Genesis GV70 vs Lexus NX450H+

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.

The NX 450h+ is a leading example for plug-in hybrid models. It’s a big ask for a buyer to switch to this technology at a correspondingly higher price, and others could follow the example set by this car as it nails the brief for core offerings.

It has a long range, charges relatively quickly, and the hybrid system is easy to use, yet is also customisable to allow keen users to extract the most out of the technology.

The NX does all of this whilst also being a big step forward for the brand in terms of its interior design, technology, and features. 

What remains to be seen is if there’s a big enough target market for PHEV tech when Lexus sells an even easier-to-use standard self-charging hybrid version.

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.

The design of the new NX is perhaps the thing I love the most about it. I was no fan of the prior model, which seemed a pretty average re-imagining of the previous Toyota RAV4 on which it was based. This new one, though, is a stratospheric leap into the future.

It thoroughly owns its appearance inside and out, leaving hardly a hint that it might share its underpinnings with the RAV4, and moving the Lexus brand forward in so many ways.

It has a newfound imposing stance thanks to its significantly expanded dimensions, with the signature Lexus descending roofline, massive wheels, and expansive grille.

While I wouldn’t call it ‘elegant’ it’s certainly contemporary, with the contours running down the bonnet, and particularly the ones surrounding the rear wheel arch cutting strong, post-modern lines.

It looks distinct, and importantly, far more resolved than its predecessor, to my eyes for the first time truly earning its place as a Lexus.

Interesting touches this time around also include the typeface across the rear, and sharp LED light clusters front and rear.

If you agree the exterior is an impressive step forward, wait until you see the inside. Lexus has clearly re-thought its entire approach to interior design, with the dash a clean slate exercise.

Immediately dominating the design is that massive touchscreen, which has an entirely new and much easier to use interface. Some clear thought has also been given to ergonomics, as, despite its size, even the furthest elements are easy to reach for the driver. And the clumsy touchpad interface which plagued the previous car has finally been consigned to the bin.

There’s also no doubt the NX reaches into the premium realm, with soft touch materials and tasteful grey finishes everywhere. There are even some clever elements, like a padded leather strip running alongside the centre stack for the driver’s knee, and largely tasteful application of piano black finishes.

The digital dash and wheel design is aesthetically pleasing, while maintaining a driver-oriented approach, which can sometimes feel a bit lost on some other new designs which replace an indented cluster with a single continuous panel for the dash and multimedia functions.

There’s also a distinct lack of buttons to clutter up the design, which ties into the practicality of the space which we’ll look at next.

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.

The NX is much bigger than before, meaning it has a lot more cabin space, but what cabin space is on offer is also more efficiently used. 

A prime example is the centre stack and armrest console. The latter is simply huge and features the brand’s signature top with a trick hinge so it can be opened both ways. 

The lack of clumsy controls featured in previous cars, as well as a tidy fly-by-wire shifter, means a lot more space in the centre console for two huge bottle holders.

Under the climate controls is a neat, floating, wireless charger, which slides back into the dash to reveal yet another large storage area and 12V power outlet. Front passengers can also make use of a choice of USB 2.0 or USB-C for connecting to the multimedia suite. Nice.

Moving onto the touch panel itself, and the basic dual-zone climate functions are controlled via big shortcut touch units, as well as the smart inclusion of physical dials for temperature. There’s also a physical dial for audio volume in the centre, and shortcut buttons for instant de-fogging. Smart.

There are big bottle holders with a small bin in the doors, and the space on offer for front passengers is great. The seating position is quite high, but the excellent seat trim which Lexus has built a reputation for is still present. The F-Sport seats in this variant offer unexpectedly good side-bolstering, too.

The rear seat continues with the lovely seat trim, and the 60/40 split backing has two states of recline. 

The space offers plenty of room for my 182cm tall frame, featuring ample airspace for my knees and head. Oddly though, it doesn’t feel as big as its Toyota RAV4 relation. 

This could merely be perception, as the interior trim consists of dark leather with dark headlining and a deep tint for the rear windows.

For storage, pockets feature on the backs of the front seats, alongside a decent bottle holder in the doors and an armrest console with two more. 

Amenities include dual adjustable air vents with a lock-off (but no independent third climate zone), as well as dual USB-C outlets and a 12V socket.

Finally, there’s the boot. Volume is decent, with 520 litres on offer. The loading lip and floor is quite high, though, and it’s notable that 60 litres have been lost to this car’s design when compared with the RAV4. 

It fits the three-piece CarsGuide luggage set with a little space to spare, but the luggage cover had to be removed to accommodate the height.

