Lexus NX300H vs MG HS

What's the difference?

The all-new NX is a massive step forward over its popular predecessor.

In every way, it is an improvement, with better refinement, comfort, performance, efficiency, safety and choice.

Indeed, look out, Audi, BMW, Mercedes and Volvo: the NX has finally come of age. If we were in the market for a luxury medium-sized SUV, we'd definitely have the Lexus on our shortlist, especially the incredibly efficient hybrids.

Europe, you've been warned.

The MG HS Excite is a mixed bag and difficult to score. What it does well, it does really well. And what it does poorly, well...

The pricing is great, the driving is pleasant (when those alerts are switched off) and the new design is sharply styled. Plus the space in the cabin will offer even larger families room to move.

However, the overall comfort, technology and some of the big safety systems need serious work and let down an otherwise decent mid-sized SUV.

UX, NX, RX, LX, RZ... Lexus' nonsensical naming strategy can be quite flummoxing.

Just remember that the NX sits above the smaller UX but below the larger RX in the brand's burgeoning SUV stable. It's also closely related to the wildly-popular Toyota RAV4 – though you'd never know by looking at them side-by-side.

At first it may look much like the old model, but the new NX has switched to the latest RAV4's advanced Toyota New Global Architecture, known as GA-K in Lexus' lexicon.

Basically, it allows for a vehicle that's between 20 and 30 mm larger than before, to help improve overall proportions. And with this considerably bigger canvas to work on, it also means that Lexus's stylists have had more freedom to evolve the brand's design language. Albeit at a glacial pace from an exterior point of view.

Starting from the front, the controversial 'spindle' grille has been toned down a bit and the headlights have a neat Lexus 'lightning rod' tick motif, while – looking at the side profile – a startlingly cab-backward shape gives it a surprisingly sleek silhouette.

The extra length and stretched wheelbase let the design to breathe more than before, bringing with it a more graceful and elegant aesthetic.

Finally – and this is a brand first – the new NX's rather nondescript rear has 'LEXUS' spelled out in letters, with no sign of the company logo.

The previous shape of the HS was pleasant, if unremarkable but the new-gen model offers bigger dimensions being 81mm longer, 14mm wider and riding on a 45mm longer wheelbase.

A new grille with slim LED headlights headlines the redesign but the body features crisp pleating that runs into a shapely rear. It's bolder, more distinct on the road and far sharper than before.

The new design should make it a firm competitor against rivals like the Sportage and CX-5, which offer a sportier vibe for the segment.

Head inside and the interior has had a thorough look-in, as well. Additional soft touchpoints are scattered throughout to elevate the premium feel. There's a new steering wheel and a heavier use of soft materials versus harder plastics.

The dashboard is slick-looking and features an eye-catching technology panel that houses the dual 12.3-inch screens.

There is still a lack of personality inside that seems inherent with these more affordable Chinese makes but it looks far more premium than its grade level might suggest.

For the really big design step-change, you'll need to step inside...

Hallelujah! Lexus has finally forsaken its weird, futuristic dash design elements for a simpler and far-more intuitive look that finally banishes unnecessary complication while still appearing progressive.

Somehow, there are now 33 fewer switches than before, aided by permanent virtual short-cut buttons on both of the touchscreens on offer.

Lexus has clearly been listening!

So, now, what we have here is an attractive, functional and superbly built interior (save for a couple of very-atypical Lexus rattles in these early production cars we drove), boasting quality materials that rate highly on all the important sensory metrics: lush to the touch, easy on the eyes and lovely to breathe in... and breathe out again!

Other plus points include a gorgeous steering wheel, attractive instrument dials, endless storage and climate control that's so effective it pretty much creates a microclimate within your personal space.

Brilliant seats, with ample adjustability, provide comfort and support even after hours ensconced within them, while the driving position is enhanced by thoughtful placement of most major controls - including the natty little gear lever and big old paddle shifters.

