Lexus NX300H vs Audi Q5

What's the difference?

The all-new NX is a massive step forward over its popular predecessor.

In every way, it is an improvement, with better refinement, comfort, performance, efficiency, safety and choice.

Indeed, look out, Audi, BMW, Mercedes and Volvo: the NX has finally come of age. If we were in the market for a luxury medium-sized SUV, we'd definitely have the Lexus on our shortlist, especially the incredibly efficient hybrids.

Europe, you've been warned.

The updated Audi Q5 Sportback TFSI is a strong example of a luxury base-grade SUV, ticking most of the boxes in styling, comfort and features. It may not always outperform its rivals on paper, but it delivers where it counts, offering a refined, practical and engaging package that will satisfy.

UX, NX, RX, LX, RZ... Lexus' nonsensical naming strategy can be quite flummoxing.

Just remember that the NX sits above the smaller UX but below the larger RX in the brand's burgeoning SUV stable. It's also closely related to the wildly-popular Toyota RAV4 – though you'd never know by looking at them side-by-side.

At first it may look much like the old model, but the new NX has switched to the latest RAV4's advanced Toyota New Global Architecture, known as GA-K in Lexus' lexicon.

Basically, it allows for a vehicle that's between 20 and 30 mm larger than before, to help improve overall proportions. And with this considerably bigger canvas to work on, it also means that Lexus's stylists have had more freedom to evolve the brand's design language. Albeit at a glacial pace from an exterior point of view.

Starting from the front, the controversial 'spindle' grille has been toned down a bit and the headlights have a neat Lexus 'lightning rod' tick motif, while – looking at the side profile – a startlingly cab-backward shape gives it a surprisingly sleek silhouette.

The extra length and stretched wheelbase let the design to breathe more than before, bringing with it a more graceful and elegant aesthetic.

Finally – and this is a brand first – the new NX's rather nondescript rear has 'LEXUS' spelled out in letters, with no sign of the company logo.

The Q5 Sportback is the more attractive sibling when compared to the standard SUV, with a shape that feels more dynamic and sport-oriented. The updated design dials back the sharper creases of the previous model in favour of softer curves, paired with slim matrix LED headlights. The revised 'Singleframe' grille has strong presence and the full-width rear light treatment adds to the Sportback’s visual appeal. Overall, it’s a very handsome vehicle.

Inside, the interior glow-up is immediately noticeable. The large new display takes centre stage in a redesigned dashboard that looks clean and appropriately sophisticated. 

There’s a good mix of materials throughout the cabin, including the beige leather upholstery, although the presence of hard plastics reminds you that this is still a base grade. Even so, the cabin largely hits the right notes for a luxury entry point.

There are a few details that don’t quite land for me. The door-mounted control panel on the driver's side feels busy and a little fiddly to use, and creates an oddly sized and positioned pull handle that just doesn’t feel nice to use. And this is very much a nitpick, but the black stitching on the beige seatbelts catches my eye all the time. None of these are deal-breakers, but they stand out in an otherwise well resolved interior.

For the really big design step-change, you'll need to step inside...

Hallelujah! Lexus has finally forsaken its weird, futuristic dash design elements for a simpler and far-more intuitive look that finally banishes unnecessary complication while still appearing progressive.

Somehow, there are now 33 fewer switches than before, aided by permanent virtual short-cut buttons on both of the touchscreens on offer.

Lexus has clearly been listening!

So, now, what we have here is an attractive, functional and superbly built interior (save for a couple of very-atypical Lexus rattles in these early production cars we drove), boasting quality materials that rate highly on all the important sensory metrics: lush to the touch, easy on the eyes and lovely to breathe in... and breathe out again!

Other plus points include a gorgeous steering wheel, attractive instrument dials, endless storage and climate control that's so effective it pretty much creates a microclimate within your personal space.

Brilliant seats, with ample adjustability, provide comfort and support even after hours ensconced within them, while the driving position is enhanced by thoughtful placement of most major controls - including the natty little gear lever and big old paddle shifters.

It's also worth pointing out a couple of surprise-and-delight features – starting with the 'e-latch' electric door handles, with sensors that delay opening if there are cyclists or pedestrians on approach to prevent striking them, as well as a manual override should the battery go flat.

