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Land Rover’s Discovery Sport occupies a close to unique position in Australia’s premium, mid-size SUV market.
At less than 4.6m long it sits at the more compact end of the segment, but offers seating for seven. Okay, Land Rover labels the layout ‘5+2’, a refreshingly up-front concession that the third row is a kids-only zone. But it’s there.
Then the Disco Sport adds all-wheel drive with multi-mode ‘Terrain Response 2’ off-road capability. Go anywhere Land Rover cred, combined with seven-seat flexibility, and a price tag sitting just over $60K, before on-road costs.
There are several mainstream equivalents, and even some more modestly priced Euro alternatives. So, is this Land Rover, which received a substantial mid-life upgrade in 2019, a demonstrably superior package? We lived with one for a week to find out.
As far as clichés go, attempting to make “a silk purse from a sow’s ear” couldn’t be more apt than when contemplating the original NX of 2014.
What was essentially the Lexus-fication of the vocal, fidgety and thirsty old Toyota RAV4 may have worked a treat sales-wise, but proved trickier when assessed against the lens of a BMW X3, Audi Q5 and Volvo XC60 rival.
The earliest NX just wasn’t refined enough.
This was especially true following the reborn RAV4 arrival in 2019, proving to be embarrassingly more competent – even compared to most luxury midsized SUV alternatives.
Now, finally, the NX redesign has followed suit, moving on to a variation of the Toyota’s stronger, quieter and more advanced TNGA architecture (dubbed GA-K) as a starting base.
Speaking of which, let’s dive straight into the least-expensive version, the NX 250 Luxury 2WD auto, to find out if the most popular Lexus model in Australia has finally found its mojo.
Flexible, dynamically capable, and nicely put together, the Land Rover Discovery Sport S P200 packs a lot into a small/medium SUV package. It gives some ground to its premium competitors on equipment, but has a seven-seat ace up its sleeve, with genuine off-highway ability to boot.
So, is the cheapest Lexus NX the grade you’d skip? Depends on where you live and drive.
If you’re urban based and bound, save up a bit more and go the petrol-electric hybrid; otherwise, out on country roads especially, the spirited and sporty NX 250 is more than up to the task.
Either way, though, the latest NX is finally fit to fight the other premium brands’ medium SUV efforts, head on and held up high. Welcome to big mid league, Lexus.
Ignore or underestimate at your own peril, everybody else.
Launched globally in 2014, and arriving here a year later, the Discovery Sport was given a comprehensive makeover in mid-2019, with an evolution of its exterior design, a refreshed interior, improved tech, and optimised packaging.
But at first glance you won’t notice a huge difference. The car’s overall proportions are unchanged, the signature clamshell bonnet remains in place, as does the familiar, broad, body-coloured C-pillar, and a strong, horizontal character line running the length of the car (just under the windows).
Although it looks like the roofline tapers to the rear, it’s more a case of the base of the windows (car designers call it the beltline) rising towards the back of the car.
Styling tweaks include a new headlight shape (they’re now LED), as well as a revised lower grille and front air vents, bringing the baby Disco more in line with its larger, and newer, Land Rover siblings.
Changes at the rear are even more subtle, with a rearranged tail-light design the only discernible difference.
Interior highlights include two large digital displays - a 12.3-inch instrument cluster, and a 10.25-inch ‘Touch Pro’ multimedia screen - as well as a new centre console design.
The previous rotary gear select dial has been replaced by a more conventional shifter, buttons and controls have been made softer and set in ‘hidden-until-lit’ gloss black panels, and the door grab handles have been relocated and reshaped to be… grabbier.
A reprofiled steering wheel with sleek black control panels attached is also new, but as with the exterior, big-ticket items like the flowing dashtop, main dash panels, and key storage areas are unchanged.
Overall, the interior feel is clean, comfortable, and precisely composed. The Land Rover design team is on its game.
Lexus says that nearly one million of the original-shape NX versions were produced, so there’s no way that the brand was going to mess with the styling of the latest version. Which explains why picking new from old is a serious case of trainspotting.
But that migration to the TNGA GA-K platform has brought some benefits from a design point of view. The styling now breathes more, especially when viewed rear-on, thanks to a body that’s 20mm longer and wider, as well as a handy 30mm wheelbase stretch.
Drilling into the details, the headlights have an LED ‘tick’ motif, the corporate ‘spindle’ grille isn’t as in your face and the rear gains ‘LEXUS’ lettering spelled out, probably to accentuate stance.