It's also worth pointing out a couple of surprise-and-delight features – starting with the 'e-latch' electric door handles, with sensors that delay opening if there are cyclists or pedestrians on approach to prevent striking them, as well as a manual override should the battery go flat.

There's more, like the wireless phone charger tray that also slides to reveal a hidden cubby area; centre-console lid that opens sideways FROM BOTH DIRECTIONS – what sort of sorcery is this?? – and optional digital rear-view mirror that works like X-ray vision in seeing through obstructions... handy for when back-seat passengers' beehives block the back view out.

However, after lavishing such intricate attention to detail, why does the instrument cluster's digital trip computer use the same cheap style and font as found in a lowly Yaris? It takes you completely out of the Lexus state-of-mind.

And, like me, you might lose your mind with the infuriatingly fiddly capacitive touch controls on models with the HUD. While it does provide a broad range of functionality that's displayed on the windscreen view, it's difficult to modulate accurately, and doesn't operate intuitively. Remnants of the fiddly old touchpad from the previous NX. Why can't Lexus just abandon such needless complexity? After a while I worked it out – but it's deeply distracting to use.

Oh well. At least the rear seat area is an improvement over the old NX, with more space, comfort and convenience features. Entry/egress is easy, with wide apertures that ought to make fitting in child seats less of a chore than before.

Most adults should find sufficient leg, knee, shoulder and head room back there, though a trio of adults might result in a very tight fit.

Rear facing air vents (with climate control functionality on higher grades), 12V power outlets, twin USB ports and a wide centre armrest with cupholders are included.

Further back, there's a handy (though not class-leading) 520 litres of luggage space regardless of powertrain, expanding to 1411L when the rear backrests are folded. Access is easy thanks to the wide door and flat floor, where a bit of extra storage and even space for the cargo blind are provided. Thanks, Lexus.

Note, though, that runflat tyres take the place of any spare wheel – a bummer if you're out on deserted country road late at night with no help in sight.

Access and space for both rows would have to be class-leading and you don't feel like you're in a 'mid-sized' SUV.

When it comes to comfort you're bang out of luck, though, as the front seats aren't the most comfortable, even on shorter trips.

The driver's side is the better of the two (the front passenger seat isn't as wide) but both are too hard, narrow and the front passenger side sits too high. Limited adjustments are available and you miss out on lumbar support, which is crucial on a longer trip.

The and higher than drivers side and no height adjustment is available on the passenger side.

The back seats are marginally better with more padding under the butt but there's still a bench-seat element in cornering, which means you'll be jostled in turns.

The back seat is wide, though, so you can take advantage of the three top-tether points if you have a few tots in tow.

Storage is average for the class and the cabin lacks some of the clever cubbies competitors feature but the glove box and storage bins are XL and there is a dedicated phone tray up front.

Four cupholders, two drink bottle holders and two map pockets round out the individual storage.

The boot now offers 507L of luggage capacity and that’s plenty big enough for a decent grocery haul but it is on the lower end for the class.

You get a temporary spare tyre under the floor but no powered tailgate, and the lid is heavy to open and close.

The technology isn't great despite looking flash because the touchscreen on the multimedia system is slow to respond and most systems are accessed via the menu screens with limited physical buttons available.

That means its a punish to access climate control or music while on the go.

Climate control is a bit dodgy as the AC function seems to dip in and out and will just blow air occasionally despite the car not having an auto start/stop function which might have explained it.

The built-in satellite navigation is clear, however, and easy to use but it alerts loudly whenever you enter a new suburb and in the city, that means it chimes a lot.

Coupled with all of the other alerts this car bangs out, which I'll get to in the Safety section, it’s a bit much.

You only get wired Apple CarPlay and Android Auto, which means a messy cable in the cabin and charging options are basic with four USB-A ports and a 12-volt socket. Big brand rivals have it beat on that front.

The model line-up for the new HS includes three petrol-powered variants, the version on test for this review being the two-wheel-drive mid-spec Excite.

