five years of free servicing among its suite of aftersales perks, not to mention an equipment list that's dizzyingly long even in base guise, and the GV70 is a deserving winner of this award. MORE: Explore the Genesis GV70 showroom Content originally sourced from:
Perth Now
24-06-2025
- Automotive
- Perth Now
CarExpert Choice winner: Best Luxury Mid-Size SUV
The Genesis GV70 has been named Australia's best mid-size luxury SUV in the inaugural 2025 CarExpert Choice Awards. It beat out the BMW X3 and Lexus NX for the title. Genesis has only been around for a few years and has a daunting task of taking on popular European luxury brands, as well as Japanese rival Lexus. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert It's doing this with well-built, well-equipped vehicles like the GV70, backed by class-leading aftersales packages and cloaked in distinctive and upscale styling both inside and out. The GV70 is available with turbocharged four-cylinder and V6 engines, the latter offering performance comparable to a BMW X3 M50 for close to $30,000 less. But while it offers excellent performance, particularly in V6 guise, the GV70 doesn't sacrifice ride quality or cabin refinement to achieve this. An update for 2025 has further elevated the GV70, giving it even more impressive in-car tech. Throw in five years of free servicing among its suite of aftersales perks, not to mention an equipment list that's dizzyingly long even in base guise, and the GV70 is a deserving winner of this award. Supplied Credit: CarExpert MORE: Explore the Genesis GV70 showroom