There's more, like the wireless phone charger tray that also slides to reveal a hidden cubby area; centre-console lid that opens sideways FROM BOTH DIRECTIONS – what sort of sorcery is this?? – and optional digital rear-view mirror that works like X-ray vision in seeing through obstructions... handy for when back-seat passengers' beehives block the back view out.

However, after lavishing such intricate attention to detail, why does the instrument cluster's digital trip computer use the same cheap style and font as found in a lowly Yaris? It takes you completely out of the Lexus state-of-mind.

And, like me, you might lose your mind with the infuriatingly fiddly capacitive touch controls on models with the HUD. While it does provide a broad range of functionality that's displayed on the windscreen view, it's difficult to modulate accurately, and doesn't operate intuitively. Remnants of the fiddly old touchpad from the previous NX. Why can't Lexus just abandon such needless complexity? After a while I worked it out – but it's deeply distracting to use.

Oh well. At least the rear seat area is an improvement over the old NX, with more space, comfort and convenience features. Entry/egress is easy, with wide apertures that ought to make fitting in child seats less of a chore than before.

Most adults should find sufficient leg, knee, shoulder and head room back there, though a trio of adults might result in a very tight fit.

Rear facing air vents (with climate control functionality on higher grades), 12V power outlets, twin USB ports and a wide centre armrest with cupholders are included.

Further back, there's a handy (though not class-leading) 520 litres of luggage space regardless of powertrain, expanding to 1411L when the rear backrests are folded. Access is easy thanks to the wide door and flat floor, where a bit of extra storage and even space for the cargo blind are provided. Thanks, Lexus.

Note, though, that runflat tyres take the place of any spare wheel – a bummer if you're out on deserted country road late at night with no help in sight.

Up front, the cabin feels spacious and comfortable, with plush (heated) electric seats, while the driver also benefits from a two-position memory function, which is a plus if the car is shared. My main gripe is the short seat bases, which become noticeable on longer drives.

In the rear, comfort largely holds up, though space is better suited to two adults due to the high transmission tunnel. The 40/20/40 split-folding rear seat is a practical inclusion and helps when juggling passengers and longer items.

Storage is mostly well considered. There’s a generously sized glove box and a couple of useful storage bins in each door, although the centre console is on the smaller side. The dedicated phone tray is a highlight, housing the wireless charging pad, two USB-C ports and a 12-volt socket. Both rows get cupholders and bottle storage, while rear passengers also benefit from USB-C ports, climate control, directional air vents and map pockets. Overall, there’s just enough space and amenity for adults or teens to remain comfortable.

Technology is handled by the updated media display, which features a responsive touchscreen and a menu system that’s easy enough to navigate. Wireless Apple CarPlay and Android Auto are quick to set up, and the built-in satellite navigation is clearly laid out. That said, the near-total absence of physical buttons may frustrate some, with functions like climate control buried within the touchscreen. The number of pop-up disclaimers on start-up also feels excessive.

Boot space is where the Sportback’s sloping roofline has the biggest impact. Load height is limited, and capacity tops out at 515L with all seats in place, making it the smallest in its segment, albeit only by around 10L. I like the deep underfloor storage, along with the cargo cover, net and hands-free powered tailgate. However, the lack of a spare tyre, replaced by a repair kit, is a deal-breaker for me as a country driver, though it may matter less to those with easier access to repair services.

The Audi Q5 Sportback is offered with a choice of petrol or diesel engines, across two grades before stepping up to the more powerful SQ5 variants. For this review, we’re testing the base petrol TFSI grade, which is also the only front-wheel drive option in the line-up.

It carries a before on-road costs price of $84,500 and comes well stocked with features that often sit on the options list with key rivals. Aside from the Genesis GV70 2.5T, which remains hard to beat for standard inclusions, the Q5 Sportback TFSI stands out as one of the better value propositions at this price point.

New for this update is a large panoramic display that combines an 11.9-inch digital instrument cluster with a 14.5-inch central media screen. The system includes built-in satellite navigation, wireless Apple CarPlay and Android Auto and access to the 'Audi Connect' app. The app allows access to remote services like locking/unlocking to car, checking fuel/charge levels, sending navigation routes, car finder and monitoring vehicle status (warnings, last parked location).

