Lexus Nx 350h 2.5 5dr E-CVT Premium Pack/Pan roof 2WD

Ten Second Review

With this second generation NX, Lexus has brought us a strikingly styled premium mid-sized SUV that's unafraid to go its own way when it comes to cars of this kind. It's still one of the only models in its class that can't be ordered in diesel form, offering instead a beautifully refined and highly efficient petrol/electric Hybrid powertrain, available in PHEV Plug-in as well as self-charging forms. If you're choosing in this segment, most of the magazines will tell you to buy something German. But if this revitalised NX appeals, you may well feel that you know better. And you could be right. As you might already be aware, there are two distinct versions of the NX, full-Hybrid or PHEV. Most will want the more affordable full-Hybrid self-charging 350h version, with a powertrain that you can't plug in but which can run fully electrically, independently of the combustion unit for some of the time, a formula still ignored by all this car's most direct Crossover rivals. That drive format uses a fourth generation Hybrid system retaining the previous AZ10 model's 2.5-litre four cylinder format, but offering 24% more power, which means 241bhp beneath your right foot. With a self-charging Hybrid NX, there's a choice between having a front-driven model - or the AWD 'E-FOUR' version, which is slightly quicker, making 62mph from rest in 7.7s. The AWD version gains its extra acceleration courtesy of the addition of a second electric motor driving the rear axle and producing a further 53bhp. With the alternative NX 450h+ plug-in variant, which has to be had with the AWD system, total output is raised to 305bhp to compensate for the extra 180kg weight of the PHEV system's big 18.1kWh battery. That delivers an impressive potential EV driving range of up to 47 miles.

Background

With this second generation AZ20-era version of its NX mid-sized SUV, launched in 2021, Lexus at last seemed to have sorted out its SUV and drivetrain strategy. Prior to this model, the brand had never had a properly-sized mid-shaped model similar in aspiration and shaping to key premium models like the Audi Q5 and the Mercedes GLC. The company's first generation AZ10-era NX crossover wasn't quite big enough to fill that role, but it was just a little too large and pricey to fill the compact premium SUV niche subsequently taken by the smaller Lexus UX. This second generation NX, in contrast, was a direct Q5 and GLC rival, also taking on cars like the BMW X3 and the Jaguar F-PACE on equal terms. A key change for this MK2 model was the availability of a Plug-in Hybrid option, something no Lexus in history had previously ever provided. Most customers though, stick with the standard NX 350h model's self-charging Hybrid powertrain. In mid-2024, Lexus announced a package of mid-term NX updates, creating the car we look at here.

Driving Experience

As you might already be aware, there are two distinct versions of the NX, full-Hybrid or PHEV. Most will want the more affordable full-Hybrid self-charging 350h version, with a powertrain that you can't plug in but which can run fully electrically, independently of the combustion unit for some of the time, a formula still ignored by all this car's most direct Crossover rivals. That drive format uses a fourth generation Hybrid system retaining the previous AZ10 model's 2.5-litre four cylinder format, but offering 24% more power, which means 241bhp beneath your right foot. With a self-charging Hybrid NX, there's a choice between having a front-driven model - or the AWD 'E-FOUR' version, which is slightly quicker, making 62mph from rest in 7.7s. The AWD version gains its extra acceleration courtesy of the addition of a second electric motor driving the rear axle and producing a further 53bhp. With the alternative NX 450h+ plug-in variant, which has to be had with the AWD system, total output is raised to 305bhp to compensate for the extra 180kg weight of the PHEV system's big 18.1kWh battery. That delivers an impressive potential EV driving range of up to 47 miles. Whichever flavour of NX you prefer, this second generation model has been engineered to deliver what the brand calls its 'Lexus Driving Signature', a supposedly ideal combination of comfort and handling dynamics apparently honed by professional racing drivers. You shouldn't get your hopes up too high here, but this does actually represent quite a step forward by Lexus standards. The reasons why lie with 30% more body rigidity from this MK2 model's GA-K chassis, plus 20% faster steering responses and a fresh suspension design, which can be had with 'AVS' 'Adaptive Variable Suspension' adaptive damping if you opt for an 'F-Sport' model.

