2020 Lexus NX vs Mazda CX-5

What's the difference?

The Lexus NX 300h F Sport is both a comfortable and luxurious family hauler that is held back by just a few things.

Of course, gripes like the underwhelming dynamics might not be an issue for all, but the less-than-stellar fuel economy (for a hybrid, at least), disappointing practicality and fiddly multimedia will affect all potential buyers.

However, this is balanced out by loads of equipment and premium appointments for a reasonable price, which should put the Lexus NX on your shopping list if you are keen for an inner-city premium SUV cruiser.

The CX-5 Akera is an acquired taste in the sense that it costs more than the GT for what are essentially cosmetic extras. The Nappa leather is lovely, yes, and the sunroof is good (I guess, I don't like them) but it doesn't do anything any differently than the GT.

However, like the GT, it's loaded up with gear and in the case of the turbo, it's the pick of the engines. It's also still right up at the head of the pack dynamically and aesthetically. Fifty grand is a lot of money, but the Akera is a lot of car.

Lexus might have been known for drab and dowdy styling in the past, but the NX’s sharp aesthetic is head turning and attention grabbing in all the right ways.

Though the NX first hit Australian showrooms in 2014, after six years we reckon it wouldn’t look out of place strutting down a catwalk, and can easily hold its own in the design department against the likes of the Audi Q5, BMW X3 and Mercedes-Benz GLC.

From the front, you can’t miss the trademark Lexus spindle grille, which, with its trapezoidal shape, gives the illusion of a wider and more aggressive car.

The high-set, slender headlights also gives the NX a wide stance, while the sweeping daytime running lights and sharp bumper design give the impression that the NX is cutting through water.

In profile, the NX is characterised by a strong shoulder line, chiselled lower doors and narrow glasshouse, while the black plastic wheelarch cladding hints at its SUV status.

The black trim detailing on the tail-lights almost make it look like the NX has narrowing cartoon eyes from the rear, but the subtle diffuser and large bumper soften its look a little.

If you can’t tell, we dig the aesthetics of the NX, especially the subtle exterior features such as crystal-like front foglights and the unique side mirror design.

Step inside and those neat little design touches continue.

From the almost folded fabric-like design of the door trims to the soft-touch surfaces throughout, the NX’s cabin oozes luxury, class and quality.

The centre stack shape mirrors the front grille’s trapezoid shape, while all the buttons and switchgear have a nice heft and weight to them, and are laid out in an easy-to-use, ergonomic fashion.

Sure, look a bit closer and you might see some carryover items from lower-end Toyota models, such as the cruise control stalk but, be honest, if we didn’t point it out, would you have even noticed?

I really like cut of the CX-5's cloth. It is a bit colour sensitive, although I really like this 'Polymetal Grey Metallic' hue ($495) which changes a lot depending on the lighting conditions.

The second generation has a more resolved, more ears-pinned-back design which is kind of ironic because one of the ads for the previous car used big cat imagery. The sleek headlights, the beautiful proportions and general elegance is going to age just as well as the older machine. That's a good design.

The interior is very clean but still really dark. The 'wood' in the Akera doesn't really help matters, but that's what you get for going for the top of the range. The Nappa leather on the seats is quite lovely, though and the car smells nice (at least when new). As with other Mazdas, the switch count on the centre stack is minimal with some lights moving up to the ceiling console. It's very calm and composed.

Measuring 4660mm long, 1870mm wide, 1645mm tall and with a 2600mm wheelbase, the NX puts it foot firmly into the mid-size SUV class.

Front occupants can easily get comfortable thanks to seats with a wide breadth of adjustment, while drivers also get a telescoping steering wheel that automatically raises when the car is turned off for easier ingress/egress.

Generous door bins up front will swallow large water bottles and any other paraphernalia, while two deep cupholders are found between the driver and front passengers.

If you want to tuck any items out of sight though, the glovebox and centre console bin will do the job, but there is also a hidden compartment where the driver’s touchpad palm rest.

Lift up the flap and your precious valuables can be hidden away, but look underneath the flap and it doubles as a handheld mirror to check you don’t have any food in your teeth before a date.

The outer two second-row seats offer ample room for six-foot-tall passengers, and – even with the front seats in our preferred position – there is plenty of legroom in the back.

Like most vehicles, the middle seat is a bit compromised, but in the NX it feels especially narrow and uncomfortable.

This isn’t helped by the middle seat’s seat belt, which comes down from the roof and intrudes well into the backrest of the neighbouring seat when not in use.

It makes loading the NX full of passengers tricky as there is a bit of shuffling around to get all the belts in place and passengers comfortable.

Our advice? Use the NX as a four-seater and just fold down the centre armrest, which also exposes two cupholders, for extra comfort.