Crisp and elegant, the design works well. This is a handsome machine. Looks expensive too.
As mentioned, the Disco Sport isn’t huge on the outside (4.6m long), but interior packaging is impressive. A dash which slopes markedly back towards the base of the front screen helps open up the front passenger space, with 12-way electric front seats (with two-way manual headrests) adding extra flexibility
There’s plenty of storage on offer, including two cupholders sitting side-by-side in the centre console, and a drop-in cover for them is supplied if you’d prefer a shallow, dished tray. There’s also a lidded storage box (which doubles as an armrest) between the front seats, a generous glove box, an overhead sunglasses holder and door pockets with enough room for bottles.
The second-row seat is amazingly roomy. Sitting behind the driver’s seat, set for my 183cm height, I had ample leg and headroom, and at getting on for 2.1m from side to side, the Discovery Sport punches above its weight division in terms of width.
Which means you can realistically seat three adults across the middle row, for short to medium length trips, at least. Adjustable air vents for back-seaters are a welcome inclusion, as are a pair of cupholders in the fold-down centre armrest, map pockets on the front seatbacks, and decent door bins.
If you’re willing to launch a UN-style diplomatic mission to negotiate relative space for those in the second- and third-row seats, the manual slide and recline function for the centre row will act as a handy mediator.
As mentioned earlier, Land Rover makes no bones about the fact that the third row is best for kids, but having that occasional seating capacity can be a godsend in helping the car accommodate extra family friends or relatives. There are cup/bottle holders and small elasticised storage pockets for each ‘way-back’ seater.
Getting in and out is relatively painless because the back doors open to almost 90 degrees, and the centre row seats fold forward easily.
Worth noting the third-row seat is standard, and removing it is a no-cost option, the trade-off being the move to a full-size spare wheel and tyre rather than the otherwise standard space-saver.
Boot capacity comes in three sizes, depending on which seats are raised or lowered. With all seats upright, load space is a modest 157 litres, enough for a few grocery bags or some soft luggage.
Drop the 50/50 split-folding third row, via a user-friendly release mechanism, and 754 litres opens up. Our three-piece hard suitcase set (36, 95 and 124 litres) slipped in with room to spare, as did the jumbo size CarsGuide pram.
Fold away the third row as well as the 40/20/40 split second row, and no less than 1651 litres will have you thinking about starting a furniture moving side hustle.
There are sturdy tie-down anchor points at each corner of the load floor, and a handy netted pocket behind the driver’s side wheel tub.
In terms of media connectivity and power options, there’s a 12-volt outlet in the front and centre rows, and a USB port up front.
‘Our’ car was fitted with the ‘Power pack 2’ option ($160), which adds USB sockets for the second and third rows, as well as a wireless charging bay up-front ($120).
Towing capacity for a braked trailer is 2200kg (with 100kg towball download), 750kg unbraked, and ‘Trailer Stability Assist’ is standard. The stability assist system detects trailer sway movements at speeds above 80km/h, and manages them through symmetric and asymmetric braking of the car.
Though distinctively attractive and obviously well built, the previous NX was quite small for a medium-sized SUV inside, with tight rear legroom.
It also had a nonsense mouse-operated multimedia controller that was fiddly, annoying and counter-intuitive to use.
Thankfully, the new-from-the-ground-up design has rectified both these issues in the latest version.
Now the NX is properly medium-sized, and so easier to get in and out of, as well as palpably roomier front and rear. Employing the RAV4’s TNGA architecture results in a lower and roomier cabin, that benefits all in terms of packaging.
Being the entry-level 250, you might not expect much in terms of interior presentation or style, but Lexus Australia’s product planners have been deft in specifying this grade to make it look luxurious and on-brand.
Body-hugging bolstered perforated leather front bucket seats, in our example finished in a black/cream hue with orange stitching, belie the base-grade reality of the 250. This scheme is also found on the centre console, armrest and door cards, lifting the ambience no end. It looks, feels and smells expensive in here.
The only thing that seems to be missing is a smartphone charger. That's part of a $3K option pack that also throws in a sunroof and foot-operated actuation for the electric tailgate. Not bad.
Then there’s the driving position, with an electrically-operated reach/height adjustable steering column and a multi-configurable seat to help find the right spot. All-round vision is also better than you might expect, no doubt helped out by huge exterior mirrors and a large reversing camera screen.
