Lexus NX vs Skoda Octavia

What's the difference?

The NX 450h+ Luxury combines high build quality and upmarket looks with plug-in hybrid convenience/performance/economy and numerous luxury appointments. It’s a competent all-rounder that's difficult to fault and clearly meets the needs of many prestige mid-size SUV buyers.

While other brands may have a higher profile, the quality of this Octavia RS proves Skoda deserves a greater share of the limelight. If you’re thinking about a primo mid-size sedan, or wagon, or even a medium SUV, this car combines satisfying performance with low-to-the-ground dynamics, immense practicality, top-shelf safety and solid value-for-money. It’s nicely put together using quality materials and the ownership package is class competitive. Do yourself a favour and add it to your new-car shopping list.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The exterior is a sculptured blend of sharp creases and flowing curves which create a sporty and sophisticated appearance that clearly appeals to many buyers.

The interior looks and feels about as spacious and airy as you could realistically expect in a mid-sized SUV, which is enhanced with the roof open and sunshine pouring in.

The boldly contrasting two-tone grey and camel interior trim in our test vehicle adds to its visual appeal although we suspect such a bold colour choice could also be a stain magnet in everyday use, particularly for young families with lots of sticky kids’ stuff onboard.

The current Octavia complies with Skoda’s sharp and angular approach to exterior design, with cool, jagged LED headlight clusters sitting either side of a blacked-out octagonal grille.

A brand signature is the bonnet shutting low and flush over the front guards to create a broad hood panel with longitudinal character lines running down its length. Similar creases flow confidently along the car’s flanks with 19-inch alloys filling the wheel wells nicely.

A smoothly tapering turret ends with a steeply raked rear screen on the sedan and wagon with angular LED tail-lights following a similar pattern to the headlights.

As well as the black grille, car-spotters should look out for the RS’s black finish on the window frame surrounds, roof rails (wagon only) wing mirrors and tailpipes as well as red brake calipers and RS sports bumpers front and rear.

Always a subjective call, but I for one think this car looks distinctive and contemporary while avoiding unnecessary flashiness.

Inside, the treatment is relatively reserved, with a grey through to black colour palette and high-quality materials, including soft-touch surfaces around the dash, doors and console, as well as ‘mouse fur’ and faux carbon sections on the upper dash.

The sports front seats are trimmed in a combination of synthetic leather and synthetic suede with quilted panels in the centre of the cushion and backrest. They feel as good as they look and are easy to get in and out of. Red contrast stitching throughout the interior dials up the racy tone.  

A sizeable central media touchscreen sits proud of the dash with the VW Group’s ‘Virtual Cockpit’ ahead of the driver configurable through multiple set-ups. And a smattering of dark chrome and brushed metal highlights (including on the pedals) finish off a beautifully executed interior.  

Its compact dimensions of 4660mm length, 1865mm width and 1660mm height make the usual driving chores in congested urban settings, particularly tight inner-city streets and parking spaces, much easier than a full-size SUV.

With its 2050kg kerb weight and 2540kg GVM, it has a load capacity of 490kg of which up to 75kg can be carried on the roof rails using approved racks.

While almost half a tonne of load capacity may seem ample, keep in mind that the combined weight of five large adults could reach that limit before you could start loading their luggage.

It’s also rated to tow up to 1000kg of braked trailer, which would be ideal for hauling small trailers with a recreational focus like fold-out campers, jet-skis, trail bikes etc. However, Lexus does not publish a GCM figure, so for weekend escapees we don’t know how much it can legally carry and tow at the same time.

There’s more than adequate space for the driver and front passenger, along with storage that includes a bottle-holder and bin in each door, overhead glasses holder and a single glove box.

The centre console has two cupholders and a deep box with padded lid that doubles as a comfy elbow rest. You’ll also find a quartet of USB ports, a 12V socket and wireless phone charging pad.

The rear bench seat is surprisingly accommodating for tall people, given I’m 186cm and when seated behind the driver’s seat set in my position I still have sufficient knee clearance and headroom.

However, with three up, those in the centre must compete for shoulder space plus have their feet either side of the transmission tunnel and knees together between the front seat backrests. So, three adults is okay for short trips but should be capped at two for longer drives.