Under the boot floor there is no room for a spare, but a small storage cutaway, perhaps for your charging cables, as well as a tyre repair kit and a compartment which houses the 12V battery.

The NX 450h+ is the most expensive NX ever, wearing a before on-roads price-tag (MSRP) of $89,900. It’s some $6000 more than the well-received NX 350h 'self-charging' hybrid and offers a huge battery with an unusually long range for a PHEV.

We’ll look a little more closely at the detail behind that in a moment, but you should also know that in the context of its PHEV competition the value equation is not as alarming as it first seems.

The Mercedes-Benz GLC300e wears an MSRP of $95,700, and incoming new PHEV versions of the BMW X3 (xDrive 30e - $101,971) and Volvo XC60 (Recharge - $97,990) are significantly more expensive.

It seemingly takes a lot to convince a buyer to switch to PHEV technology, so Lexus has quite cleverly positioned the NX 450h+ under its rivals, while also playing to the brand’s hybrid history.

Standard equipment is also excellent, with the NX range a huge leap forward for Lexus, the 450h+ only being available in the top F-Sport trim.

This includes a brand new and enormous 14.0-inch multimedia touchscreen with Apple CarPlay, Android Auto, and built-in nav, an 8.0-inch digital instrument cluster, head-up display, wireless phone charger, 14-speaker premium audio system, full synthetic leather interior trim, dual-zone climate control, power adjustable front seats with heating and ventilation, keyless entry and push-start ignition, 20-inch alloy wheels, colour-matching F-Sport bodykit, fully adaptive LED headlights, and a power tailgate.

Adding further value on top of the standard F-Sport equipment mentioned above, Lexus throws in the sunroof, heated steering wheel, and digital rear-view mirror which are optional lesser variants.

It doesn’t end there, though, with the NX featuring the full suite of active safety items offered by Lexus, as well as a particularly large hybrid battery (18.1kW) which allows a claimed NEDC range of 87km. 

It also throws in the polite inclusion of a Type 2 to Type 2 charging cable, which you’ll need to charge up at public AC locations.

So yes, the 450h+ is the most expensive NX ever made and will still be too tall an order for many, but it’s actually a lot better value than it first seems in the context of its rivals.

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.

Okay, this is where it gets tricky. You ready? The Lexus NX 450h+ has a combustion engine up front. It’s a 2.5-litre four-cylinder engine producing 136kW/227Nm which runs on the Atkinson cycle, meaning it sacrifices some power in favour of efficiency.

The idea is that the slack is taken up by the electric motors, of which this car has two. It has one more powerful unit on the front axle, producing 134kW/270Nm, and a second unit on the rear axle facilitating the all-wheel drive system, producing 40kW/121Nm.

The combustion engine, meanwhile, can only drive the front wheels via a continuously variable automatic transmission.

The electric motors are, in fact, the same ones used in the ‘regular’ 350h hybrid, however the higher voltage 18.1kWh battery pack in the 450h+ allows a full range of motion in the fully electric driving mode, up to 135km/h without any assistance from the combustion engine.

Combined power is rated at 227kW, but no system peak torque figure is given. Lexus claims the NX 450h+ will sprint from 0-100km/h in just 6.3 seconds.

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.

The 18.1kWh battery pack which features in the NX 450h+ grants it an unusually long range for a PHEV, at a claimed 87km. This is to the more lenient NEDC testing cycle, however, and in our real-world driving the car reported around 62-65km of pure electric range at close to 100 per cent charge.

That’s still the longest real-world range of any PHEV I’ve tested, which bodes well for the usefulness of this system.

Unlike some PHEVs, the NX 450h+ has flexible options for controlling the drivetrain. The car defaults to EV mode, but with a flick of the switch it can be driven as a parallel hybrid (like any other Toyota or Lexus hybrid system) which does a great job of maintaining the battery level.

Or you can switch to charge mode, which constantly runs the engine using excess idle power to charge the battery.

The only thing I wish you could control here is the regenerative braking, which has a single mild state of tune. The ability to control it with the paddle-shifters would make for a more efficient EV.

Claimed fuel consumption for the 450h+ is just 1.3L/100km, and after my testing, covering several hundred kilometres in a few drive modes, on the freeway and around town, I came to a final figure of 3.9L/100km. 

That's pretty good, but if you were able to make more use of the EV drive mode, it could easily be less.

In terms of charging, the NX uses a European-standard Type 2 charging port. Importantly, the NX can charge at a rate of 6.6kW, double that of many PHEVs.

This means despite a relatively large battery you can get to 100 per cent charge on a public AC charger from the reserve level in just 2.5 hours. A more realistic proposition for those who only have on-street or apartment parking and cannot charge at home.