Typical Lexus-style classy digital instrumentation, directly ahead, are positioned in such a way that you’re not really aware of/missing the available head-up display in higher grades. Though it takes a quick amount of familiarisation, all the info there is ultimately clear and easy to take in.
The same applies to the now touch-only centre screen, which has a slick rich finish and tactility, and also encompasses the climate-control display.
Along with banishing the dreaded mouse pad, kudos to Lexus for also installing physical switches or buttons for the most-used items – audio volume, temperature setting, and front and rear window demisting.
These and the simplified sub-screen menus for navigation, wireless telephony/audio streaming, vehicle diagnoses and vehicle settings amongst other features, is quickly second-nature in their accessibility and operation. And the sound system quality is great too.
One of our very few complaints concerns the Apple CarPlay experience, which seems needlessly complicated to return to if you temporarily switch away from it to the NX’s native multimedia system. Confusing and distracting.
Never mind. There are minivan levels of practicality at work here, from the superb and easily manipulated ventilation system to the seemingly endless storage options, that include bottle holder capability in the doors, a clever lid operation for the huge centre console and properly engineered cupholders.
Lovely lush materials of satisfying quality are further plus points.
We’re also fans of the NX’s electric door opening system with a failsafe handle, meaning you can grasp the door handle inside or out and a solenoid activated by a press in of a thumb releases the door quickly and naturally in a single action; it feels… upmarket and ergonomic once accustomed to.
Accessing the back seat is easy due to the latest model’s larger proportions. Much of the same applies out back as the front seat area in terms of quality of finish and attention to detail. Sculptured and enveloping backrests (adjustable for two reclining positions), a well-padded cushion and more-than-sufficient space for two burly adults or three smaller people means this NX is more family friendly than the swoopy exterior styling suggests.
We’re also happy to find large people-facing air vents, two USB and a 12V outlets, one-touch electric windows with that premium-car soft close mechanism, overhead LED lights, grab handles, centre armrest with cupholders, map storage behind both front seats, coat hooks and good lines of vision further enhance the appealing and comfortable back seat environment. It feels like a Lexus should.
Further back than that, after releasing the electric tailgate via either an interior button or exterior switch, you’ll find that the boot has a fairly high loading lip, but then offsets this with a long, flat floor with matching levels of appropriate-quality finishes. Another 12V plug and two bag hooks are included, along with ample lighting and tie-down hooks. There’s also a hidden deep storage compartment underneath the floor, due to the discontinuation of a spare wheel (due to runflat tyres, remember).
Capacity is rated at a fairly ordinary 520 litres, extending to 1411L with the split/fold backrests folded. You’d expect a remote actuation for the latter like Mazda wagons have had for decades, but none is found at this price point.
Note there is no solid cargo cover either, just a flexible/flimsy fabric item that’s foldable and easily stored.
Overall, though, despite of its base positioning within the NX hierarchy, the 250's interior experience is in keeping with the brand's image.
At $60,500, before on-road costs, this entry-level Discovery Sport S P200 is at the lower end of the price ballpark occupied by a slew of small-medium premium SUVs, including the Audi Q5, BMW X3, Jaguar F-Pace, Lexus NX, Merc GLC and Volvo XC60.
But not all of them are all-wheel drive, and precisely none of them offer seating for seven.
Dip into the mainstream and a bunch of similarly sized seven-seaters pop up; think Hyundai Santa Fe, Kia Sorento, Mazda CX-8, and Mitsubishi Outlander.
Then there are those living between these two worlds, like the Peugeot 5008, Skoda Kodiaq, and VW Tiguan Allspace.
So, this Disco Sport’s value equation is critical in allowing it to stand up to its five-seat luxury rivals, stand apart from its seven-seat mainstream competitors, and get ahead of everything in between.
To that end, aside from active and passive safety tech (covered in the Safety section), this entry-level model’s standard equipment list includes, rear fog lights, auto LED headlights, rain-sensing wipers, 18-inch alloy wheels, electrically-adjustable front seats, a leather-trimmed steering wheel, ambient interior lighting, and ‘Luxtec’ faux leather and suedecloth seat trim..
Then you can add, dual-zone climate control, six-speaker audio (with eight-channel amp), Android Auto, Apple CarPlay and Bluetooth connectivity, sat nav, the ‘Online Pack’ (browser, WiFi, and smart settings), 10.0-inch media touchscreen, central TFT instrument display, adaptive cruise control (with speed limiter), as well as keyless entry and start.
