Lexus NX vs Alfa Romeo Stelvio

What's the difference?

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.

The Alfa Romeo Stelvio Veloce is the car you get when you want a sports car but happen to have a kid or two. Its ride comfort is on the lower end but it has heaps of power and enough features that it manages to slide into its price tag without feeling too cheeky. The back seat’s size will limit this to smaller families, though. And I would prefer to see better tech at this grade level, so this gets a 7.1/10 from me.

My son didn’t spend much time in this one but he liked the red paintwork. My mum, however, loved the power and sexy packaging. She gives it an 8/10.

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.

While the Veloce has had a facelift, the changes are so minor I would dare to ask, why bother?

The daytime running light signature has been tweaked but only die-hard Stelvio fans will notice it. I do like the larger 12.3-inch digital instrument display but surprisingly the multimedia screen remains on the smaller side at 8.8 inches.

Otherwise, there’s no denying the Veloce looks like an Alfa Romeo, staying true to its Italian heritage. It’s solid, with a 1903mm wide stance, but so robust that it moves away from words like 'sleek' or 'sexy'.

The black grille, 20-inch alloy wheels and red brake calipers make it look sports car mean and hint at what's under the bonnet.

The interior looks well made and it's got a bat cave element with the black headliner and panoramic sunroof. There's a plethora of soft touchpoints throughout and the circular air-vents found in both rows add some flair.

Overall, though, the interior is understated and if you’re looking for something as flashy as the exterior, you may be disappointed.

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.

The front row benefits the most in terms of space and features. I have stacks of headroom and legroom in the front seat and didn’t feel like I was too close to my passenger this week.

I like the comfortable electric seats and the fact you can adjust the side bolsters and under-thigh support.

Individual storage options are on the slim side throughout the car and it was something my mum and I found annoying on our road trip because there aren’t a lot of spots to put your little items up front. Think snacks, sunglasses, lip balm etc.

The two cupholders are really drink bottle holders because they’re too large to fit a small takeaway cup without popping the lid off but I like the large storage bins in each front door.

It's a tight squeeze in the back seat for my 168cm (5'6") height and that’s behind my driving position! It could feel a tad cramped back there for those with longer legs.

It’s also a bit awkward getting in and out of the back seat because of the large wheel arches.

The storage bins in the doors are too small to hold a drink bottle but the middle armrest has two cupholders and a phone holder.

Charging options are fantastic up front with two USB-A ports, one USB-C port, a 12-volt socket and a wireless charging pad to choose from. You even get an 'aux' jack, too.

The amenities in the back seat are okay and you get a couple of net map pockets, reading lights, a USB-A and C port, as well as directional air vents.

This Alfa has a no-nonsense approach with the other tech, though. I usually don’t mind that but the touchscreen multimedia system is a little too no-nonsense for this spec-level.

I found it to be laggy and too small. It also regularly turned itself off and rebooted. This happened a few times while needing satellite navigation directions, which was annoying.

Also on the sat nav, you can’t search for a general name of something, like a business, you have to input an address which meant using my iPhone anyway. It’s great that you get wired Apple CarPlay and Android Auto, though.

The digital instrument panel looks upmarket but isn’t properly customisable and I was disappointed the ambient lighting package only meant that there are lights in the footwells and a tiny overhead light. Adding some extra lighting would have transformed the night-time driving experience.

The boot is the highlight for me because you get a decent capacity at 499L. The load space is level and I like the back row's 40/20/40 split-fold. We had plenty of room on our road trip for luggage and shopping.

You get a temporary spare tyre and a retractable cargo blind. The latter is stiff enough to double as a shelf which is handy and a handsfree powered tailgate comes standard, as well.

There are three models for the Stelvio and ours is the mid-spec Veloce grade, which will cost you $82,950, before on-road costs. The pricing should make it competitive compared to its rivals but the features list isn’t as robust as it could be.

The interior gets most of the big-ticket items with leather upholstered sports front seats, extended leather trim on the doors and dashboard as well as a heated steering wheel.

Both front seats are electric with six-way power adjustment, powered side bolsters and four-way adjustable lumbar support. They also feature a heat function and extendable under-thigh support.

The luxury items continue with the panoramic sunroof, real aluminium accents throughout and a premium Harman Kardon sound system that boasts 14 speakers.

Other standard features include full LED adaptive 'Matrix' headlights, aluminium sports pedals, dual-zone climate control, keyless entry, push-button start and a handsfree powered tailgate.

It's the technology that lets the Stelvio down but I'll go into that later.

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.

The Veloce has a 2.0-litre, four-cylinder turbo-petrol engine that gives a maximum power output of 206kW and 400Nm of torque. It’s an all-wheel drive and has an eight-speed auto transmission which is very smooth. 

Checking out the specs I didn’t think this would be as powerful as it is. But it’s really fun when you need to put your foot down! I mean, it can go from 0-100km/h in just 5.7 seconds.

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.

The official combined cycle fuel economy figure is 7.0L/100km and my real-world usage came to 8.4L/100km.

I drove our test model hard but did A LOT of open road driving - 2051km to be exact - so I was happy with the average but I would expect it to be higher in the city.

Based on the official combined cycle number and 64L fuel tank, you theoretically should be able to get a driving range of around 914km but my real-world tests see that figure come in closer to 700km.

Alfa Romeo recommends a minimum 95 RON petrol be used for the Stelvio.

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.

The Veloce is downright fun to drive because of how damn responsive it is. There is plenty of power, so much so, that you’ll look forward to hitting the open road. 

The sporty steering makes for sharp handling and the car moves decisively. I have felt confident all week that it would do what I wanted it to do. It's wide stance also makes it hug the road like an old friend.

However, the suspension is also sporty, aka firm! The padded seats help soften the impact when you hit a bump but you’ll still know it when you hit one. There's also a resonating 'ker-thump' in the cabin, in case you didn't feel it.

The big thing that marred the driving experience for me, at least for a longer trip, is how loud road and wind noise are at higher speeds. It’s loud enough that you need to raise your voice to talk, which I didn’t enjoy.

The Veloce earns back points with how easy it is to park and it handles those stupidly small hotel car parks extremely well.

I don't rate the reversing camera, though. The quality of the image is terrible for this grade-level.

The Stelvio has most of the major items that I like to see on a family car and the standard safety features include adaptive cruise control, forward collision warning, driver attention monitor, traffic sign recognition, lane keeping aids, blind-spot monitoring, rear cross-traffic alert, a reversing camera, daytime-running lights, front and rear parking sensors, and a tyre pressure monitoring system.

It's important to note though that the safety systems only scored a 60 per cent with ANCAP.

It has autonomous emergency braking with pedestrian and car detection and is operational from 7.0 - 200km/h.

The Veloce has a maximum five-star ANCAP safety rating but it was done ages ago in 2017, which means it will expire this December. It also only has six airbags, which is low for a family car but the curtain airbags cover the back row.

There are ISOFIX child seat mounts on the outboard rear seats and three top tethers in the second row but two seats will fit best.

You can just squeeze a 0-4 rearward facing child seat in but it will encroach on front passenger comfort.

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.

The ongoing costs aren’t too shabby on the Stelvio because it comes with a five-year/unlimited km warranty and you also get five years roadside assistance.

It’s a 24/7 complimentary service that covers a host of items but check out the terms and conditions for more information.

There’s capped priced servicing for five years or up to 75,000km, whichever occurs first.

Services cost an average of $573, which is competitive for the class and servicing intervals are good at every 12 months or 15,000km, whichever occurs first.