There are hybrid and plug-in hybrid variants arriving in 2025, to offer further choices.

Its direct rival is the Haval H6 Lux, which has the same drive-away price of $36,990, but the nearest and similarly-specified big-name competitor, the Kia Sportage SX+ 2WD, costs $42,050 MSRP while the Mazda CX-5 GT-SP starts at $50,310 MSRP.

While it offers better value than most, the price point for the HS has jumped $5000 for the new-gen model but some great features are included as standard like synthetic leather upholstery, a 360-degree view camera system, satellite navigation, dual 12.3-inch tech screens and MG’s 'iSmart Connect' app.

Other standard features include keyless entry and start, wired Apple CarPlay/Android Auto, digital radio, Bluetooth connectivity, fog lights, LED exterior lights, a temporary spare tyre, a retractable cargo cover and 19-inch alloy wheels.

Here is where the NX shines, with clear options that provide very obvious benefits according to wants, needs and budgets. And there are even fundamental differences compared to the RAV4 powertrain, further justifying that premium 'L' badge experience.

Let's divide these into petrol and petrol-electric hybrid models, with petrols first.

The NX 250 is powered by a 2487cc 2.5-litre naturally aspirated direct-injection twin-cam four-cylinder engine, producing a healthy 152kW of power at a heady 6600rpm, and 243Nm of torque from 4000rpm to 5000rpm.

Drive is sent to the front wheels only, via an eight-speed torque-converter automatic. Tipping the scales at 1705kg, it's the lightest NX on offer, and thus delivers 89.1kW per tonne.

The NX 350 turbo version, meanwhile, uses a somewhat different four-cylinder engine as well as a variation of the eight-speed auto. A 2393cc 2.4-litre turbo unit, it pumps out 205kW at 6000rpm and 430Nm from a low 1700-3600rpm. It's also AWD only, which adds kilos. That said, coming in at 1860kg, its power-to-weight ratio is a stirring 110.2kW/tonne.

Moving to the series/parallel hybrids, both the expected-bestselling NX 350h and the intriguing new NX 450h+ PHEV are based on that 2487cc 2.5-litre four-cylinder atmo unit, tuned this time to offer 140kW and 136kW (at 6000rpm) and 239Nm/227Nm (from 4300-4500rpm and 3200-3700rpm) in the NX 350h and NX 450h+ respectively.

The NX 350h uses either a single synchronous permanent magnet 134kW/270Nm electric motor in the front-drive version, or two electric motors (adding a 40kW/121Nm generator on the rear, double wishbone axle) to create the AWD alternative. Their combined total power rating is 179kW. The NX 450h+ ups that to 227kW.

None are light, however. While the NX 350h 2WD weighs a reasonable 1810kg, the twin-motor AWD system bumps that up to 1870kg, while the NX 450h+ is a portly 2050kg. Result? The power-to-weight ratio for all three are 98.9kW/tonne, 95.7kW/tonne and 110.7kW/tonne – almost identical to that of the NX 350 turbo.

The hybrids' gearbox in question is an 'e-CVT' electronic continuously variable transmission, working with a lithium-ion high-voltage battery, while the NX 450h+'s EV drive's battery is an 18.1kWh unit.

So, no prizes for guessing which one is the most frugal...

The new HS has a 1.5-litre, turbo-petrol, four-cylinder engine that produces 125kW of power and 275Nm of torque, outputs that are both slightly up from the old model.

If that combo doesn't ignite any passion, there are new hybrid and plug-in hybrid models coming in 2025.

The HS is front-wheel drive only and has a new seven-speed dual-clutch auto transmission that is very smooth with its gear changes.

All NXs require 95 RON premium unleaded petrol, and are emissions rated at Euro6b.

Not surprisingly, on the official combined run, thirstiest of the lot is the NX 350 turbo at 8.1L/100km (for a carbon dioxide emissions rating of 185 grams per kilometre), followed by the NX 250 at 6.9L/100km (158g/km).