Our test car is fitted with optional 'Pearl Beige' leather upholstery, which is a no-cost option. New design elements include a full suite of LED exterior lights, including matrix LED headlights and side puddle lamps.

Comfort is clearly a priority in this grade, with electric and heated front seats featuring lumbar support and a two-position memory function for the driver. Three-zone climate control, a wireless charging pad, multiple USB-C ports and 12-volt sockets, along with a 360-degree camera system round out the major tech highlights.

Practical touches haven’t been overlooked either, with a hands-free powered tailgate, cargo cover and net plus a 40/20/40 split-fold rear seat set-up.

Here is where the NX shines, with clear options that provide very obvious benefits according to wants, needs and budgets. And there are even fundamental differences compared to the RAV4 powertrain, further justifying that premium 'L' badge experience.

Let's divide these into petrol and petrol-electric hybrid models, with petrols first.

The NX 250 is powered by a 2487cc 2.5-litre naturally aspirated direct-injection twin-cam four-cylinder engine, producing a healthy 152kW of power at a heady 6600rpm, and 243Nm of torque from 4000rpm to 5000rpm.

Drive is sent to the front wheels only, via an eight-speed torque-converter automatic. Tipping the scales at 1705kg, it's the lightest NX on offer, and thus delivers 89.1kW per tonne.

The NX 350 turbo version, meanwhile, uses a somewhat different four-cylinder engine as well as a variation of the eight-speed auto. A 2393cc 2.4-litre turbo unit, it pumps out 205kW at 6000rpm and 430Nm from a low 1700-3600rpm. It's also AWD only, which adds kilos. That said, coming in at 1860kg, its power-to-weight ratio is a stirring 110.2kW/tonne.

Moving to the series/parallel hybrids, both the expected-bestselling NX 350h and the intriguing new NX 450h+ PHEV are based on that 2487cc 2.5-litre four-cylinder atmo unit, tuned this time to offer 140kW and 136kW (at 6000rpm) and 239Nm/227Nm (from 4300-4500rpm and 3200-3700rpm) in the NX 350h and NX 450h+ respectively.

The NX 350h uses either a single synchronous permanent magnet 134kW/270Nm electric motor in the front-drive version, or two electric motors (adding a 40kW/121Nm generator on the rear, double wishbone axle) to create the AWD alternative. Their combined total power rating is 179kW. The NX 450h+ ups that to 227kW.

None are light, however. While the NX 350h 2WD weighs a reasonable 1810kg, the twin-motor AWD system bumps that up to 1870kg, while the NX 450h+ is a portly 2050kg. Result? The power-to-weight ratio for all three are 98.9kW/tonne, 95.7kW/tonne and 110.7kW/tonne – almost identical to that of the NX 350 turbo.

The hybrids' gearbox in question is an 'e-CVT' electronic continuously variable transmission, working with a lithium-ion high-voltage battery, while the NX 450h+'s EV drive's battery is an 18.1kWh unit.

So, no prizes for guessing which one is the most frugal...

The Q5 Sportback TFSI is front-wheel drive and powered by a 2.0L four-cylinder turbo-petrol engine paired with a mild-hybrid system. Combined outputs sit at 150kW and 340Nm, which places it toward the lower end of the segment when stacked against rivals such as the Genesis GV70 2.5T and Mercedes GLC300 Coupe offering 224kW/422Nm and 190kW/400Nm, respectively.

On the road, however, there’s still plenty on offer for everyday driving, with power delivery feeling smooth and accessible. The seven-speed transmission shifts effortlessly, helping the Q5 Sportback feel refined and easy to live with, even if outright performance isn’t its headline feature.

All NXs require 95 RON premium unleaded petrol, and are emissions rated at Euro6b.

Not surprisingly, on the official combined run, thirstiest of the lot is the NX 350 turbo at 8.1L/100km (for a carbon dioxide emissions rating of 185 grams per kilometre), followed by the NX 250 at 6.9L/100km (158g/km).

