With this improved version of its second generation NX, Lexus fields an even more class-competitive contender in the segment for mid-sized premium brand SUVs. Jonathan Crouch takes a look.

Background

Back in 2022, the second generation version of the Lexus NX began a fresh chapter for the Lexus brand. And that chapter evolves with the updated version of this design, introduced four years on to allow the Japanese maker to better target rival premium mid-sized SUV models like the BMW X3 and the Audi Q5. The NX model line has been on sale in the UK since 2014, with the launch of a first generation design which went on to become the brand's best selling model, accounting for over a third of all its European sales. That car was exclusively a Hybrid, but the second generation design added a PHEV powertrain to its portfolio too as part of a huge redesign that saw over 95% of the parts being completely new. As part of this, buyers got a fresh design language, more involving driving dynamics, a vastly improved cabin and much stronger standards of safety. The improved version of that MK2 model gets battery changes for both its powertrains, sharper drive dynamics and a revised cabin. Let's take a closer look.

Driving Experience

Whatever NX you choose, there is an engine - you'd have to choose this model's close cousin, the full-electric RZ if you didn't want that - but it doesn't cut in on start-up, as it would with all this car's mild hybrid-engined segment rivals; or almost instantly after, as used to be the case with earlier NX Hybrids. So could this be your ideal transitory initiation to the world of electrified motoring? As you might already be aware, there are two distinct versions of this Lexus, full-Hybrid or PHEV, both using an AWD format and the brand's latest sixth generation Hybrid technology. 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 many of this car's most direct Crossover rivals. With the updated NX 350h, that drive format uses much the same Hybrid system, mated as before to a 2.5-litre four cylinder engine and developing a system output of 196bhp. But this set-up's battery (derived from Hybrid system used in the latest ES saloon) is now 9.2kg lighter and uses fewer cells. As a result, the car accelerates much quicker, 0-62mph taking 7.3s (down from 8.1s before). Even more significant are the engineering changes made to the alternative NX 450h+ PHEV model. This now gets an increase in battery size from 18 to 23kWh, boosting all-electric range from 46 to 60 miles. Power is up too, from 288bhp to 303bhp, which reduces the 0-62mph time by 0.2s to 6.1s. As before, the car always pulls away in battery-only 'EV' mode, one of the four different powertrain operational settings available. Pressing a button near the gearstick lets you flip between 'EV' full-electric drive and the alternative 'HV' mode, the latter being more realistic for normal driving as it runs this Lexus as a regular full-Hybrid, the software seamlessly blending in either petrol or electric power sources as required. A full press on the same button connects you to a further 'Charge mode', which sees the engine note rise as it (rather inefficiently) charges the battery when you're driving. All that might sound quite complicated, but driving an NX 450h+ really isn't. You don't have to make driving mode choices unless you really want to because an additional 'Auto EV/HV' mode button is also provided, which essentially makes all the decisions for you. In terms of drive dynamics, Lexus has tried to narrow the gap to its German rivals by incorporating a number of changes intended to give the car a more sporting feel. New valved dampers, developed at the Nurburgring Nordschleife race track, are supposed to improve the balance between ride comfort and handling. And it'll feel more sporty too, thanks to a lower driving position and a smaller steering wheel with retuned electric steering.

Design and Build

There's a sharper look to the front end of this updated MK2 model NX, brought about by the installation of the brand's more aerodynamic 'spindle' grille. This is flanked by smarter LED daytime running lights which incorporate a second horizontal strip of light sandwiching the main headlamps. The rear isn't much different from before, but does now get illuminated 'LEXUS' script. Both front and rear bumpers are revised, plus there are smarter side mouldings and there's a darker finish for the alloy wheels, which as before range in size from 18 to 20-inches. More far-reaching changes are found up-front inside where (unusually for a mid-term update) the dashboard is completely new. Partly because it has to incorporate a new generation of screen tech. The instrument display grows in size from 7 to 12.3-inches; and the largest 14-inch size for the central infotainment screen is now standardised across the line-up. The other reason for the dashboard change might be less welcome. Lexus has dispensed with the previous rotary climate control dials in favour of touch-sensitive buttons mounted underneath the main touchscreen. At least the restyled steering wheel still gets physical buttons - and now features Lexus lettering, rather than the brand's logo. Higher quality materials are now used around the cabin, including stitched leather on the dashboard and there can even be customisable fragrances emitted through the air vents. The 17-speaker Mark Levinson sound system fitted to top models gets its own ambient lighting package. It's all the same as before when you move rearwards of course. So there's still no Q5-like seat base-sliding function, but you can recline the seat backs. There's not a great deal of cabin width, but what you do get is embellished by the fact that the NX does without the kind of high centre transmission tunnel that features on most of its rivals. Out back, the powered tailgate rises to reveal a 545-litre load space which (impressively) isn't reduced in size by the PHEV powertrain. Lexus still fails to provide either a ski hatch or a flexible 40:20:40 rear seatback split, so if you've rear passengers, longer items like skis will have to go on the roof. When you push everything forward, the 1,436-litre capacity will be sufficient for most owners.

