Toyota continues to secure its place as Europe’s number two brand, second only to Volkswagen. But what of Lexus? Globally it was a record 2024, deliveries reaching 851,214 units of which Europe region accounted for 82,571 vehicles (according to Lexus HQ in Japan; Lexus GB says it was 88,184). Within that, the UK comprised 16,678, a 4.5 per cent gain over 2023 and the best result yet.
Worldwide, electrified model variants rose to a new high (52 per cent) though that percentage was even greater in not only the UK but all of the European region. Reinforcing that, the best selling NX range offers both HEV and PHEV versions, a distinction it shares with the larger RX.
In the British market, registrations exceeded 4,300 last year, of which two thirds were the plug-in hybrid. And for the greater European region, the NX sales tally was 26,635 (HEV: 16,841, PHEV: 9,182) making it the number one model. The smaller LBX, a newer hybrid-only SUV, was in second place with 23,018 deliveries. Then came the RX (13,772) followed by the UX (10,959 of which only 1,860 were the EV).
Clearly, buyers like the idea of being able to choose which powertrain best suits their needs and budget, the NX 450h+ sitting at the top of the line-up, the plus signifying a plug-in hybrid. In some other regions there is now a third PHEV, that being the TX 550h+, but this big, US-built SUV is restricted mainly to North America.
Not a turbocharger in sight
Whereas the TX comes with a 3.5-litre V6, the NX is instead powered by a 136 kW (185 PS) and 228 Nm 2.5-litre four-cylinder engine, supported by two motors. Their outputs are 134 kW (182 PS) with 270 Nm (front) and 40 kW (54 PS) plus 121 Nm (rear). Lexus quotes combined power as being 227 kW (309 PS). All of these numbers are for the all-wheel drive 450h+.
In some countries, though not the UK, there is also an NX 400h+ which has the same engine and 18.1 kWh battery but lacks a motor on the back axle. Drive therefore is to the front tyres only. Lexus GB counters this by offering the 350h in FWD or AWD forms. There are also multiple trim levels for both h and h+ powertrains.
Quiet though not always peaceful
The first thing which immediately strikes you about any Lexus is how quiet it is. The test vehicle was typical, even when the engine started itself. Impressive engineering with an emphasis on minimising or eliminating NVH levels at source has long been an obsession for the brand. The EV range is good too, though around 30-40 miles seems a real-world distance rather than the 55 quoted as the official WLTP number.
If Toyota rightly believes that silence equals luxury, then perhaps this is why certain things about the NX can stand out in a less than ideal why. I’m talking here of the chime which goes off to announce every change in speed limit. You do get used to it and yes it’s European legislation but other brands’ cars are relatively silent compared to the NX. I soon learned to have music playing at all times and the issue went away.
Dynamics: think XC60 not X3
There isn’t anything negative to remark on when it comes to driving dynamics, as long as you accept that this is a Lexus not a BMW. By that I mean that the steering is sharp enough but defaults to being less than razor-like. The suspension, meanwhile, has been honed for comfort and that is surely just the way the brand’s customers like things. Looking at those sales numbers, people really do like the NX.
Safe rather than overtly sporty handling is fairly typical of the big-volume GA-K platform on which this 4.7 m long and 1.9 m wide SUV is based. A huge number of Toyota models, including the USA’s best selling model of 2024 (yes the RAV4 really did beat the Ford F-150) have this architecture and it should be around for many years yet. In fact, the current NX, which is the second generation, will likely be in production until 2028-2030. Having debuted in 2021, it is yet to be facelifted.
Interior
During my week of trying out the 450h+ there were zero issues with the infotainment system, which in itself can be a novel thing. Some cars may suddenly decide, say, three days in, that your mobile phone shall no longer be recognised. But then ten minutes later the pairing is rediscovered. By contrast, the Lexus functioned perfectly in this regard.
Even though almost all functions are on the screen, there was no sensation of it being overloaded, nor, mercifully, is it oversized. Another lesson for other carmakers (e.g. Stellantis) is the simple and works-first-time gear selector lever. Nor must you hold the ignition On-Off button for many seconds to start or stop the car (DS-Fiat-Jeep-Peugeot etc, please take note). Oh, and full marks to Toyota for there being a volume dial as well as real buttons for certain HVAC functions.
Summary
Judging by how capable the NX 450h+ was during a week when the weather seemed to be coming at it in every direction says it is all. Everything just worked perfectly and (almost) silently. The steering wheel heating was exactly the right temperature, the seats too as well as being beautifully supportive, traction was excellent even with mud and ice about and perhaps best of all, economy averaged almost 68 mpg. Little wonder then that Toyota’s HEV/PHEV approach for its thoroughly well engineered SUVs (plus ICE and EV in some models/countries) is delivering great results.
The Lexus NX 450h+ is priced from GBP49,995 with trim levels being Premium, Premium Plus (GBP55,965), F Sport (GBP57,645) Takumi (GBP59,645) and F Sport Takumi (GBP60,395). As for the NX 350h, it ranges from GBP44,445 to GBP62,445.
"Lexus pivots to PHEV tech with NX 450h+" was originally created and published by Just Auto, a GlobalData owned brand.
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