Overall, a solid but not eyebrow raising suite of standard features for a car that’s crested the $60K barrier.
Priced from $60,800 (all prices are before on-road costs), NX 250 Luxury equipment levels are – in a word – generous for an entry-level proposition. In fact, we thought our test vehicle arrived jam-packed with options, but what’s in the photos is standard fare.
There’s no scrimping on safety, for example, with eight airbags, autonomous emergency braking (AEB), front and rear cross-traffic alert, blind-spot monitor, lane-keep and steering assist, adaptive cruise control, LED lights with auto high beams and Safe Exit Assist – which won’t allow doors to open if vehicles or cyclists are whizzing by and in danger of being struck. Clever.
The NX 250 also scores keyless entry/start, a 9.8-inch touchscreen featuring ‘Hey, Lexus’ voice control, sat-nav, Apple CarPlay/Android Auto, digital radio, powered steering column adjustability, electric front seats with heating, dual-zone climate control, a powered tailgate and 18-inch alloys running on 235/50 runflat tyres (so no spare wheels whatsoever).
About the only thing we’d like is a smartphone charger, though that’s available as part of a $3000 Enhancement Pack 1, which also throws in a sunroof and kick-sensor activation for that powered tailgate. All for under $64K. Job done.
This is provocative pricing. A base Genesis GV70 RWD starts at $68,500, a Q5 35 TDI diesel FWD costs from $68,350 or nearly $73,000 for the quattro petrol AWD – as does XC60 Plus B5 AWD, an X3 sDrive20i RWD is $76,600 and a GLC 200 RWD is now from $77,305.
Even with the Lexus’ EP1 box ticked, they make the NX 250 seem like conspicuously good value for money.
You’ll find luxuries like leather, adaptive headlights, instrumentation head-up display, a larger touchscreen, vented seats, surround-view camera, premium audio and 235/50 R20-sheathed 20-inch alloys in the bestselling 350h hybrid grade, in either swishier Sports Luxury or racier F Sport grades; both begin at $73,100, AWD adds $4800 and another (rear-sited) electric motor, while that price also covers the rapid and non-hybrid 350 Turbo AWD F Sport.
The flagship NX is the 450h+ F Sport AWD plug-in hybrid electric vehicle (PHEV) from $89,900. The company’s (and Toyota’s) first such tech for Australia.
All NXs include Lexus’ ‘Encore’ aftersales subscription program offering myriad offers and services including “free” car rental.
The Land Rover Discovery Sport S P200 is powered by a 2.0-litre, four-cylinder, turbo-petrol engine producing 147kW at 5500rpm and 320Nm from 1250-4500rpm.
It’s part of Jaguar Land Rover’s family of modular ‘Ingenium’ diesel and petrol engines, built around multiples of the same 500cc cylinder design.
The all-alloy unit features variable intake and exhaust cam timing, variable (intake) valve lift and a single, twin-scroll turbo.
Drive goes to all four wheels via a nine-speed (ZF-sourced) automatic transmission, and front and rear diffs, with torque on demand to the rear axle.
There are two ways of looking at this.
Yes, the NX 250 is powered by a variation of the same engine found in the humble base Camry Ascent in Australia at almost half the price. On the other hand, it’s a Toyota powertrain and everything that’s good and reliable and dependable about that. Which is not always the case with premium SUVs.
Dubbed Dynamic Force, which may imply forced-induction like a turbo or supercharger but there isn’t any, the 2487cc 2.5-litre naturally aspirated direct-injection D-4S twin-cam four-cylinder engine delivers 152kW of power at 6600rpm and 243Nm of torque at between 4000rpm to 5000rpm.
Drive is sent to the front wheels only, via an eight-speed torque-converter automatic. Tipping the scales at a pretty hefty 1705kg, it’s nonetheless the lightest NX, and manages a power-to-weight ratio of 89.1kW per tonne. That’s about the same as a GLC 200, which uses a 2.0-litre turbo petrol engine.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 8.1L/100km, the S P200 emitting 188g/km of CO2 in the process.
Over close to 400km of city, suburban and quite a bit of freeway running, we recorded 10.1L/100km, which is a passable result.
Minimum fuel requirement is 95 RON premium unleaded and you’ll need 65 litres of it to brim the tank.
Rated Euro6b, the NX 250 demands 95 RON premium unleaded petrol. Same as Camry, actually,
We recorded a decent 9.7 litres per 100km during our time using the NX 250 in city, urban and rural conditions, against the trip computer’s 9.5L/100km and the official combined average of just 6.9L/100km.
