Lexus NX vs Nissan Pathfinder

What's the difference?

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.

It looks good, offers benchmark safety and combines strong engine performance with sure-footed traction, particularly on low-grip surfaces. There’s also a spacious, comfortable and practical cabin that can seat up to eight and it can tow up to 2.7 tonnes. Apart from its V6 thirst, based on our at-pump figures, there’s little we can criticise about the latest Pathfinder in Ti 4WD specification, which is certainly worthy of consideration for large SUV buyers.  

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 latest Pathfinder rides on a 2900mm wheelbase with an 11.8-metre turning circle. Although it's shorter in overall length with less frontal overhang than its predecessor, it has a wider stance (aka track width) for improved handling plus a height increase for more headroom. There’s also more leg and hip-room.

The sumptuous interior is a tasteful mix of leather accents, piano black and satin chrome with classy exposed stitching along numerous seams including the leather-wrapped steering wheel. It exudes a high-quality look and feel.

The 2/3/3 seating layout can theoretically cater for up to eight occupants, starting with seating for the driver and front passenger which is spacious and comfortable with ample adjustment.

For those in the grandstand-style second row, it also feels spacious thanks not only to the wide-opening doors and increased head and legroom, but also the flat floor with no transmission hump to restrict foot placement for those in the middle. The recline of the 60/40-split backrests can be adjusted for added comfort.

Second-row passengers also have access to their own control panel on the rear of the centre console that allows individual adjustment of seat-heating and temperature/fan speed for vents located under the front seats and in the roof.

The second row tilts and slides forward to provide access to the third row. This is designed to carry up to three occupants, but by our measure only small kids could manage that.

For adults, it’s really a two-seater and that’s only for short trips and only with the second row slid forward at least 100mm to provide adequate knee room.

Even so, the third row offers adequate headroom (even for tall people) and with large glass areas and overhead cooling vents does its best to minimise a claustrophobic feel.

So, we see it as either a seven- or eight-seater, depending on the kid-to-adult mix.

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.

The Ti 4WD’s 2044kg kerb weight (unladen and full of fuel) and 2750kg GVM (how much it can legally weigh when fully loaded) provides a load capacity of 706kg.

That limit could easily be reached or exceeded just by eight adults, before you could think about loading their luggage.

So, be mindful of combined passenger and luggage weight, particularly when planning a trip, to ensure you’re not over the GVM limit.

It’s also rated tow up to 2700kg of braked trailer, which is suitably large to cater for many recreational towing tasks.

However, as there’s no published GCM (or how much the Ti can legally carry and tow at the same time) we don’t know if it can haul its maximum payload while towing its maximum trailer weight.

Even so, it offers 205 litres of internal load volume with the second and third rows upright (ideal space for a supermarket shop), which expands to 554 litres with the third row folded flat and 782 litres with the second and third rows folded.

There are four cargo tie-down points and a surprisingly large bin hidden under the rear floor.

In terms of internal storage there’s a glove box, console box, overhead glasses holder and seat pockets plus a variety of bins, bottle holders and cupholders thoughtfully placed throughout the cabin catering for all three rows.

Nissan claims a total of 16 cupholders, but by our measure there are 18. Either way, there’s more than ample storage for drinks and personal items in this well-designed cabin.

Our test vehicle is the Ti 4WD, which sits one rung below the premium Ti-L 4WD on the local ladder.

Our example (like the Ti-L) is available only with a 3.5-litre petrol V6 and nine-speed automatic transmission for a list price of $71,490, plus on-road costs. Its 'Gun Metallic' premium paint costs extra.

It's generous with luxury appointments starting with unique 18-inch machined-finish alloy wheels and 255/60 tyres (but only a space-saver spare) plus a powered tailgate, roof rails, full LED lighting, heated door mirrors and more.

Inside is a 10-way power-adjustable driver’s seat, auto-dimming rear-view mirror, heated front and rear seats, leather-accented trim on seats and doors, roll-up sun-shades for the rear passenger door windows, a wireless smartphone charging pad, a USB charging outlet for the third row of seats and a quality 13-speaker Bose audio system.

There are also steering wheel paddle-shifters, a driver’s heads-up display, tri-zone air con, plus five USB ports and two 12-volt outlets to keep a full crew charged and connected.

Central command for the multimedia system is a 9.0-inch touchscreen display including wireless Apple and Android connectivity and digital radio.

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.

The Pathfinder is powered a lusty direct-injection 3.5-litre petrol V6. It produces 202kW at 6400rpm and 340Nm at 4800rpm.

It’s paired with a nine-speed torque converter automatic transmission which offers the choice of manual sequential-shifting using steering wheel-mounted paddles.

The full-time 4WD transmission offers seven different drive modes via a rotary-dial on the console, which optimises performance in each selected mode. These include 'Standard', 'Sport', 'Eco', 'Snow', 'Sand', 'Mud/Rut' and 'Tow'.

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.

Nissan claims combined cycle average consumption of 10.5L/100km and the Ti’s dash display was claiming 12.9 at the completion of our 213km test, which was mostly city and suburban driving with some limited highway running and from one to five occupants on board at different times.

Our own figure, calculated from actual fuel bowser and tripmeter readings, came in higher again at 14.5L/100km which exceeds the usual 2.0-3.0L/100km discrepancy between manufacturer figures and our own.

In other words, it drinks more than a diesel but is about average for a powerful six-cylinder petrol engine of this size under test conditions.

So, based on our ‘real world’ driving and at-pump consumption figure, you could expect a driving range of around 500km from its 71-litre tank. And it requires premium unleaded.

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.

A good example of its comfort range is that I’m 186cm tall and my wife is only 165cm, yet we both managed to find comfortable seating positions. However, she said that ideally the range of seat-height adjustment could be a tad higher given her smaller stature.

Even so, she liked the Ti and found it easy to drive, particularly in negotiating busy shopping centre car parks with its various cameras, parking sensors etc.

She also appreciated how easy it is to fold down the trio of headrests on the third row of seats when not in use, to provide a clear view through the rear window.

We encountered heavy rain at times during our test, when the superior traction of its 4WD system was most noticeable and appreciated when cornering.

It also ensured no wheelspin from standing starts, which is reassuring given the V6 engine’s vigorous low-down response. This engine has excellent performance.

We also liked the ride quality, steering feel and braking, along with the nine-speed automatic thanks to its near-seamless shifting and good all-round response. We did try manual-shifting using the paddle-shifters for a more ‘engaging’ driving experience at times.

It also makes a comfortable highway cruiser given its low engine, tyre and wind noise and suitably long gearing, that requires only 1500rpm from the V6 to maintain 110km/h and optimise fuel economy.

The Pathfinder boasts a maximum five-star ANCAP rating (awarded 2022) and is loaded with passive and active safety features, starting with nine airbags including side-curtain airbags covering all three rows and a front-row centre airbag.

There’s also the full 'Nissan Intelligent Mobility' safety suite packed with active safety features including AEB, plus Nissan’s semi-autonomous 'ProPILOT' system for use with the adaptive cruise control.

There’s also 360-degree and reversing cameras, front/rear parking sensors, tyre pressure monitoring and more.

In the second row there are ISOFIX anchorages on the two outer seating positions and top-tethers for all three positions, plus an additional set of ISOFIX and top-tether fixtures in the third row.

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.

Nissan covers the Pathfinder with a five-year/unlimited km warranty including five years roadside assist.

Scheduled servicing is every 12 months/15,000km whichever occurs first.

Capped-price servicing for the first five scheduled services is $2581 or an average of $516 per service.