Lexus NX300H vs Lexus RX300

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 Lexus RX300 is luxurious but affordable, making it great value and superbly comfortable, with a high level of fit and finish. Fear not about the four-cylinder engine being small – it makes plenty of grunt and handles daily duties perfectly well.

Which would you go for: An entry level Lexus RX300 or a top-of-the-range Mazda CX-9? Tell us what you think in the comments below.

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.

I've mentioned the Spindle grille and its jewellery-like appeal, and even the sharp edges of this SUV make the RX300 look like a carved gemstone, but I'm not the biggest fan of this vehicle's proportions. I think the door-to-window ratio is a bit off. There's just too much door for my liking.

That said, I'm intrigued by the craftmanship, the attention to detail and the use of materials, which make this SUV both pretty and intriguing.

The cabin mixes the plushness of cushioned surfaces on the dash and the armrests  with pleasing design elements, like the swooping aluminium trim, which zig-zags its way from the instrument cluster to the passenger's side of the centre console.

The giant media display is impressive, but the functionality is awkward, to say the least, but more on that in the practicality section below.

The Luxury is the entry grade into the RX model and so comes with smaller wheels than the F Sport and Sports Luxury above it, but it does score roof rails, dual chrome exhausts, a roof-top spoiler and rear privacy glass.

How big is the RX300 Luxury? The dimensions show it to be 4890mm long, 1895mm wide and 1690mm tall.

How do the looks compare with rivals such as a Jeep Grand Cherokee, a Mazda CX-9 or a Land Rover Discovery? Hmm, each has its own distinctive styling, with the Jeep having brutish American looks, the Discovery boasting prestige British off-roader personality and the Mazda an elegant air that's way beyond its price point.

So why haven't I mentioned the Mercedes-Benz GLE or BMW X5? Because they're at least $20K more than the RX300 Luxury, which costs around $72K. If, however, you can stretch the budget to an RX 350 Sports Luxury then you will be crossing the $100K threshold into Benz and Bimmer territory. So let's talk about price.

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.

The RX300 is a five-seater SUV and, while it would be even more practical if there was a third row, the cabin is impressively spacious.

Have a look at my photo of the entry to the RX300's back seat – that's a big doorway  for a car. Parents will understand the value of wide-opening doors and these ones made it easy for my child to climb into his car seat and for me to buckle him up. Head and legroom in the back seats are also good, even for me at 191cm tall, while the flat floor makes it easy to 'scoot' across from one side to the other.

There are two cupholders in the fold-down centre armrest in the back and small door pockets, but storage up front is better, with huge pull-out door pockets, two more cupholders and a large centre-console bin.

There's a wireless charger in the hidey hole in front of the shifter, plus six USB ports on board - the rear passengers have two of their own in the back of the centre console and the rest are up front.

The second row doesn't come with climate control, but the directional air vents back there got a workout over the 40C days we had over summer.

The RX300's boot has a cargo capacity of 506 litres, measured to the top of the second-row seat back.

Now,  the media system. Yes, it's a tech thing, but I'm calling out it out as impractical. The functionality of the trackpad used to navigate around the screen is frustratingly awkward. I think 12 swear words in a row came out of me on one occasion (no child on board, obviously), just trying to use the sat nav. The layout of the display menu is also confusing and non-intuitive.

The RX300 received a stack of new equipment in the September 2019 update,  including a 12.3-inch media screen (previously 8.0-inches), Apple CarPlay and Android Auto, plus four additional USB ports (for a total of six), and a kick-open power tailgate. The list price is $71,920 before on-road costs.

Other standard features include a 12-speaker stereo with DVD player, sat nav, wireless charger, dual-zone climate control, 18-inch alloys wheels, LED headlights, proximity unlocking, heated wing mirrors, rear privacy glass, and powered front seats.

The update added more safety tech, too, along with some changes designed to make the driving experience better, which I'll tell you about below.

You're not getting the heated seats and the head-up display that you do on the F Sport, or the Sport Luxury's Mark Levinson stereo, but the value is great here,  especially compared to more prestige brands, which ask more money for the same or less equipment.

The Mazda CX-9 Azami lists for $69,303 and offers more features, but the Lexus brand has more luxury badge appeal than the Mazda, or the $69,950 Jeep Grand Cherokee Limited, while the $73,221 Land Rover Discovery 2.0 i4S beats all of them in the prestige stakes because… it's British. And they have a royal family.

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 RX300 has a 2.0-litre four-cylinder turbo-petrol engine making 175kW and 350Nm, with a six-speed automatic transmission. This peppy four-cylinder gives the RX300 a completely different feel to the lethargic-but-powerful oomph of the RX350 and its naturally aspirated V6, even though it doesn't make a great deal more grunt, at 221kw and 370Nm. There's a difference in fuel consumption, too – find out how different below.

Is the RX300 all-wheel drive? Nope, it's a front-wheel drive. Only the RX350 and RX450h are AWD.

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).

Lexus says the RX300, with its 2.0-litre four-cylinder turbo-petrol engine, should use 8.1L/100km of premium unleaded after a combination of open and urban roads. My own testing over 375.4km - taking in motorways, city and suburban call-of-daycare drop-off-duties - had our RX300 using 11.79L/100km, measured at the petrol pump. The real-world results almost always exceed that of the manufacturer's claims so you can expect the V6-powered RX350, with its claimed 9.6L/100km, to have a much higher mileage again after the same kind of usage.

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.

Good seats are the start of a good driving experience and I've not met a Lexus that doesn't have superb pews – from the uber luxury models, such as the LS500 and ES300, to sports cars such as the RCF or LC500, they all have supportive and comfy ones. Lexus somehow manages to  combine the comfort of a lounge chair yet still holds you firmly, all while placing you in a great driving position. The RX300 is no different. Large enough to fit me and my 191cm frame, yet bolstered enough to feel snug.

As for performance, the RX300, with its four-cylinder turbo-petrol engine with its six-speed automatic, is responsive and a bit hyperactive feeling. It's a very different sensation to piloting the RX350, which has a V6 and delivers its grunt in a more linear and lethargic fashion. Having driven both back-to-back I'd say the V6 and its eight-speed auto suits the RX personality better, but the 300 is a car that would have had a school report card that read: "Lots of potential, but lazy".

That said, plant the right foot and the RX350 will get the message to hurry up and can do the 0-100km/h sprint in eight seconds flat. The RX300 is keen but can't match it, with  a time of 9.2 seconds.

Either way, the ride comfort is excellent, although body control could be better - the speed bump and roundabout route I take to do the preschool drop off caused it to  get the wobbles, but give the RX300 a motorway and it'll cruise beautifully.

Forward visibility is good but vision through the tiny rear-quarter window (it's even smaller than it looks) while reverse parking isn't great.

The RX300 scored the maximum five-star ANCAP rating when it was tested in 2016. The September 2019 update added more safety tech to the RX300, including nighttime pedestrian detection and daytime cyclist detection for the AEB system, while the adaptive cruise control was given lane-trace assistance and road-sign recognition. This is on top of the already standard safety equipment, such as a reversing camera, blind-spot monitor and rear cross traffic alert.

Ten air bags, along with auto high beam, front and rear parking sensors, two ISOFIX points and three top-tether mounts for car seats and a space-saver spare wheel round off a comprehensive safety package.

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.

Lexus recommends servicing the RX300 annually or every 15,000km, with the first three services capped at $595.

The duration of Lexus's factory warranty is four years/100,000km, which is a bit longer than BMW and Benz's coverage, but behind the five-year/unlimited-kilometre warranties of the mainstream brands.