The NX 350h cut that down to 5.0L/100km (113g/km for the FWD and 114g/km for AWD), while the NX 450h+, naturally, is the most economical by far, slashing that down to just 1.3L/100km, or 29g/km.

While we can't tell you what the NX 450h+ managed on test, the others didn't quite match their official numbers. Over several hundred kilometres, the NX 350 ranged from 9.3-11.3L/100km, the NX 250 7.5-9.3L/100km and the NX 350h from 5.7-6.8L/100km.

Note that the NX 450h+'s 18.1kW battery can only be charged using an AC outlet, meaning it'll need about 2.5hr to get the job done. Its EV-only range is about 70km on the WLTP score, or 87km using the less-realistic NEDC method.

At 55 litres, the fuel tank will allow the following combined average range between refills: 679km (NX 350 turbo), 797km (NX 250), 1100km (NX 350h) and a barely believable 4231km (NX 450h+, naturally).

The Q5 Sportback TFSI has a claimed combined (urban/extra-urban) cycle fuel consumption figure of 5.7L/100km and paired with its 65L fuel tank offers a theoretical driving range of up to 1140km. An impressive result on paper.

After a mix of long highway driving and my usual urban runaround, real-world consumption settled at 5.8L/100km, which is almost spot on.

It also highlights the Q5 Sportback TFSI’s performance/efficiency trade-off. While its outputs are modest relative to some rivals it rewards you with excellent economy in real-world use.

The previous NX looked better than it drove.

Based on the previous-gen RAV4, it failed to rise above such humble underpinnings, despite all the extra design, comfort and equipment features Lexus created to help it do just that.

Sure, there were some very appealing things going on, including attractive styling, an intriguing interior, sumptuous seats and lots of kit to play with, but the Toyota's noisy, fidgety and tiring DNA soon became apparent, especially compared to rival luxury midsizers. And some of the dashboard multimedia controls were just down-right madness.

Building on the latest RAV4's set of modern, competent components, however, has fundamentally changed the NX.

For starters, it's much quieter inside. Whether at idle, travelling at speed, or traversing some pretty rough patches of road, the NX at last rides like something you'd expect a Lexus should. And given how noisy and droney most of its European rivals also are on Aussie bitumen, it gives the Japanese contender a handy head-start.

The same applies to how enveloping the soft yet supportive seats are, how settled the suspension feels and how calm the experience is. No previous Lexus SUV has seemed so... refined. Even the really big, expensive ones.

From the driver's point of view, the steering is beautifully balanced, for precise yet reassuring control at speed. This varies according to which grade you're driving, but as a whole, while not sporty like a BMW's nor as fluid as, say, a Mazda CX-5's helm, the Lexus walks that line between easy and involving quite well.

Ditto the handling and roadholding. The lightest of the bunch – the petrol-powered NX 250 and NX 350 turbo – feel ripe and ready for a hustle along a curvy ribbon of road, coming across as taut enough for tight turns yet supple enough to soak up the many bumps and thumps thrown up at them.

Switching to the NX 350h hybrid, there's a greater sense of mass, whether driving the front-drive 2WD or even heavier AWD version. As such, it's still quite dynamic, but not as athletic as the petrol-only models.

In terms of performance, there are no duds – and that's no surprise, as the previous NX's powertrains were pretty sound as well.

Though simply a front-drive version of the RAV4 Edge's 2.5-litre unit, the NX 250 seems more muted than the Toyota's application, and yet is willing to rev hard to hit the power band necessary for it to feel alive. At higher speeds, sometimes the raspy engine can sound a tad noisy when extended, but it's never harsh or rough.

Moving on to the NX 350h, it feels like, well, a heavier and quieter RAV4, not unexpectedly. Silent at take-off speeds, the engine chimes in fairly unobtrusively, providing plenty of oomph along the way, while the CVT seamlessly slices through each (artificial) ratios. After the petrol versions, the steering does seem a little more remote, and you can feel the extra heft through turns, but – again – the basics underneath seem right.

Accelerating hard on the open road does reveal that typical Toyota hybrid engine roar and CVT flair, but only when the throttle is prodded hard. Driven normally, the NX 350h is as smooth, swift and sweet as you'd expect. And definitely in keeping with brand performance expectations.