Rear passenger storage includes a bottle-holder and bin in each door, pockets on both front seat backrests and two cupholders with the centre seat backrest folded forward. The rear of the centre console has adjustable air vents, rear seat heating controls, another 12V socket and a pair of USB ports.

The power tailgate can open by waving your foot under the rear bumper (useful when hands are full) to gain access to the rear luggage area, which provides numerous internal hooks for securing cargo straps or nets plus underfloor storage for the charging cables and more.

This luggage area offers up to 520 litres (more than half a cubic metre) of load volume with the rear seat upright. It expands into what is effectively a small van when the rear seat is folded flat, which can carry everything from a mountain bike to flatpack furniture.

Practicality is an area where Skoda comes into its own. At every turn the brand’s design and engineering teams have obviously kept day-to-day usability in mind with thoughtful tweaks to make life easier.

Some have become low-key famous like an umbrella slotted into the driver’s door (Rolls-Royce-style) and a small lidded rubbish bin in the driver’s door pocket.

But over and above that, the Octavia’s efficient packaging means in a car measuring just on 4.7m long there’s heaps of room up front for the driver and passenger, with lots of handy storage options. 

Aside from generous door pockets there’s a box between the seats with a padded lid (adjustable for height and length when in use as an armrest), a 15W wireless charging pad (with ventilation from below to keep devices cool), a big glove box (with pen holder), multiple cupholders, a cupholder insert able to hold a phone and/or some coins, numerous oddments trays and a sunglasses compartment overhead (not fitted with optional panoramic sunroof).

And in the back, sitting behind the driver’s seat, set for my 183cm height, there’s tons of leg and headroom with more practical design thinking on display.

For example, map pockets on the back of the front seats have a phone-sized slot stitched into them. There are pull up shades for each window, big bins in the doors with plenty of room for bottles and more, a pull-down centre armrest with fold-out cupholders (plus some oddments space), adjustable climate control vents plus a box on the floor for extra bottles and ‘stuff’ (removable if you need foot room for a centre passenger).

Power and connectivity runs to five USB-C sockets (two front, two rear and one near the rear-view mirror for dashcam duty) plus a 12-volt outlet in the boot. 

Speaking of which, head to the boot and the ‘plenty of room’ theme continues. With the 60/40 split folding rear seat upright there’s 600 litres of space in the sedan and 640 litres in the wagon. Lower the backrest and that number increases to 1555 and 1700 litres, respectively. That’s plenty, and more than the Mazda6.

The sedan and wagon feature anchor points for securing loose loads, extra storage bays behind the rear wheel wells, there’s a ski-port door behind the rear armrest, load divider rails in the sedan, remote release handles for the rear seat, bag hooks, a luggage net… the lot. 

The powered tailgate includes hands-free opening, there’s a space-saver spare under the floor and towing capacity for a braked trailer is 1600kg (750kg unbraked).

Priced at $58,490 for the sedan and $59,990 for the wagon, both before on-road costs, the Octavia RS has one competitor that meets the mid-size sedan and wagon criteria with cost-of-entry somewhere in the same ballpark. And that’s the current Mazda6 20th Anniversary Edition.

Pitched at $54,385, before on-road costs, for the sedan and $55,685 (BOC) for the wagon, the Mazda goes toe-to-toe with the Skoda on size, equipment and performance, although the ‘6’ leans more towards a premium rather than outright performance vibe. And the Mazda has recenetly been discontinued in Australia.

The Accord VTi-LX Hybrid ($59,900, drive-away) puts Honda in the sedan mix and if you’re considering a pure electric medium sedan, the BYD Seal Premium comes in at $58,798, before on-roads while the Tesla Model 3 Single Motor RWD sits at $54,900.

So, aside from the safety and performance tech, covered a little later, what can you bank on in terms of included features for a price tag giving $60K a serious nudge?

The answer is… heaps. Standard equipment on the Octavia RS includes three-zone climate control, adaptive cruise control, a 13-inch multimedia touchscreen, sat nav, 12-speaker Canton audio (with digital radio), a 10-inch configurable digital instrument display, a head-up display, sports front seats (heated with six-way power adjust, memory and massage function), heated rear (outboard) seats, a power tailgate (with hands-free opening), keyless entry and start and rain-sensing wipers.