Note this may be so because there was a lot of fast back-road driving, as the engine loves a rev and there’s a palpable wave of power that comes on strongly between 5000rpm and 6500rpm. A bit like Mazda’s naturally-aspirated units, but just not as sonorous.
At 55 litres, the fuel tank will allow for up to 797km based on the combined average cycle between refills.
Land Rover claims 2.0-litre turbo-petrol versions of the Discovery Sport will accelerate from 0-100km/h in 9.2sec. Anything under 10 seconds is reasonably swift, and the S P200 makes good use of all of its nine gear ratios to keep things on the boil.
Maximum torque of 320Nm isn’t huge pulling power, especially when we’re talking about shifting a close to 2.0-tonne (1947kg) seven-seater. But the twin-scroll turbo’s contribution means every one of those torques (actually newton-metres) is available from just 1250rpm, all the way to 4500rpm. So, mid-range performance is energetic enough.
If you really want to press on, peak power (147kW) arrives at a lofty 5500rpm, just 500rpm away from the engine’s nominal rev ceiling. At which point, having remained a relatively low-key whirr in the background, the engine makes its aural presence felt.
The Cleary family (of five) took to the highway and some rural back roads for a weekend away during the test period, and open road performance was stress-free, with more than enough oomph for easy cruising and (well-planned) overtaking.
Seamlessly shuffling drive between the front and rear axles, the Terrain Response 2 system coped admirably with graded, but slightly rutted dirt roads, the car feeling secure and composed at all times.
Suspension is strut front, multi-link rear, and ride quality is good, especially in the context of an off-highway capable SUV. And the seats proved supportive and comfy over long stints.
Standard 18-inch alloy rims are shod with 235/60 Michelin Latitude Tour HP rubber, an on-road focused tyre which proved grippy and surprisingly quiet.
Electrically-assisted steering delivers impressive feel and accuracy, while the brakes, by ventilated disc all around (349mm fr/325mm rr), are progessive and strong.
And although we didn’t push into hardcore off-road conditions, those keen on doing so will want to know the car’s wading depth is 600mm, obstacle clearance is 212mm, approach angle is 25 degrees, ramp angle is 20.6 degrees, and the departure angle is 30.2 degrees. Enjoy the rough stuff.
The NX 250 truly is a tale of two cars.
Around town, it is utterly capable and benign. The 2.5-litre atmo four-pot petrol unit is a revvy, raucous sort of engine, pulling away strongly off the line, responding quickly to pressing down on the throttle, shuffling up through seven of the lower gears smoothly (top is a highway overdrive), and generally being an easy vehicle to drive.
About the only concern is how noisy the engine can become if you’re needing to accelerate hard, with a definite mechanical zing that gives the Lexus a bit of a hoon attitude. We’re also a little hesitant about using the Sport mode in built-up areas, as ratios are held on to whether up or down shifting, amplifying the loud nature of this powertrain.
Other aspects of the NX 250’s driveability around town rate highly: light yet linear steering, with a tight turning circle providing easy manoeuvrability and parking; firm yet still absorbent suspension, offering an appropriately isolating ride over most bad road surfaces; and an overall sense of sound engineering. It seems quieter than an equivalent RAV4, more importantly.
Which led us to initially conclude that, in an urban environment, you’d naturally pay the extra $3K for the NX 250 Hybrid, to eliminate that noisy engine when pushing down hard on the throttle. Easy.
However, then we ventured out on a long rural drive, a few couple of hundred kilometres from the big city. On country roads, the NX 250 really sparks up in a most compelling way.
Yes, the engine is still a bit rowdy, but as the revs rise and the needle edges near the 6800rpm red line, the Lexus just keeps on building up speed rapidly, providing an unexpectedly sporty edge. Above 5000rpm this thing still has plenty of oomph, relying on a deep well of power to really extend its legs.
It also makes sense to slot the auto lever into manual, and use the finely positioned paddle shifters. That’s when you’re most aware of the gearbox being a torque-converter auto, with defined and assertive selections. It’s a good way to feel involved in the experience too.
Actually, as a mechanical ensemble, it all comes together at speed; that light and easy steering remains relaxed yet reactive, weighing up nicely if you choose Sport. The handling maintains a fluid, connected feel, with ample levels of grip from the Bridgestone tyres.
