Overview
THE MARCH of Lexus towards electrification quickens exemplified in the recent addition of a PHEV Luxury version of the Toyota-RAV4-based NX 450h+ midsize luxury SUV that lobbed last year and resides towards the top of the NX line-up.
Priced from $84,500 + ORC, for the money, the only direct plug-in competitor is Mazda’s top of the range CX-60 Azami Takumi at a grand less.
Cheaper mostly Chinese plug-ins and more expensive mostly Euro plug-ins are available in the segment.
Arriving only last September, the AWD test vehicle brings to 10 the number of NXs on offer that include ICE, HEV and PHEV variants, the fully electric model is called the RZ and costs nearly 50 per cent more.
Ever mindful of the NVES and its implications for non-compliers, Lexus seems on an electrification mission as it has “a commitment to meeting the needs of our customers through a range of powertrains and specification levels”.
Following through with “the NX 450h+ Luxury brings plug-in hybrid (PHEV) technology to a wider range of customers wanting to make the transition towards low-tailpipe-emission luxury motoring”.
Going the three-quarter hog, the NX 450h+ Luxury offers Lexus refinement with standard equipment including heated and ventilated front seats with eight-way adjustment, heated rear outboard seats, heated steering wheel, smart entry and start, wireless smartphone charger, leather-accented upholstery, panoramic view monitor, powered tailgate, and a comprehensive suite of Lexus Safety System+ active safety technologies.
Lexus says the expansion of the NX PHEV offering comes on the back of a reduction in demand for the base 2.5-litre petrol NX 250 Luxury in Australia, which is or has been deleted as existing stock is sold.
The NX 450h+ Luxury shares its electrified powertrain with the flagship NX 450h+ F Sport variant, both powered by the same 2.5-litre PHEV system with “intelligent” all-wheel drive providing a potent 227kW/450Nm of combined power and torque from the petrol engine and two permanent synchronous electric motors.
Electrons emanate from an 18.1kWh lithium-ion battery empowering the NX 450h+ with a claimed 87km of electric-only driving range.
Users can tailor battery usage to suit their driving needs, and if the battery reaches a low state of charge on a longer trip, the powertrain will revert to a similar state of operation as the hybrid mode.
That means the petrol engine and electric motors working in harmony to deliver “both powerful and efficient motoring”, keeping the battery state of charge level and ensuring the peak 227kW output is always available.
Lexus says the air-cooled AC charging system uses a 6.6kW on-board charger which can charge the battery in as little as two and a half hours when using a 32A charging current, and around seven and a half hours with a 10A current.
Performance claims a 0 to 100km/h sprint in 6.3 seconds – aided by variable torque distribution between 100:0 and 20:80 front-rear to match the driver’s intentions.
Driving Impressions
It is hard not to be impressed by this car as it ticks most of the boxes apart from possibly towing (1000kg max) and hard-core off-road driving limited by ground clearance (and its pretty bodywork).
Quite the sporty number, the NX 450h+ will show a clean pair of rears to many a car thanks to the generous power and torque of its plug-in hybrid (PHEV) powertrain.
And unlike many BEVs, it doesn’t taper off or plateau at higher speeds, in fact, the NX PHEV spins out hard to maximum ICE engine speed of around 6000rpm, to the accompaniment of a satisfying exhaust snarl.
It uses minimal premium petrol recording everything from zero (EV) through to about 6.0 litres per 100km real world, with the hybrid system contributing to a possible 1000km plus no stops range.
Lexus says the NX 450h+ “has been crafted for optimal flexibility with four driving modes – EV Priority mode, Auto EV/HV mode, HV mode and Battery-charging mode. In Auto EV/HV mode, if the accelerator is fully depressed, or if more power is required temporarily such as for sudden acceleration, the engine will start, enabling powerful HV acceleration”.
Looking sharp and sleek for a midsize, five seat SUV, the test vehicle’s RAV4 lines are obvious. They share the same TNGA-K architecture, in this case enhanced with big wheels, spindle grille, tapered and bright LED headlights and a premium colour palette that seem to accentuate its coupe-like profile.
The interior is standard Lexus fare. Clean, uncluttered, premium materials including leather upholstery, a large 14.0-inch centre infotainment touch screen, digital instrument pod, and a decent array of hard buttons for regularly used functions.
Truth be known, it’s really a four-seater unless the rear middle occupant is diminutive or a child.
A decent 520-litre boot can take a few large suitcases and is easily expanded by folding the rear pew forming van-like load proportions. Various USB ports dot the cabin, and the tailgate is gesture operated for convenience.
Though smallish, it is relatively easy to find a comfortable seating position in the NX cabin enhanced by heated and cooled electrically adjustable front seats (heated outboard rears, too). The 10 speaker audio impresses, the dual zone climate control efficient and quiet…
In terms of drive feel, the NX tested is quite handy across most driving applications and is even pretty sharp when driven with sporty intent despite tipping the scale at about 2050kg.
Ride quality differs according to the drive mode selected and covers off a range from supple and luxurious Eco through to firm and responsive Sport… all facilitated by quality Bridgestone 18-inch road-oriented rubber.
We weren’t able (or game enough) to take the tester off-road, and we couldn’t perform a tow test either though that would, of necessity, be restricted to perhaps a jet-ski or a small box trailer.
Sharp steering response improves drive feel at higher speeds particularly through corners where it’s relatively easy to accurately place the NX regardless of whetherthe surface is rough or smooth as bump steer is not evident.
The adaptive suspension (strut front and double wishbone rear) makes a good fist of suspending the weighty NX holding the body level cornering fast with minimal pitching under brakes which seem well up for stopping the NX hiccup-free.
We enjoyed the test car’s sporty engine performance as it delivers brisk off the line grunt and feels exponentially quicker as speeds rise thanks to the revvy 2.5-litre petrol engine aided by dual electric motors.
If you want more, it’s just a matter of using the paddle shift to keep the NX’s powertrain on the boil albeit with weird rev characteristics due to the CVT “auto”.
So, to the elephant in the room which is the PHEV system.
Put simply, we feel the slightly less powerful, but lighter self-charging HEV is a better (and $8000 cheaper) proposition as the extra dosh for the PHEV only complicates buyer choice for what is already a really useful powertrain, all for possibly 80km of electric-only range.
It might be handy if you live in the city and can easily tap a charger at home, work or locally but elsewhere it’s highly likely owners would run this car like a HEV – as we did.
And as such, we were still impressed with what the NX450h+ Luxury has to offer – range, performance, fuel efficiency, an engaging drive feel, a high level of luxury, tech rich cabin, reasonably unobtrusive ADAS and a stylish body – to say nothing of reliability and resale.