There’s also ‘Intelligent Park Assist’, LED external lighting (including matrix LED headlights), 19-inch alloy rims, heated and power-folding exterior mirrors (with memory function), synthetic leather and synthetic suede trim, a flat-bottom leather-trimmed steering wheel, alloy finish pedals and rear privacy glass as well as wireless Android Auto and Apple CarPlay. 

Worth noting solid, metallic and pearlescent paint options (seven colours) are included as standard, with the single premium metallic ‘Velvet Red’ colour adding $770. 

That’s as much fruit as you should expect in this part of the market and a bit more.  

The sophisticated PHEV drivetrain with electronic AWD comprises a 2.5-litre four-cylinder petrol engine that delivers 136kW of power and 227Nm of torque to the front wheels through a Continuously Variable Transmission (CVT).

There’s also electric motors front and rear, fed by an 18.1kWh lithium-ion traction battery that can provide limited electric-only driving range.

The front electric motor, which assists with driving the front wheels through the CVT, produces 134kW/270Nm while a smaller one exclusively drives the rear wheels with 40kW/121Nm. Although the combined output from these three power sources is 310kW, Lexus claims a total system output of only 227kW to optimise efficiency and reliability.

The petrol engine and electric motor outputs are electronically synchronised and traction is continuously monitored to automatically vary the amount of power being sent to the front or rear wheels to optimise stability and traction in all conditions.

There’s also a choice of drive modes comprising 'Normal', 'Sport' and 'Eco' and paddles on the steering wheel allow manual shifting of the CVT 'ratios' for a more engaging drive, or to increase the regenerative braking effect (like using lower ratios on descents etc).

Several operational modes can also be selected including electric-only driving (we covered 60km on one full charge and 56km on another) and two modes of hybrid driving, plus battery charging while driving courtesy of the petrol engine which during our test charged the battery from near zero to 100 per cent in 56km.

There’s also external plug-in charging of course. At home we used the three-pin domestic wall socket compatible 10A charger/AC Type 2 cable supplied with the vehicle, which took about six hours (at a tiny 2.3kW) to charge from 35-100 per cent.

The Octavia RS is designated ‘195TSI’ which relates to the power output of its 2.0-litre, four-cylinder, turbo-petrol engine driving the front wheels through a seven-speed dual-clutch auto transmission.

It’s a fourth-generation evolution of the Volkswagen Group’s long-serving ‘EA888’ engine series, an iron block/alloy head unit featuring direct-injection and variable valve timing to produce (you guessed it) 195kW and 370Nm.

Lexus claims average combined consumption of only 1.3L/100km, achieved in ideal lab conditions which is largely irrelevant. When we stopped to refuel after 424km of real-world testing, which included our usual mix of suburban, city and highway driving and switching between the different modes (including 116km of electric-only driving), the dash display was showing 5.7L/100km.

That was close to our own figure of 5.4 calculated from fuel bowser and tripmeter readings, so based on our test consumption and depending on the mix of drive modes used, you could expect a realistic driving range of up to 1000km from its 55-litre tank which prefers 95RON premium petrol.

The Octavia RS’s official fuel consumption figure on the combined (urban/extra-urban) cycle is 7.0L/100km, the 2.0-litre turbo-petrol engine emitting 159g/km of CO2 in the process (wagon 160g/km).

A start/stop function is standard and on a launch drive program through rural Victoria, covering several hundred kilometres’ worth of urban, B-road and freeway running we saw a (dash-indicated) figure of 6.9L/100km. With a 50-litre fuel tank on board, the RS’s theoretical range is around 715km.

In the city, expect an average in the high 8.0 range, which isn’t out of order for a 1.5-tonne sedan (1.6-tonne wagon).

The cabin is what you might call ‘cosy’ for tall people like me (186cm) but there’s still adequate room to find a comfortable driving position.

The ride quality is noticeably firm, which contributes to its sporty feel. The steering is nicely weighted with good response and braking is reassuringly strong.