It occurred to us that driving the NX 250 Hybrid out on rural backroads would deny the enthusiast of the base model’s lightness and agility, since the latter weighs hundreds of kilos less; the brakes are perfectly modulated instead of feeling vaguely mushy and/or trigger happy as with many electrified SUVs; and – even with the road noise being well-supressed – you’re far less aware that the atmo petrol engine is singing loudly at speed.
Plus, the ride out in the sticks, even on our craggy old test strip that would jar the bones of some other midsized SUVs, remains calm and comfortably firm. That’s real progress for the NX.
We’d appreciate a bit more nuance in the way the stability control kicks in (quite late) to catch the tail; while the driver-assist tech like the adaptive cruise control and lane-keep assist do their jobs admirably, the latter’s constant chiming can be annoying; and there's a fair amount of road-noise intrusion over coarse bitumen. Like most midsized luxury SUVs, actually. Still quieter than a RAV4, though.
No jarring faults then. Lexus has done its homework and fixed most of the things that annoyed or infuriated us about the previous generation version. Good work.
The Land Rover Discovery Sport scored a maximum five ANCAP stars when it was assessed in 2015.
Active safety tech includes the usual suspects like ABS, EBD, EBA, traction control, stability control, and roll stability control, with higher level systems including, AEB (low- and high-speed front), lane keep assist, blind-spot monitoring, traffic sign recognition and adaptive speed limiter, adaptive cruise control, front and rear parking sensors, a reversing camera, and driver condition monitoring.
Off-road and towing tech includes ‘Hill Descent Control’, ‘Brake Hold’, ‘All Terrain Progress Control’, and ‘Trailer Stability Assist.’
An impressive suit, but… you’ll have to pay extra for, a 360-degree surround camera, park assist, blind-spot assist, rear cross traffic alert, and tyre pressure monitoring.
If a crash is unavoidable, you’ll be protected by seven airbags (front head, front side, side curtain covering all rows, and driver’s knee).
The Discovery Sport is also equipped with an airbag under the bonnet to minimise pedestrian injuries. Big tick for that..
There are three top tether points to secure child seats/baby capsules across the centre row seat, with ISOFIX anchors on the two outer positions.
Tested in July, 2022, the latest NX range delivers a five-star ANCAP crash-test rating. It managed high scores in all four categories: Adult, Child and Vulnerable Road User protections, and Safety Assist technologies.
You’ll find eight airbags (providing coverage to all outboard occupants, also taking in dual-front occupant knees and centre item to stop lateral head strikes).
The AEB system with intersection assist works between 5-80km/h for pedestrian and cyclist detection and works day and night, while the car-to-car protection works between 5-180km/h.
Then there’s lane-tracing, lane-keep and steering assist, that works between 50-200km/h, as well as blind-spot monitoring, adaptive cruise control with stop/go functionality, auto high beams, road sign recognition, front as well as rear cross-traffic alert, reverse parking cameras, all-round parking sensors, tyre pressure monitors and Safe Exit Assist – which won’t allow doors to open if passing cyclists or pedestrians are in danger of being struck.
There’s also Intersection Turn Assist, providing early brake activation if required, Emergency Steering Assist (extra steering assistance to help keep the vehicle in its lane) and Emergency Driving Stop System.
As with most new vehicles nowadays, anti-lock brakes with brake-assist and electronic brake-force distribution is also standard, along with stability and traction control systems. Lexus provides three rear-seat child-seat tether anchorages and two ISOFIX latches, fitted to the outboard positions of the back bench.
Land Rover offers a three year/100,000km warranty in Australia, with 24-hour roadside assistance included for the duration.
That’s well off the mainstream pace, which sits at five years/unlimited km, but on the upside, three years paint surface cover, and a six year anti-corrosion warranty are part of the deal.
Service requirement is variable, with a range of on-board sensors feeding into a service interval indicator in the vehicle, although you can use 12 months/20,000km as a guide.
A fixed ‘Land Rover Service Plan’ set at five years/102,000km is available for $1950, which isn’t too shabby at all.
Since the beginning of 2021, Lexus offers a five-year, unlimited kilometre warranty with roadside assistance. It used to be four years.
Service intervals are at 12 months or 15,000km, whichever comes first.
The NX also includes three years and 45,000km of capped-price servicing, with each one costing $495 – and as we’ve noticed in the recent past, that is very highly competitive pricing for a luxury brand.
Plus, there’s also Lexus’ ‘Encore’ aftersales subscription program offering myriad offers and services.