Lexus kept the NX’s look similar to the previous model with its 2022 redesign, but beneath the surface is a quicker, more fuel-efficient, and swankier vehicle. The NX is an enjoyable small luxury SUV, even though Lexus still hasn’t managed to capture the engaging driving experience found in the Audi Q5 and BMW X3, its two main rivals. That said, the PHEV (plug-in hybrid electric vehicle) version of the NX did very well in our testing. It achieved a road test score that places it among the top luxury compact SUVs.
We tested a conventional NX350 AWD with a turbocharged four-cylinder mated to an eight-speed automatic; the NX350h AWD hybrid, which combines a 2.5-liter four-cylinder engine with electric drive matched to an electronically controlled continuously variable transmission (eCVT); and the NX450h+ PHEV, which is powered by the same 2.5-liter four-cylinder engine with electric drive, and paired with a larger battery. The NX PHEV is the focus of this road test.
For consumers new to PHEVs, these are hybrids with larger batteries that can be charged by plugging into either a standard 120-volt household outlet or a 240-volt EV charger, and a larger electric motor. This gives the vehicle a dedicated electric-only driving range (typically for about 20 to 40 miles, depending on the model) for commuting and running errands, which is something that regular hybrids can’t do. When the battery is drained, a PHEV switches to regular hybrid operation. This also means that, unlike a full battery-electric vehicle, there is no need to find a public charger on a long trip because the gas engine takes over once the electric range is used up.
For buyers who are nervous about going all-in for an EV, a plug-in hybrid could be a logical and cautious step toward electrification. PHEVs make especially good sense if you have a short commute to work, rarely drive long distances, and have the ability and willingness to plug in your vehicle at home to charge overnight—it’s bound to save you money at the gas pump.
The NX PHEV has an electric-only driving range of up to 37 miles according to the EPA. The vehicle’s battery can be charged overnight in about 12 hours using the supplied charging cable with a standard 120-volt household outlet, or in about 3 hours using a 240-volt EV charger.
We bought a Lexus NX450h+ Luxury AWD—anonymously from an area dealer, as we do with every vehicle we test—for the purpose of this road test review.
In addition to the benefit of being able to drive solely on electricity for close to 40 miles, the NX PHEV has more power than the NX hybrid. Its plug-in hybrid powertrain consists of a 2.5-liter four-cylinder engine and electric drive for a combined 304 horsepower. It utilizes an electronic continuously variable transmission (eCVT) and comes standard with all-wheel drive.
The extra power makes it pretty speedy. Its 6.1-second run from 0 to 60 mph is about 1.5 seconds quicker than the regular NX hybrid. That said, the PHEV’s four-cylinder engine gets loud and gritty, especially when pushed—such as when merging onto the highway or climbing a steep hill—which seems out of place for an expensive luxury SUV.
The NX PHEV delivers a ride that is comfortable overall, but we found it less engaging to drive than competitors from other luxury brands due to uninspiring handling and excess body roll. The cabin is quiet, as with the NX hybrid we tested, but the gas engine quickly makes its presence known when it kicks on and revs build.
The NX’s snug cabin has lots of soft surfaces and quality-feeling controls. The front seats are plush, with ample side bolstering. Rear-seat legroom is tight for taller occupants, and the NX’s cargo space is modest compared with rivals. Our drivers appreciated the well-placed armrests and large left footrest. Small windows and thick roof pillars compromise outward views, particularly to the rear.
Lexus gave this generation of the NX a touchscreen for the infotainment system, which is easier to use than the previous NX’s fussy touchpad setup. We don’t like that the new system consolidates media and climate controls into a single screen, though, or that some relatively simple tasks require multiple steps. The electronic interior door releases are annoyingly difficult to find at night, and the gear selector is unintuitive—it’s too easy to end up in Neutral when shifting from Reverse to Drive.
Forward collision warning, automatic emergency braking with pedestrian detection, blind spot warning, rear cross traffic warning, lane centering assistance, lane departure warning, lane keeping assistance, adaptive cruise control, and automatic high beams come standard.