2018 Lexus CT200h vs 2023 Lexus NX

What's the difference?

The cheapest Lexus of them all isn’t chasing badge snobs with the CT200h as blatantly as Mercedes-Benz, BMW and Audi do with their entry level cars… but it’s perhaps not quite the Lexus you’d expect it to be.

It has a lovely front-of-cabin, for example, but there’s a lot of last-gen Prius in plain sight in the rear of the cabin.

The hybrid powertrain, too, is noble in concept, but the day-to-day reality is that it’s not as nice to drive, especially town to town, as a regular petrol-powered car of similar size.

The foot brake, silly multimedia joystick and odd gearshifter also spoilt the party a bit.

Empty nesters who are looking for a nice city runaround with a tinge of greenwash about it will love it… and if the current Prius is anything to go by, the next CT will be a very good thing indeed.

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.

There are some light external revisions for the latest update of the compact Lexus CT200h. New grey 17-inch alloys are unique to the Sport Luxury, along with a black roof treatment, new L-shaped LED driving lamps that match new-design LED tail-lamps, while Lexus designers have also added its new spindle grille to the brand’s smallest model.

It manages to be inoffensive, but it doesn't really reflect the brand's latest design language of 'real world concept cars' like the NX and the LC ranges.

Inside, a couple of new leather colour options are available for the CT200h, while the addition of the wide-format 10.3-inch screen to the top of the centre console is the single largest change. Interestingly, the steering wheel controls appear to have regressed a little from the previous model, no doubt brought about by the addition of the new driver aids.

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.

The CT200h basically replicates a small hatchback in terms of interior size. It'll seat five, but if you try to put three adults across the back, they won't be particularly happy about it. 

The roofline is quite low and the car’s waistline is high, which makes the glasshouse feel small. Room in the front is adequate, but only just for taller drivers; the sunroof, as fitted to our test example, takes away a good chunk of headroom, despite the CT200h standing just 5mm lower than a Corolla overall. 

The seats themselves, too, are mounted just a touch high to be comfortable for taller drivers, while rear seaters will complain bitterly about being stuck behind my (184cm) driving position. However, my more diminutive wife pronounced herself very comfortable behind the wheel and in the passenger seat.

A nice, small steering wheel sits in front of a single-dial dash that sports two digital screens either side. The left-hand screen changes when you change the drive mode dial between Eco, Normal, and Sport. And there's also a full EV mode button in handy reach. 

Two cupholders are line astern between driver and passenger, although storage is at a premium thanks to the size of the car. Climate and multimedia controls - and even an old-school CD player – flow right through underneath the centre console, which steals away valuable space. There are no extras like wireless charging bays, nor is there Apple CarPlay or Android Auto.

There are bottle holders in the door, but don't try and stash anything that's over one litre in size because it just won't fit.

It's quite an austere proposition for rear-seat passengers, with no bottle holders in the doors, no cup-holders and no charging points. There are fixed vents under the front seats and on the right side of the rear area, so it's not a complete desert, and there are ISOFIX mounts for two child seats in the rear.

Another practicality issue that's unique to the CT200h is the gear shifter. It operates as a spring-loaded joystick, and unless you're watching the dash indicator, it can be tricky to know which gear you're in. Other car makers have actually recalled cars with this style of transmission stick, and it's certainly something that you have to get used to. 

Likewise, the old-school foot brake is certainly an anachronism in something like a Lexus.

Based on the previous generation Prius, the nickel-metal hydride battery for the CT is hidden underneath the rear seat, so it doesn't steal away too much boot room. However, the boot floor is still quite high, and the area is rather small at 375 litres with the seats up. There is 985 litres available when you drop the seats, but the aperture is short and narrow, so larger items will be a squeeze. There is a space-saver spare nestled away underneath the boot floor, too.