Other rear seat amenities include air vents and storage pockets in the doors, the latter of which will accommodate water bottles or small items.

Open the boot and the NX will swallow 475 litres of volume, which can expand to 1520L with the rear seats folded down.

Boot space is down on its rivals, with all of the German models offering at least 550L of volume.

In real-world terms, this means the NX’s boot won’t close with a large- and medium-sized suitcase sat side-by-side, but has no problem with smaller cases.

Boot space might be lacking in the NX, but the hybrid system’s batteries have to go somewhere, and at least Lexus offers up two big bag books and tie-down points.

The boot may now be 442 litres but it's well down on its obvious rivals, the Tiguan (615 litres) and RAV4 Edge (580 litres). Fold all three elements of the 40/20/40 split fold rear seat and you have a handy 1342 litres and a reasonably flat floor.

The Mazda tradition of tight rear seating continues. I just about fit comfortably behind my own driving position set for 180cm. Kids will be fine but, as ever, the rear door aperture is a bit tricky to quickly enter (like if it's raining). Three across the back is definitely a 'short trips only' proposition. 

There are four cupholders evenly distributed and bottle holders, with a pair in each row. You can also hide your valuables in a good-sized centre console in the front and you have somewhere to put your phone - under the centre stack - when you're on the move.

Mid-size SUVs for 50 grand better be good, no matter where they're from. As with the GT version, you're really gunning for the bottom end of the German crowd here, so you've got to have your marketing types sharply attuned to what buyers will cop switching to a Japanese brand.

The $50,830 Akera scores 19-inch alloys, a 10-speaker stereo, dual-zone climate control, reversing camera, keyless entry and start, hefty safety package, around-view cameras, front and rear parking sensors, active cruise control, heated steering wheel, electric and heated front seats, heated rear seats, sat nav, active LED headlights, LED fog lights, auto wipers, head-up display, lovely Nappa leather trim, powered tailgate, power windows and mirrors, electric sunroof and a space-saver spare.

Mazda's older version of 'MZD Connect' fills the 7.0-inch touchscreen which also features digital radio and Android Auto and Apple CarPlay. You can control the screen with the rotary dial once you're moving as the touch function is disabled when you're driving.

The sat nav is a bit light on for detail, so your phone is probably more helpful if you're going somewhere tricky.

Propelling the Lexus NX 300h F Sport is a petrol-electric mild-hybrid powertrain, combining a 114kW/210Nm 2.5-litre naturally aspirated four-cylinder petrol engine with two electric motors – 105kW/270Nm unit for the front axle and a 50kW/139Nm unit for the rear wheels.

The total system output is measured at 147kW, which is sent to all four wheels in our test var via a continuously variable automatic transmission (CVT).

The zero-to-100km/h acceleration takes 9.2 seconds thanks to a fairly hefty 1895kg kerb weight.

The 2.5-litre turbo engine is a familiar one, first appearing in the bigger CX-9 and then the lovely Mazda6. Pushing 170kW at 5000rpm and 420Nm at just 2000rpm to all four wheels via a six-speed automatic, it's a lot more relaxed than the other petrols in the CX-5 range and more refined than the diesel.

It also comfortably out-punches everything else in the segment.

The all-wheel drive system is obviously road-biased - along with the wheels and suspension - and is mostly front-wheel drive to help save fuel.

Official fuel consumption figures for the Lexus NX 300h is 5.7/ litres per 100km, though we managed a 7.6L/100km figure in our week with the car.

Our driving consisted exclusively of inner-city driving for groceries and just two trips down the freeway upon collecting and returning the car due to Melbourne’s lockdown rules.

The turbo's official combined cycle figure came out at 8.2L/100km, 0.8L/100km more than the non-turbo's ADR readout.

Once again, the turbo excelled, with a 9.2L/100km reading, close to the 9.1 I got in the GT last year in October. It's a point worth making because the 2.5-litre struggles to better 10L/100km in my hands.

An added bonus is that you can run it on standard unleaded.

Though the Lexus NX might look sporty and dynamic from the outside, don’t be mistaken into thinking Lexus’ mid-size SUV is anything other than a comfy cruiser.

Steering remains light and lifeless in its default ‘Nomal’ drive mode, but even in ‘Sport S’ and ‘Sport S+’, weighting feels artificial and numb.

What this means is that the NX 300h F Sport is a joy to manoeuvre around town at low speeds, but is found lacking when the speedo climbs and the roads get a bit twisty.

Likewise, a stab of the throttle is met with a spike in revs and engine noise as the powertrain switches from its electric motor to internal combustion engine, but the expected thrust-burst never comes.