Market and Model

Let's get to the pricing of this car: which won't change much as part of this update. That means you're looking at paying in the £45,000-£60,000 for the NX 350h Hybrid, depending on trim. And in the £50,000-£60,000 bracket for the NX 450h+Plug-in Hybrid. Expect a similar selection of trim levels too, which means base 'Urban', then 'Premium', 'Premium Plus', 'F Sport', F Sport Takumi' and 'Takumi'. Regardless of trim, there's lots of standard kit included of course. Like 18 or 20-inch alloy wheels, bi-LED headlights with Automatic High Beam, LED front fog lights, power-folding mirrors, roof rails, a powered tailgate and the brand's 'E-Latch' electronic door opening system Further up the line-up, you get real leather upholstery, heated and ventilated front seats, a Head-up display, Panoramic View Monitor, ambient cabin lighting with 64 colours and, on top models, a thumping Mark Levinson 17-speaker Premium Surround audio system. As you'd expect, safety has been prioritised, a wide portfolio of features included as part of the standard 'Lexus Safety System+' package. As part of this update, this has been further improved with upgraded sensors for wider degrees of hazard detection. And there's a cleverer adaptive cruise control system that can use GPS mapping to slow the car down for junctions, bends and roundabouts.

Cost of Ownership

If you're not familiar with the differences between mild hybrid engines (used by many segment rivals) and the full-Hybrid powerplant used by an NX 350h, well it's quite simple. With a mild hybrid unit, the car can never run solely on all-electric drive. The full-hybrid system, in contrast, allows the electric motor to sometimes operate independently of the petrol engine. Thanks to this, the car is often able to revert into an all-electric drive format - and you can even force your NX to operate that way by pressing the 'EV' button provided near the gearstick. The 'EV' function is only available for just over a mile though and it won't work at all if you exceed 30mph or if for some reason the batteries aren't charged up. To begin with, you may find these limitations somewhat frustrating but in practice when the drivetrain's being used normally, this Lexus uses its 'EV' allocation only in very small chunks, between which the battery resource is constantly being replenished by brake energy regeneration. As a result, when you're in built-up areas and stop-start traffic, you'll find that once the car's properly warmed up, the engine will nearly always be ready to function in silent all-electric milk float-mode. As for the stats, well expect a small improvement on those this variant delivered before which, for reference, were 47mpg on the combined cycle and 130g/km of CO2. For real efficiency savings though, you'll need to get yourself the version of this NX that you can plug in, the 450h+ variant which, as we told you in our 'Driving' section can now offer up to 60 miles of EV range from its larger 23kWh battery. Which means you can expect a three-figure combined cycle fuel return and a CO2 reading of well under 20g/km. On to after-sales cover. It's worth pointing out that Lexus gives you a much better warranty than the limited three year one you'll get with most premium rivals. From the showroom, the car comes with a three year warranty, but providing you continue to regularly maintain it at a one of the brand's franchised dealerships, 12 months of extra warranty cover will be included with every scheduled service, up to 100,000 miles or ten years, whichever comes first. Servicing intervals are rather frequent though - every year or 10,000 miles, whichever comes first. Fixed price servicing plans are available if you want to spread the cost of maintenance, allowing you to spread the cost over two years or more.

Summary

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, Mercedes, Audi and Volvo, 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 you might feel that this car now has just that. For us, it feels special and different, just like a Lexus should. If you fit that buying demographic, then you'll probably like the right version of this car very much. But what is the right version to choose? The easy answer is the 450h+ Plug-in model, with its impressive tax-beating combination of speed and frugality. But there's quite a price to pay for that. Which is why for many, the more affordable self-charging 350h variant will be a better choice - and a more unique one, offering frugal full-Hybrid technology for the same money rivals will charge for much less effective mild hybrid tech. One thing though hasn't changed. Because this, predictably, is as before a car that's more about lowering the heartbeat than raising it. It's not perfect but it's never boring. And in a market sector that's getting just that little bit stale, it remains a breath of fresh air.