The NX 350h cut that down to 5.0L/100km (113g/km for the FWD and 114g/km for AWD), while the NX 450h+, naturally, is the most economical by far, slashing that down to just 1.3L/100km, or 29g/km.

While we can't tell you what the NX 450h+ managed on test, the others didn't quite match their official numbers. Over several hundred kilometres, the NX 350 ranged from 9.3-11.3L/100km, the NX 250 7.5-9.3L/100km and the NX 350h from 5.7-6.8L/100km.

Note that the NX 450h+'s 18.1kW battery can only be charged using an AC outlet, meaning it'll need about 2.5hr to get the job done. Its EV-only range is about 70km on the WLTP score, or 87km using the less-realistic NEDC method.

At 55 litres, the fuel tank will allow the following combined average range between refills: 679km (NX 350 turbo), 797km (NX 250), 1100km (NX 350h) and a barely believable 4231km (NX 450h+, naturally).

The Excite has a low official combined cycle (urban/extra-urban) fuel economy figure of 6.9L/100km and based on its 55L fuel tank, you should see a theoretical driving range of up to 797km, which is respectable for a family SUV.

My real-world usage sat at 6.6L/100km after mostly open-road driving with a smattering of urban stuff thrown in. It's a great result but may be higher in a straight urban environment.

The previous NX looked better than it drove.

Based on the previous-gen RAV4, it failed to rise above such humble underpinnings, despite all the extra design, comfort and equipment features Lexus created to help it do just that.

Sure, there were some very appealing things going on, including attractive styling, an intriguing interior, sumptuous seats and lots of kit to play with, but the Toyota's noisy, fidgety and tiring DNA soon became apparent, especially compared to rival luxury midsizers. And some of the dashboard multimedia controls were just down-right madness.

Building on the latest RAV4's set of modern, competent components, however, has fundamentally changed the NX.

For starters, it's much quieter inside. Whether at idle, travelling at speed, or traversing some pretty rough patches of road, the NX at last rides like something you'd expect a Lexus should. And given how noisy and droney most of its European rivals also are on Aussie bitumen, it gives the Japanese contender a handy head-start.

The same applies to how enveloping the soft yet supportive seats are, how settled the suspension feels and how calm the experience is. No previous Lexus SUV has seemed so... refined. Even the really big, expensive ones.

From the driver's point of view, the steering is beautifully balanced, for precise yet reassuring control at speed. This varies according to which grade you're driving, but as a whole, while not sporty like a BMW's nor as fluid as, say, a Mazda CX-5's helm, the Lexus walks that line between easy and involving quite well.

Ditto the handling and roadholding. The lightest of the bunch – the petrol-powered NX 250 and NX 350 turbo – feel ripe and ready for a hustle along a curvy ribbon of road, coming across as taut enough for tight turns yet supple enough to soak up the many bumps and thumps thrown up at them.

Switching to the NX 350h hybrid, there's a greater sense of mass, whether driving the front-drive 2WD or even heavier AWD version. As such, it's still quite dynamic, but not as athletic as the petrol-only models.

In terms of performance, there are no duds – and that's no surprise, as the previous NX's powertrains were pretty sound as well.

Though simply a front-drive version of the RAV4 Edge's 2.5-litre unit, the NX 250 seems more muted than the Toyota's application, and yet is willing to rev hard to hit the power band necessary for it to feel alive. At higher speeds, sometimes the raspy engine can sound a tad noisy when extended, but it's never harsh or rough.

Moving on to the NX 350h, it feels like, well, a heavier and quieter RAV4, not unexpectedly. Silent at take-off speeds, the engine chimes in fairly unobtrusively, providing plenty of oomph along the way, while the CVT seamlessly slices through each (artificial) ratios. After the petrol versions, the steering does seem a little more remote, and you can feel the extra heft through turns, but – again – the basics underneath seem right.

Accelerating hard on the open road does reveal that typical Toyota hybrid engine roar and CVT flair, but only when the throttle is prodded hard. Driven normally, the NX 350h is as smooth, swift and sweet as you'd expect. And definitely in keeping with brand performance expectations.

