Genesis GV70 vs Lexus NX

What's the difference?

Like its Genesis GV60 and Electrified G80 stablemates, the Electrified GV70 leverages the advantages of an electric powertrain perfectly. It’s refined, eye-widening rapid when you need it to be, highly specified and sharp value in its class. Impressive efficiency, top-shelf safety, thoughtful practicality and a 10/10 ownership package make this a compelling luxury SUV proposition.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

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.

If you’re new to the party it pays to make a big entrance, and Genesis Chief Creative Officer, Luc Donckerwolke and his design team have applied a distinctive look and feel across the brand’s emerging range.

The two-tier, split headlight (and tail-light) treatment stands any Genesis apart, as does the diamond quilted grille and lower vent.

A combination of smooth, aero-influenced curves and harder keylines define a neatly proportioned SUV. Big snowflake-style 20-inch alloys fill the arches nicely and an angular (third) side window into the cargo section reflects an almost fastback sweep to the rear of the roof.

A quoted coefficient of drag figure of 0.29 is impressively slippery for a five-seat SUV measuring just over 4.7 metres long. And it’s worth calling out the most common mis-attribution for Genesis models that have passed through CarsGuide garage so far is that they’re a Bentley, and not just because the brand logo has wings.

Inside, the look and feel is relatively restrained but premium and visually interesting, with a dual-level dash design topped by a broad, 14.5-inch multimedia display and the heating and ventilation controls housed within a neatly curved fascia panel.

A simple, raised binnacle surrounds the 12.3-inch digital instrument cluster, while quilted Nappa leather on the seats, more genuine hide on the dash, doors and steering wheel, as well as suede headlining and ambient lighting enhance the top-shelf vibe.

One niggle is that I occasionally confused the two rotary controllers on the centre console, one managing multimedia, and the other, the transmission. Maybe it’s the length of my forearms, but more than once I found myself reaching for the larger media dial (placed ahead of the gearshift) when I wanted to switch gear positions. Likely something familiarity would fix.

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.

At just over 4.7m long, 1.9m wide, and a bit more than 1.6m high, the Electrified GV70 is a substantial machine and interior space is generous.

Plenty of head and shoulder room up front and a close to 2.9m wheelbase means there’s lots of space for those in the back, as well.

Sitting behind the driver’s seat, set for my 183cm position, I enjoyed ample head and legroom, and the car is broad enough that three full-size adults will be okay on short journeys, but would be best for two grown-ups or three (cooperative) kids on longer road trips.

Storage in the front includes a decent glove box (although a phone book-sized owner’s manual folder takes up much of it), two big cupholders and a lidded device charging bay in the centre console, a large storage box between the seats (that doubles as a centre armrest), and big bins in the doors, with plenty of room for large bottles.

Move to the rear and standard three-zone climate control means there adjustable vents and temperature adjust for back seaters, as well as netted map pockets on the front seat backs, door bins, again with enough room for bottles, and two cupholders in the fold-down centre armrest.

Thoughtful touches include electric slide and recline controls on the centre side of the front passenger seat backrest so those in the rear can give themselves more space as required, as well as a two-way (manual) backrest recline function for the rear seat itself.

Parents of younger kids will also appreciate the ‘Quiet Mode’ function that mutes audio volume in the second row only.

Power and connectivity options include two USB-A jacks in the front (one for media connection, one for charging only) the Qi wireless device charging pad, and a 12V socket in the centre storage box. There are another two USB-A outlets in the back seat and a second 12V socket in the boot.

Speaking of which, boot space is a more than decent 503 litres (VDA) with all seats upright. Lower the 60/40 split folding rear seat and that number grows to 1678L, and there are six anchor points for securing loose loads. There’s also a handy 22-litre front cargo area under the bonnet.

The power tailgate works hands-free and features adjustable height and speed, and those keen on towing will be pleased to see a 1.8-tonne braked trailer capacity (750kg unbraked) with trailer stability assist included.

Don’t bother looking for a spare of any description, though. A repair/inflator kit is your only option.

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 electrified GV70 is powered by two permanent magnet synchronous motors; one on each axle.

They each produce 160kW/350Nm in ‘normal’ operation, their combined output quoted as 320kW/605Nm. But press the steering-wheel mounted ‘Boost’ button and those numbers tick up to 360kW/700Nm for a 10-second burst of extra performance.

Transmission is via a single-speed reduction gear front and rear, while the drivetrain is tuned for rear-wheel drive bias, and features a ‘Disconnector Actuator System’ that can decouple and reconnect the front motor and drive shaft in line with driving conditions. The switch between RWD and AWD is designed to maximise efficiency through reduction of transmission losses.

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.

Power is provided by a 77.4kWh Lithium-ion battery, configured as a flat pack sitting under the floor and putting out a solid 394kW. Claimed driving range is 445km.  