Another practicality note in the negative column is Lexus's insistence on the odd joystick control for its multimedia system. It's simply not very good. It’s imprecise when compared to a touchscreen, the action and feel of our test unit was very much less than premium, and it’s just awkward and clumsy to use. The CT is not the only Lexus to use it, but we wish the company would just see the light and ditch it all together.

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.

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 1.8-litre twin-cam petrol engine makes a relatively low 73kW and 142Nm, while a 60kW, 207Nm electric motor that’s also connected to the front wheels chips in its share.

Combined, the system produces 100kW, while the torque figure translates to around the 150Nm mark. That juicy 207Nm doesn’t come into play, sadly, given that the petrol engine – which is built to run cooler than a traditional Otto cycle engine, and therefore more efficiently – does most of the work.

Throw in a transaxle for the electric motor and a power inverter, and things are getting complex. However, if the Prius is any indication, the CT200h’s drivetrain is durable and relatively serviceable, with batteries estimated to last ten years or longer.

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.

Here’s the odd thing – over 220km of largely highway driving, I couldn’t get the CT200h under a dash-indicated 10.4 litres/100km, against a claimed combined fuel economy figure of 4.4L/100km. 

I topped the tank off with 18 litres of fuel, which works out at a closer 8.8L/100km… but it still ain’t anything like 4.4. 

Another owner I spoke to, though, said he regularly records high fives with his CT200h in mixed conditions.

It runs a 45-litre tank that’ll happily take 95 RON fuel.

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.

If you've ever driven a Prius, then you'll be very familiar with the way that the CT drives. Based around a 73kW Atkinson cycle petrol engine which focuses on fuel efficiency rather than outright power, a 60kW electric motor (the pair combine to produce 100kW in total), a nickel-metal hydride battery array and a CVT gearbox, the CT200h – like the Prius – is a bit different to a regular hatch.

Under light throttle, the CT is quiet and moves along quite well, and you can even use full Electric Vehicle mode at speeds under 45km/h for a brief amount of time, (slightly less than two kilometres), and with a very gentle right foot.

The battery array is recharged via the petrol motor as well as regenerative braking (where heat energy is captured and directed back to the electric system) – but unlike a petrol-electric plug-in hybrid, there’s no way to stick a 240v cable into the CT to top up the battery. 

It has the unusual whines and odd noises that you would associate with a partly electric car, but the petrol motor sounds just like a regular old four-pot petrol unit, and it’s running most of the time.

One issue with the drive of a hybrid is its ability, or the lack thereof, to get off the line in any sort of hurry. You really have to mash the throttle to get going, which takes some getting used to. There’s also some hesitation and un-Lexus like thumps from the drivetrain if you confuse it by almost stopping then taking off again.

The CT200h’s biggest bugbear is that the fourth generation Prius exists. Built on a more sophisticated newer-generation platform and with a more refined drivetrain, the new Prius is a great insight into how good the next CT will be – and what the shortcomings of the current one currently are.  

The CT works well in high-traffic city environs, where a light throttle foot helps get the best out of the unusual drivetrain. Lots of lag from rest is an annoyance, as is an excess of CVT whine under hard efforts, but the CT200h pootles around town very well.  

Its small size does play against it when it comes to keeping out road noise at freeway speeds, though the CT is superior to most other similarly sized cars in this regard. As an aside, its build quality is nothing short of amazing, with minimalist panel gaps, a tight interior and lashings of paint on every surface.

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.

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.

Lexus sells the CT with an unusual four-year/100,000km warranty, which includes roadside service coverage. The battery pack has an eight-year/160,000km warranty, while Lexus would like to see you back for a service every 12,500km or 12 months.
 
It’s not just about a warranty or a service interval with Lexus, though. For decades now, its customer service record has topped all industry measures, and everyone we know who has bought a Lexus with their own money has raved about the quality of the service received. 

As well, it’s a level of service that’s provided across the range. It’s a tangible benefit of buying a CT200h. 

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.