Lexus RX300 vs Lexus NX250

What's the difference?

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.

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.

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.

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 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.

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.

Priced from $60,800 (all prices are before on-road costs), NX 250 Luxury equipment levels are – in a word – generous for an entry-level proposition. In fact, we thought our test vehicle arrived jam-packed with options, but what’s in the photos is standard fare.

There’s no scrimping on safety, for example, with eight airbags, autonomous emergency braking (AEB), front and rear cross-traffic alert, blind-spot monitor, lane-keep and steering assist, adaptive cruise control, LED lights with auto high beams and Safe Exit Assist – which won’t allow doors to open if vehicles or cyclists are whizzing by and in danger of being struck. Clever.

The NX 250 also scores keyless entry/start, a 9.8-inch touchscreen featuring ‘Hey, Lexus’ voice control, sat-nav, Apple CarPlay/Android Auto, digital radio, powered steering column adjustability, electric front seats with heating, dual-zone climate control, a powered tailgate and 18-inch alloys running on 235/50 runflat tyres (so no spare wheels whatsoever).

About the only thing we’d like is a smartphone charger, though that’s available as part of a $3000 Enhancement Pack 1, which also throws in a sunroof and kick-sensor activation for that powered tailgate. All for under $64K. Job done.

This is provocative pricing. A base Genesis GV70 RWD starts at $68,500, a Q5 35 TDI diesel FWD costs from $68,350 or nearly $73,000 for the quattro petrol AWD – as does XC60 Plus B5 AWD, an X3 sDrive20i RWD is $76,600 and a GLC 200 RWD is now from $77,305.

Even with the Lexus’ EP1 box ticked, they make the NX 250 seem like conspicuously good value for money.

You’ll find luxuries like leather, adaptive headlights, instrumentation head-up display, a larger touchscreen, vented seats, surround-view camera, premium audio and 235/50 R20-sheathed 20-inch alloys in the bestselling 350h hybrid grade, in either swishier Sports Luxury or racier F Sport grades; both begin at $73,100, AWD adds $4800 and another (rear-sited) electric motor, while that price also covers the rapid and non-hybrid 350 Turbo AWD F Sport.

The flagship NX is the 450h+ F Sport AWD plug-in hybrid electric vehicle (PHEV) from $89,900. The company’s (and Toyota’s) first such tech for Australia.

All NXs include Lexus’ ‘Encore’ aftersales subscription program offering myriad offers and services including “free” car rental.

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.

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.

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.

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.

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 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.

Tested in July, 2022, the latest NX range delivers a five-star ANCAP crash-test rating. It managed high scores in all four categories: Adult, Child and Vulnerable Road User protections, and Safety Assist technologies.

You’ll find eight airbags (providing coverage to all outboard occupants, also taking in dual-front occupant knees and centre item to stop lateral head strikes).

The AEB system with intersection assist works between 5-80km/h for pedestrian and cyclist detection and works day and night, while the car-to-car protection works between 5-180km/h.

Then there’s lane-tracing, lane-keep and steering assist, that works between 50-200km/h, as well as blind-spot monitoring, adaptive cruise control with stop/go functionality, auto high beams, road sign recognition, front as well as rear cross-traffic alert, reverse parking cameras, all-round parking sensors, tyre pressure monitors and Safe Exit Assist – which won’t allow doors to open if passing cyclists or pedestrians are in danger of being struck.

There’s also Intersection Turn Assist, providing early brake activation if required, Emergency Steering Assist (extra steering assistance to help keep the vehicle in its lane) and Emergency Driving Stop System.

As with most new vehicles nowadays, anti-lock brakes with brake-assist and electronic brake-force distribution is also standard, along with stability and traction control systems. Lexus provides three rear-seat child-seat tether anchorages and two ISOFIX latches, fitted to the outboard positions of the back bench.

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.

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.