Finally, there's the NX 450h+ F Sport. At over two tonnes, Toyota and Lexus' plug-in hybrid debutante is not a flyweight by any means, yet having all that extra low-down mass does result in a slightly different driving experience.

Take acceleration: having access to 227kW of power and torque together at very low revs equals lots of thrust right from the get-go. And while it's not sports-SUV rapid, there's certainly enough punch to justify the F Sport badge. Similarly, the low centre of gravity that the 18.1kWh battery pack provides seems to promote hunkered-down road-holding attitude through tight turns, with minimal body roll.

Regardless of which NX you're looking at, quibbles are few. Occasional road and tyre roar are still a little evident over some surfaces; the adaptive cruise control and lane-keep technologies could benefit from some local fine-tuning so they behave a little more nuanced in Australian conditions (and that applies to most luxury SUVs nowadays); and the optional head-up display's capacitive controls located on the steering wheel spokes are distracting, difficult to modulate and needlessly complicated. They're so annoying we'd even untick the Sport Luxury option box to avoid it.

If we had to choose a favourite among the new NXs, it would probably be the NX 350h F Sport, since its adaptive sports chassis provides the best compromise between agility and suppleness; the NX 350 turbo is probably the most fun to drive hard and fast, while the base NX 250 is thoroughly competent and sufficiently luxurious to scare most rivals.

Could this really be a medium-sized Lexus SUV we're talking about?

We're not saying that the latest NX is perfect, but it now provides a very compelling argument not to buy European.

There’s enough power in the base grade to keep things engaging on the open road, whether overtaking or maintaining pace, with a reassuring sense of reserves and smooth, punctual delivery.

Despite the firmer suspension, ride comfort remains high thanks to the newly tuned damping system, which absorbs bumps without sacrificing road feedback. The cabin is quiet at speed and at low speeds the car can switch to its hybrid system for extra refinement.

I’m not a huge fan of the adaptive steering assist, particularly on winding roads, as it can overcorrect at times. Overall, though, the Q5 Sportback delivers enjoyable, sporty dynamics.

Visibility is good from the front and sides, while the rear window is a little on the small side. It’s easy to get accustomed to the car’s dimensions and a clear 360-degree camera view comes standard across all grades, providing a clear view that automatically activates during low-speed manoeuvres. Parking this car is straightforward and stress-free.

The Audi Q5 Sportback carries a fresh maximum five-star ANCAP safety rating from 2025 testing. It comes with nine airbags, including side-chest airbags for both rows which is a standout feature, as these are often limited to the front seats.

The safety equipment suite is strong, featuring lane departure warning, lane keeping assist, side exit warning, blind-spot monitoring, traffic sign recognition, dusk-sensing LED headlights and emergency call capability. There’s also front collision warning, rear cross-traffic alert with assist and rear turn-assist. Adaptive cruise control is generally well-calibrated, though it can occasionally slow for vehicles outside your lane.

Autonomous emergency braking covers cars, pedestrians, cyclists, motorcyclists, and backover assist which is operational between 5.0 and 250km/h. Child safety is supported with two ISOFIX mounts and three top-tether anchor points, although only two seats fit comfortably.

Lexus now offers a five-year, unlimited kilometre warranty with roadside assistance.

Furthermore, NX 350h hybrid and NX 450h+ plug-in hybrid models also feature a 10-year, unlimited kilometre battery warranty.

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 owners just $495 – and that's highly competitive pricing for a luxury brand.

Plus, there's also Lexus' 'Encore' aftersales subscription program offering myriad offers and services.

The Q5 Sportback comes with Audi’s five-year/unlimited km warranty, which also includes complimentary roadside assistance - all fairly standard at this end of the market. A five-year pre-paid servicing plan is available for $3520, which is cheaper than the pay-as-you-go option, though it’s not the most competitive compared with some rivals. For instance, BMW offers the same coverage for $2475, while the Genesis comes with complimentary servicing.

You can also extend the service period by two years with the 'Audi Advantage Package' for an additional cost. Services are spaced at sensible intervals, every 12 months or 15,000km, whichever comes first, making maintenance straightforward and predictable.