Design and Build

This second generation NX takes the styling themes established with the brand's smaller UX crossover and interprets them into a slightly larger size, with various cues from the first generation AZ10-era NX model. Owners of the original car might notice and find familiarity with the complex side surfacing, the signature Lexus front grille and the 'kick up' around the rear C-pillar. There's a neat tailgate arrangement that sees the rear lamps adopt a slim wraparound signature over the rear bodywork. Most significantly, this MK2 NX is quite a lot larger than its pre-2021-era predecessor. The overall length is 4,660mm (20mm more than the old MK1 version), making this car only about 2cm shorter than an Audi Q5. This NX is now also 20mm wider and 5mm taller than its original predecessor. Under the skin is the same TNGA-K chassis used in the Toyota RAV4. Inside, the cabin features big screens which discard the old much-criticised previous touchpad system. The standard centre screen offering - 'Lexus Link Connect' - is 9.8-inches in size. Alternatively, there's the top 14-inch 'Lexus Link Pro' set-up. Around the cabin, there's the brand's 'Tazona' cockpit design with its high-quality materials and a dashboard that curves towards the driver's seat. Lexus has also included touch-sensitive buttons on the steering wheel. The back seat offers class competitive space for two adults. And on most variants, there's a decently sized 525-litre boot (it's 521-litres with a 350h FWD model). The mainstream versions offer 1,436-litres with the rear bench folded.

Market and Model

Expect a starting price for the NX 350h self-charging AWD model of around £45,000 in base form, with prices up to around £60,000. With the 350h, the equipment grades are base 'Urban', then 'Premium', 'Premium Plus', 'F Sport', F Sport Takumi' and 'Takumi' and within these, there are various pack options you can specify. You'll be paying quite a lot more for an NX 450h+ Plug-in Hybrid model - in the £50,000-£60,000 bracket. You do at least get lots of equipment for these asking figures. Even base 'Urban'-spec includes 18-inch wheels, wireless 'Apple CarPlay'/'Android Auto', a 10-speaker audio system, a powered tailgate, all-round parking sensors and heated front seats. Across the range, there's the latest Lexus Link Connect multimedia package with a 9.8-inch touchscreen that meets customer priorities for fast, intuitive on-board connectivity. It incorporates smart services, including a cloud-based navigation system, via the car's data connection module (DCM). This provides real-time journey information and traffic updates without using up the customer's data plan. There is also an intuitive "Hey Lexus" assistant, which responds to natural voice commands, as if you are conversing with the car. This NX was Lexus's first model to feature the third generation of Lexus Safety System+, equipping it as standard with a comprehensive package of active safety and driver assistance features. These include further expansion of the brand's Pre-Collision System capabilities so that motorcycles and some solid objects in the car's path, such as trees, walls and utility poles, can be detected. It also includes a function that identifies collision risks with oncoming traffic or crossing pedestrians when making a turn at a junction.

Cost of Ownership

Improvements made to this car's fourth generation self-charging Hybrid system have enabled CO2 emissions to drop by about 10% compared to the previous generation model, which gives the front driven NX 350h variant an emissions reading of up to 129g/km and up to 49.5mpg on the combined cycle. It's up to 130g/km and 47.0mpg for the 350h AWD. Lexus expects the NX 450h+ Plug-in variant to deliver CO2 emissions of up to 21g/km and up to 313.8mpg (yes, really). With the NX 450h+ PHEV variant, you can set charging times is by using the provided 'Lexus Link' app, which also allows you to set charging schedules according to when the vehicle is next expected to be driven - or when energy prices are low. Via this app, you can also defrost the windows and either pre-heat or pre-cool the cabin before you reach the car, so you won't have to spend climate system energy doing so once you're underway. The LexusLink app additionally allows NX 450h+ owners to check battery charge and driving range - and find public charging stations in the 'Lexus Charging Network' - there are about 160,000 of them across Europe, with around 30,000 of those in the UK. NX 450+ charging takes 2 hours 45 mins from a 7kW garage wallbox - or 8 hours 15 minutes from a domestic plug. As for after-sales, there's the usual three year vehicle warranty, which you can extend by a further year with every service at a Lexus dealer - up to a maximum of ten years. There's also five year/100,000 cover on drivetrain defects.

Summary

The NX has been a very significant car for Lexus, the first generation version generating over 170,000 European sales, most of them customers new to Lexus. This second generation model, 95% of which is completely new, is tasked with continuing that the brand's growth across Western markets. So Lexus needs the NX - and needs it to do well. For that to happen, this car has to offer more than the traditional attributes that spring to mind when you think of this brand, things like reliability, quality, refinement, technology and great dealer back up. Of course, the company's proud of the reputation it's built upon these virtues, but it's well aware that for this model to succeed against well-established rivals like those from BMW, Volvo, Mercedes and Audi, worthiness isn't enough. Lexus needs desirability. It needs design flair. It needs excitement. It needs..... an X-factor. Take a close look at this enhanced NX and increasingly, you find yourself agreeing that this is just what's on offer here. That might not necessarily mean you'll want one. It's obviously not intended for the few who regularly want to get their tyres muddy in this segment. Nor will it really suit family-minded driving enthusiasts. And the NX may still be a little too individual to sell in the kind of numbers its maker would like - but then that's all part of its appeal. It's not perfect but it's never boring. And in a market sector that's getting just that little bit stale, it's a breath of fresh air.