Total range can theoretically be in excess of 1000km with a full charge and tank of fuel. The NX takes 55L of fuel but notably requires mid-shelf 95RON premium.

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 feels entirely different from the previous model. The new car feels bigger, wider, heavier, almost as though you’re driving the previous-generation RX, a full size up.

It’s also a completely different beast from the RAV4 on which it is based. Visibility is still excellent with expansive glass on all but the rearmost window, while the refreshed cabin design feels spacious but more luxurious, too.

The steering is heavy, regardless of drive mode, making the NX feel substantial, but not inconvenient or artificial, with some organic feedback letting you connect with the road.

The hybrid drivetrain is the real star of the show, however, with Lexus putting its decades of experience on full show. 

The car defaults to EV priority mode, moving primarily as an electric car at up to freeway speeds without needing the combustion components. 

In hybrid vehicle mode, the components (which are the same as the standard hybrid, anyway) do an excellent job of mimicking the series/parallel drive of other Lexus and Toyota hybrid models.

The key brilliance of this system is how drive to the wheels is managed by the transmission, so it is imperceptible to the driver when the engine is assisting (aside from distant noise at higher loads). 

The mastery of this tech is such that it is still the leading hybrid drive on the market for smooth power transfer.

The NX also has a charge mode, where it will operate primarily as a combustion vehicle with less electrical assistance. The idle time from the engine is used to charge the battery via the transmission. 

While it’s not an efficient way to use the energy, it may be useful for where you want to maximise the amount of energy saved during a freeway trip in order to have a full charge for emissions free motoring at your destination.

The only area of drivetrain customisation I wish the NX had is in regeneration. The stock regen tune is quite mild, so I feel as though it could get even more range out of EV priority mode if you were able to maximise this.

The NX is also quite fast in a straight line, with Sport and Sport+ modes allowing you to eke otherwise hidden performance out of the electric motors. 

Raw acceleration does make the 6.3-second claimed 0-100km/h time feel like a realistic proposition, but I wouldn't put this SUV in amongst its performance rivals.

While its electrified straight-line performance is impressive, the each-way suspension tune and weight of 18.1kWh of batteries leaves a little to be desired on the handling front. 

This car feels its weight in the corners and comes with a fair bit of body-roll to keep it out of the same league as German sports machines like the GLC53 or BMW X3 M40i.

The suspension tune was another source of disappointment. For context, the ride is generally very good, but I found the large wheels, low profile tyres, and new adaptive suspension package give the NX a ride with a harsher edge than I was expecting. 

This is perhaps more notable because its RAV4 relation is particularly good for ride comfort. Seems odd that the relatively affordable Toyota-branded SUV rides with more grace than its Lexus luxury equivalent.

The same goes for road noise. Not bad, but it could be better on coarser chip surfaces, where you can hear the difference the big Lexus wheels and low-profile rubber makes.

Where does that leave us? This is a more luxury-oriented model when it comes to its ride and handling than some of its price-equivalent sporty rivals, but leans into its electric features to provide a customisable platform for energy-efficient adventures.

It’s silky smooth around town but leaves you with the confidence to have some battery left at the end of your trip without making it too complicated. I’d argue the ingredients on offer here are what more manufacturers should be combining to get people into PHEVs.

As the top-spec car, the NX 450h+ comes with the full suite of modern active safety, including freeway speed auto emergency braking with pedestrian and cyclist detection, a new intersection assist feature, a new emergency steering feature, blind spot monitoring with rear cross traffic alert, lane departure warning with lane keep assist, adaptive cruise control, road sign assist, safe exit warning, and panoramic reversing camera.

It also packs a whopping 10 airbags alongside the standard array of brake, stability, and traction controls, as well as dual ISOFIX and three top-tether child seat mounting points across the rear row.

At the time of writing, the NX was yet to receive an ANCAP safety rating.

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. 

Lexus offers a five-year/unlimited kilometre warranty but goes one step further for its hybrid and electric models to offer an industry-leading 10-year/unlimited kilometre warranty for the high-voltage battery components.

Service costs are very competitive for the luxury market, too, with every NX costing just $495 a year for the first three annual visits.

Good value considering the PHEV is more complicated compared to standard combustion variants.

Specific ownership boons offered to buyers of the PHEV model include complementary home installation of an AC charging terminal, alongside a three-year membership to the Lexus Encore Platinum service.

Benefits include invites to various events and discounts with partnered venues and fuel stations. But perhaps most importantly, access to the 'Lexus on Demand' service which lets users swap their car for another model for up to eight days at a time.

This is a fairly generous ownership initiative which keeps Lexus ahead of its luxury rivals.