Acceleration in full-electric and hybrid modes is brisk but not exceptional and about what you’d expect from this powertrain, which engages the rear electric motor for standing starts and other situations to ensure all-wheel drive traction is being deployed when you need it most.

We sampled the different drive modes, with 'Sport' providing a more engaging feel (particularly when manual shifting using the paddle shifters), 'Eco' producing a more subdued response to optimise range and the default 'Normal' providing a pleasant compromise.

Even so, despite its technical wizardry and generous choice of driver preferences, we reckon most daily driving owners would simply plug-in and charge each night, start off in electric-only mode and if needed continue in ‘Normal’ hybrid mode.

Skoda claims 0-100km/h acceleration in 6.4 seconds for the Octavia RS sedan and 6.5sec for the wagon and it feels willing with solid mid-range punch available. 

Peak power comes on stream up high (5250-6500rpm) but maximum pulling power is on tap from 1600-4500rpm, which is spot-on for urban running, easy highway cruising and safe overtaking.

A sports exhaust dials up a rorty note when pushing on and the seven-speed dual-clutch transmission proved quick and smooth on a launch drive covering mainly rural B-roads and some freeway sections.

Steering wheel-mounted paddles add extra involvement when you’re in the mood to push through some twisty stuff and select ratios manually.

Speaking of corners, suspension is by struts at the front and a multi-link arrangement (unique to the RS grade) at the rear, with an electronically controlled limited slip differential and ‘Dynamic Chassis Control’ standard. Ride height is 15mm lower than the standard Octavia.

DCC is Skoda code for an adaptive damper set-up and the system offers a ‘Comfort’ mode to help manage bumps, although it adds an air of floatiness on the open road. As the name implies, ‘Sport’ buttons everything down and road imperfections immediately make their presence felt. ‘Normal’ is surprisingly comfortable without upsetting the car’s balance and overall compliance. 

Standard rubber is 225/40 Bridgestone Potenza S005, providing a good grip vs comfort compromise, and the electrically assisted progressive rate rack and pinion steering is accurate, providing good road feel without being too sharp or ‘pointy’. Braking is by ventilated discs all around and the pedal is strong and progressive.

Under the heading of miscellaneous observations, engine, wind and road noise are modest, the grippy sports front seats remained comfortable over several hours behind the wheel, plus a relatively tight 10.4m turning circle and standard 360-degree camera view system make parking easy.  

The current Skoda Octavia was given a maximum five-star ANCAP rating following assessment in 2022. High scores in the adult and child occupant protection categories focused on the stability of the car’s passenger compartment in front offset, full front, side and pole impact crash tests.

For the 2025 model year, standard active (crash-avoidance) tech now includes turn assist and advanced driver fatigue detection, which is on top of auto emergency braking (AEB) operating from 5.0-250km/h (with car and ‘vulnerable road user’ detection plus junction assist), lane keeping assist (and emergency lane keeping), rear AEB, blind-spot monitoring, rear cross-traffic alert, a reversing camera, a 360-degree camera view, tyre pressure monitoring, front and rear parking sensors and more. 

If, despite all that, a crash is unavoidable the airbag count runs to 10 - dual front, front side, rear side, side curtain, front centre and driver's knee.

There are three top tether points for securing child seats across the second row with ISOFIX anchors on the two outer rear positions. 

That’s an impressive safety run down, as good or better than any category competitor.

Comes standard with a five years/unlimited km warranty. Same applies to the lithium-ion traction battery, which is eligible for additional warranty coverage of up to five years (so 10 years in total) based on annual inspections.

Scheduled servicing is every 12 months/15,000km, whichever occurs first. Capped pricing, which applies to the first five scheduled services up to five years/75,000km, totals $3225 or an average of $645 per service.

The Octavia is covered by Skoda’s seven-year/unlimited kilometre warranty, which is ahead of the mainstream five-year warranty pack, although a little short of some, like MG and Mitsubishi at 10 years.

Service is recommended every 12 months/15,000km and a four-year/60,000km service pack will set you back $2000, with 12 months’ roadside assistance topped up for another year after each trip to an authorised workshop.

That $500 per service charge is a solid amount but not outrageous for a premium, especially Euro, mid-sizer. For reference the Mazda6 20th Anniversary averages $552 per service over the same period.