The official Genesis energy consumption number is 19.9kWh/100km, and over a mix of city, freeway, and some B-road diving on the roughly 300km launch drive program we saw a dash-indicated figure of 18.1kWh/100km. Not bad for a 2.3-tonne, five-seat SUV, and regen braking, including single ‘i-Pedal’ operation, makes a useful contribution along the way.

A 400V/800V ‘multi-rapid’ charging system allows use of various charging set ups without the need for an additional converter, and the plugs are Type 2 for AC and CCS Combo2 for DC.

Genesis says charging from 10 to 80 per cent battery capacity takes around 18 minutes when plugged into an ultra-rapid 350kW DC charger. 

Drop the input power to a more typical 50kW fast charger and that time grows to 73min, while a 10.5kW AC charge blows out to just under 12 hours. Use the ‘Emergency’ charging cable connected to house power and you’re staring down the barrel of more than 34 hours.

In terms of charging costs, for the first five years of ownership that’s potentially academic because Genesis EV buyers are given the choice of a five-year subscription to the Chargefox network (currently Australia’s largest) or an AC charger and installation.

Also worth noting, ‘Vehicle To Load’ (V2L) capability means you can plug in things like a laptop inside the car as well as camping or work equipment from the outside.

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.

Quiet, smooth and powerful, the Electrified GV70 incorporates a range of tech features to enhance the natural attributes of its dual-motor set-up.

Not surprisingly, low noise levels are an inherent EV trait, but Genesis adds active noise control and acoustic laminated windscreen and door glass to create a serene interior environment.

Suspension is a strut front, multi-link rear design, with the impact of the battery pack’s lowdown weight managed via the ‘Road-Preview adaptive Electronic Control Suspension’ system.

The set-up uses a front windscreen-mounted camera to scan the road ahead and optimise the electronically-controlled suspension’s tune on the fly. It works beautifully.

There are four drive settings - ‘Eco’, ‘Comfort’, ‘Sport’, and the custom 'My' mode, the latter allowing personalisation of the motor, steering and suspension.

But, no matter which mode you’re in, this GV70 is fast. Claimed 0-100km/h acceleration time is a rapid 4.8 seconds, but press the steering wheel-mounted Boost button, for a 10-second burst of extra performance, and that time drops to a properly quick 4.2 seconds.

On the move it’s the equivalent of a ‘push-to-pass’ button, adding extra urgency for safe overtaking and lane changes.

The front seats proved comfortable on long stints, although it was disconcerting the first time the ‘Ergo Motion’ massage function kicked in automatically after one hour behind the wheel. I’m sure that setting can be altered but it took me by surprise.

Steering assistance is variable and road feel is good. In fact, the car feels lighter and more responsive in cornering than its 2.3-tonne weight would suggest.

If you really want to push through your favourite set of bends a torque vectoring system, using a combination of braking and torque control, keeps understeer in check, and the 20-inch rims are shod with grippy Michelin Pilot Sport EV rubber (265/45).

In slower going on loose surfaces like dirt or snow an ‘e-Terrain Mode’ manages drive distribution between the front and rear axles to maximise stability and traction.

And as well as the regenerative braking functionality on-board the physical braking spec is impressive with big ventilated rotors (360mm fr / 345mm rr) and four-piston monobloc fixed calipers at the front, and single-piston floating units at the rear.

They can be a bit sharp in low-speed maneuvering but proved progressive and strong at highway speeds. A big plus for those hooking up the van, boat or horse float.

Speaking of low-speed maneuvering, despite the GV70’s sizeable footprint, parking is straight-forward thanks to proximity sensors front and rear, an overhead view, and a hi-res reversing camera.

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.

Several decades ago, Lexus repositioned the local luxury car market with an unprecedented focus on the ownership experience. It woke the established players from their post-purchase slumber and things have never been better for luxury car owners. More recently, Genesis has entered the customer benefits arms race with its heavy artillery blazing.

Purchase an Electrified GV70 and it will be covered by a five-year/unlimited kilometre warranty (now the norm in the luxury segment), with eight-year/160,000km cover for the battery.

Then, under the umbrella of ‘Genesis Service Concierge’ you’ll also receive five years complimentary servicing with the choice of a valet pick-up and return, or a courtesy vehicle.

You can also factor in 10-year 24/7 roadside assistance and complimentary nav map updates for the same period.

Throw in a choice of a five-year Chargefox subscription or home A/C charger and installation and things are looking pretty much pain-free for at least the first five years.

It must be said the Lexus ‘Encore’ program adds extra layers in the form of rewards and access to exclusive events. But the benefits similar to the Genesis perks listed above are limited to three years and only owners of top-tier Platinum-eligible models pick up the full package. 

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.