Finally, there's the NX 450h+ F Sport. At over two tonnes, Toyota and Lexus' plug-in hybrid debutante is not a flyweight by any means, yet having all that extra low-down mass does result in a slightly different driving experience.

Take acceleration: having access to 227kW of power and torque together at very low revs equals lots of thrust right from the get-go. And while it's not sports-SUV rapid, there's certainly enough punch to justify the F Sport badge. Similarly, the low centre of gravity that the 18.1kWh battery pack provides seems to promote hunkered-down road-holding attitude through tight turns, with minimal body roll.

Regardless of which NX you're looking at, quibbles are few. Occasional road and tyre roar are still a little evident over some surfaces; the adaptive cruise control and lane-keep technologies could benefit from some local fine-tuning so they behave a little more nuanced in Australian conditions (and that applies to most luxury SUVs nowadays); and the optional head-up display's capacitive controls located on the steering wheel spokes are distracting, difficult to modulate and needlessly complicated. They're so annoying we'd even untick the Sport Luxury option box to avoid it.

If we had to choose a favourite among the new NXs, it would probably be the NX 350h F Sport, since its adaptive sports chassis provides the best compromise between agility and suppleness; the NX 350 turbo is probably the most fun to drive hard and fast, while the base NX 250 is thoroughly competent and sufficiently luxurious to scare most rivals.

Could this really be a medium-sized Lexus SUV we're talking about?

We're not saying that the latest NX is perfect, but it now provides a very compelling argument not to buy European.

The new HS is better than the previous model with power delivery and on-road performance. You feel like you have a decent well of power to dip into and it’s delivered promptly - making the Excite a pleasant open-roader and a fun urban dweller.

The handling is well-tuned with good suspension that lets you ride over bad bumps without too much fuss and the steering is direct, which makes it feel nimble and sure footed.

The cabin is more refined with very little road or engine noise creeping in, even at higher speeds. Visibility is excellent thanks to wide windows and none of the pillars get in the way.

It’s great to see the addition of the 360-degree view camera system and although it’s not the best quality it’s a bonus for a family SUV.

The reversing gear is pretty much the only blip on an otherwise great transmission, though, as it tends to judder and feels hesitant when you are reversing into a spot.

The new-gen HS just received a five-star ANCAP safety rating. It has seven airbags, including a front centre bag.

The Excite also includes a long list of crash-avoidance features like AEB, blind-spot monitoring, rear and front cross-traffic alert, adaptive cruise control, lane keeping assist, lane departure alert, emergency lane keeping, forward and rear collision warning, tyre-pressure monitoring and a 360-degree view camera system.

It's nice to see MG includes a full suite of safety features for even it's base model which, frustratingly, is not always the case across the segment.

However, several systems are the most intrusive I've experienced in everyday driving. I’m looking at you driver monitoring system, but the speed sign recognition tech is a culprit, too. And there are too many chimes, alerts, bings and bongs to distract you. Both of these technologies were also called out by ANCAP in its assessment.

It's awesome to see such a great safety features list but it's not enough to just tick the box of inclusion... these systems do have to work well otherwise they become a distraction rather than helpful.

Lexus now offers a five-year, unlimited kilometre warranty with roadside assistance.

Furthermore, NX 350h hybrid and NX 450h+ plug-in hybrid models also feature a 10-year, unlimited kilometre battery warranty.

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 owners just $495 – and that's highly competitive pricing for a luxury brand.

Plus, there's also Lexus' 'Encore' aftersales subscription program offering myriad offers and services.

The HS is offered with an excellent 10-year/250,000km warranty which is the best unconditional warranty offer in this segment at the moment!

The five-year servicing program is a bit expensive as it averages at $507 per service but the servicing intervals are reasonable at every 12-months or 15,000km whichever occurs first.

The HS loves a premium drink, though, and only takes 95 RON fuel.