At first glance, you might think the spec sheet and its place in Lexus‘ product line tells potential buyers almost everything they need to know about the brand average Cross each other. And a brief stint behind the wheel of a flagship model confirms it: the NX is exactly what it takes to fill a profitable hole in the Lexus lineup. But there’s a bit more nuance to the NX nameplate that needs closer examination. There is one version that we recommend avoiding and that is the base version NX250 with its meager 203 hp engine, fully serviced for TOYOTA RAV4 It shares much of its mechanics with the NX but doesn’t match a luxury badge.
This brings us to a truly outstanding model that we would recommend above all else. The NX 450h+ (a really troublesome naming convention that will come up again) add a plug and an extra amount of power to the NX to push this one particular version over the boundary well enough and into the desired territory really. It’s an incredibly nice little crossover. And we really mean less, but more on that later.
The Lexus NX 450h 2022+ comfortable, boasting all the modern technology you would expect Toyotaits premium brand and strong pleasant at the same time efficient management. With its plug-in powertrain, a full the battery that leads to an EPA-estimated 37-mile electric range, and we found that to be close in our testing. To our eyes, it looked better than the last NX, albeit in an indescribable protrusion in all directions rather than straight forward, in which case it was pinched and scrawny like every other. another Lexus you’ve seen in the last decade.
With a total output of 304 hp, the NX 450h+ plug-in is slightly more powerful than the 240 hp NX 350h hybrid (as opposed to gasoline and turbocharged fuel NX 350 minus the lowercase h). It’s power you can really feel from behind the wheel. According to Lexus, the 450h+’s plug-in torquier powertrain accelerates from 0-60 in a flat 6.0 seconds. The 350h does the action in a relatively leisurely 7.2 ticks (in case you’re wondering, Lexus says the 350 doesn’t hit the 6.6). The mid-range capacity from 450h+ is also quite satisfying, once again supported by the power of powerful electric motors front and rear.
Even with its powerful powertrain, the NX 450h+ is not a performance vehicle. Its suspension fails in the compliance aspect in flat cornering and its steering is suitable for a luxury crossover, by which we mean lightness and directness but never quite. athletic or especially communicative. Putting the car into Sport or Sport+ mode increases steering and steering, if that’s what the driver feels like. Normal feels right to us, considering NX’s mission statement.
The redesigned NX’s interior boasts a much more modern look than the model it replaces, which has been on sale since the 2015 model year. Lexus’ latest touchscreen infotainment system features a simple user interface and we are pleased to announce that the old Lexus mouse and trackpad has been phased out. We liked the large 14-inch screen in our 450+ hours of driving; Lower models come standard with a much smaller 9.8-inch size. We’d love to have more user-definable screens as there’s a lot of real estate available, but at least the infotainment system is snappy and reliable.
We were annoyed with the unmarked buttons on the steering wheel that control functions viewed through the windshield display. You’ll probably get used to them after a while if you own an NX, but they’re certainly not user-friendly at first. We will also note the interior door handles – we don’t talk about such handles very often, as until recently they have always worked the way one would expect them to – releaseable. latch the door electronically with a single push or do the same mechanically with a double pull. Lexus has a reason for this, especially since they have to disable the door opening when a person or object is in the blind spot, but we don’t believe they’re really a real-world improvement instead. for technology for the sake of technology.
Back to the size of the NX. It’s a bit larger than the old NX, but it’s still cramped inside. There isn’t much cargo space and the rear seats feel small and cave-like due to the exterior design. A comparison of the spec sheets confirms that the NX is considerably smaller than all of its rivals, but for some, there’s still plenty of room ahead and certainly enough space for a towing holiday. one week long.
The biggest problem we have with the NX 450h+ is that in 2023 it will cost $14,600 more than the NX 350h. It’s a better package overall, with more power, and potentially more efficiency for owners who keep the battery pack full, but is it nearly $15,000 better? That’s obviously a question for every potential buyer, but our own personal pockets are shaking at the thought.