CVTs are generally tuned for better fuel economy, not a sporting drive, so it makes sense that the NX is a little more hesitant and lethargic to get up to speed, but the transmission does suffer from that ‘elastic’ feel where it can be slow to ‘shift up’ if it thinks you are wanting a sporty drive.

However, these shortcomings are especially evident when stacking it up next to the new Toyota RAV4 hybrid.

The NX is underpinned by Toyota’s MC platform, shared with the old RAV4, whereas the fifth-generation mid-size SUV that launched in 2019 is updated with a TNGA platform.

Much of our aforementioned criticisms in driving dynamics and snoozy drivetrain are fixed, or at least alleviated, in the latest Toyota RAV4, so here’s hoping the next-gen NX rumoured to break cover soon will be a welcomed step forward.

And while the current Lexus NX is certainly not the last world in SUV driving dynamics, it’s not trying to be.

As a daily runabout for the family, the NX is comfortable and predictable – just what some families might be after.

The suspension does a great job at soaking up road imperfections and little bumps you might find on your journey, helped by the comfy seats and great interior sound insulation.

What is noticeable though, is overcoming large bumps or any change in elevation at speed, where the NX 300h’s hefty weight means it takes just a touch longer to get settled again.

The cabin also feels a bit fussy from the driver’s seat, with the multimedia especially being fiddly and hard to navigate when on the move.

We reckon a rotary controller like those found on a BMW, or even better multimedia software as seen with a Benz, could go a long way in fixing Lexus’ multimedia woes.

Having said that, the system is compatible with Android Auto, and is laid out well on the widescreen, so you could easily forgo the annoying touchpad and janky software for a better experience.

For a mid-size family SUV, the CX-5 is still a very nice car to drive. Mazda doesn't have to engineer in nice steering, a crisp turn-in, well-judged brakes or pour the effort and expense into a well-sorted multi-link rear end. We know from other cars in the segment that not all of these things need to be in the mix to make a car sell. 

Even on these huge 19-inch wheels and without the inclusion of dynamic or adaptive damping, the Akera manages to ride well for most of the time. You'll get the occasional jolt from one of those nasty rubber speed bumps that councils have been randomly installing at roundabouts over the past couple of months.

It's also very nice in the corners if the mood takes you and your passengers are willing. While the tyres could be better - this seems to be where Mazda suddenly decides to skimp a little - the all-wheel drive helps keep things calm and composed.

What really makes this car, though, is the engine. No, it doesn't turn it into a performance SUV, that is absolutely not the point, but a lot of smooth torque means your options open up.

Overtaking is quiet and unfussed, 420Nm and third gear working together like Torvill and Dean (there's a contemporary reference for you). What it really means, though, is that kicking around town in the CX-5 is much more relaxed.

You need a lot less throttle, the transmission doesn't have to shift around as much and you see that in the real-world fuel economy. While that's an added bonus that won't cover the extra cost of the turbo, everything else is.

The six-speed auto is pretty good and in this segment isn't a bother because you either get saddled with a CVT or a seven-speed twin-clutch. I'll take a conventional six-speed transmission over a clunky DSG or droning CVT any day.

The CX-5 arrives with six airbags, ABS, brake assist, stability and traction controls, forward AEB (including pedestrian detection), front and rear collision warning, auto high beam, blind-spot monitoring, road sign recognition (including stop signs), speed limiter, lane departure warning, lane-keeping assist, rear cross-traffic alert and reverse AEB.

You also get two ISOFIX points and three top-tether restraints for the kiddies.

The CX-5 scored a maximum five ANCAP safety stars in April 2017.

Like all new Lexus vehicles, the NX 300h F Sport comes with a four-year/100,000km warranty, along with roadside assist over the same period. A six-year anti-corrosion is also part of the aftersales assurance package.

Scheduled service intervals are every 12 months/15,000km, whichever comes first.

The first three years/45,000km of scheduled servicing is capped at $495 for each annual service, which falls under the brand’s Encore service that also entails pickup and delivery of the NX, loan car, and wash and vacuum.

Lexus ownership also means owners will be access to exclusive events, dinners and drive days, as well as promotions from partner hotels.

Although servicing costs are relatively cheap for the first three years, Lexus’ four-year/100,000km lags behind luxury brand leaders Mercedes-Benz and Genesis, who both offer five-years/unlimited kilometre assurances.

Mazda provides a healthy five year/unlimited kilometre warranty that now also includes roadside assist.

Service intervals are close together, with 12 months/10,000km - 12 months is normal. 10,000km isn't. Mazda does offer capped-price servicing, with services costing between $315 and $343 meaning $660-plus annual spend. That's before extras like brake fluid and pollen filters.