The 2023 Lexus LX is a majestic beast of a vehicle, bold and commanding on the road. It’s the kind of car that makes you feel like royalty as you cruise down the café strips of Toorak or Point Piper. But don’t let its regal exterior fool you – this luxury SUV packs a punch when it comes to tackling our rugged big brown land, too.

It’s a long overdue update with almost nothing carried over from the old model, yet the formula remains unchanged.

There’s a new body-on-frame platform, which is shared with the highly capable Toyota LandCruiser, new downsized V6 petrol and diesel engines rather than V8, and significantly upgraded interior and technology.

It’s no surprising then that customer wait list is already stretching to 12 months and beyond.

So, what makes the new Lexus LX tick? Let’s find out.

How much does the Lexus LX cost?

First, let’s talk about the price.

The LX500d kicks off at $148,800 plus on-road costs, making it around $10,000 more than the same engined LandCruiser Sahara ZX, while the LX600 with a twin-turbo V6 petrol starts from $152,300.

Our ‘White Nova’ LX500d F-Sport tester lobs in at $171,800, with the Graphite Black four-seat LX600 Ultra Luxury carrying a price tag of $210,800 plus on-road costs.

On the outside

The LX has always been known for its bold and aggressive styling, and the 2023 model is no exception. The latest interpretation of Lexus’ spindle grille is larger and more pronounced, giving the car an even more assertive look.

The LED headlights and taillights are sleek and modern, and the massive 22-inch wheels give the LX a commanding stance on the road.

Lexus designers have also done a bit more to separate the latest LX from the LandCruiser, especially around the rear, which is a good thing.

Side on however, we would have loved to see more differentiation as there’s still a lot in common with the LandCruiser, although that’s evidently not something that worries LX’s buyers.

What is the Lexus LX like on the inside?

Once, again, we are glad to report Lexus hasn’t just slapped a badge onto the LandCruiser’s interior. The luxury marque has gone to some lengths to differentiate the LX not just with a redesigned dashboard, but also in the use of trims, materials, as well as LCD screens.

Inside the LX, you’ll find a spacious and luxurious cabin packed with advanced technologies. The electrically adjustable massage seats come in a variety of good quality, premium materials like leather, wood, and metal, and are incredibly comfortable and supportive, offering extensive adjustments.

Once onboard, you are greeted by a mesmerising start sequence with blue particles swishing along before the Lexus logo appears. The comfort entry system then slides the driver’s seat forward to your pre-set position while the bespoke steering wheel, with wood grain and leather no less, lowers itself towards you.

The digital instrument cluster is crisp and offers a variety of information, flanked by manual gauges for oil and water, temperature, battery status, and fuel level.

Ahead, a widescreen head-up display projects the LX’s speed, revs, cruise control setting and navigation information onto the windscreen.

The latest-generation infotainment system is intuitive and easy to use, and features a 12.3-inch touchscreen display, navigation, and premium sound system. Like the latest NX, Lexus’ new touchscreen infotainment system is a vast improvement over the frustrating old trackpad device.

The 25-speaker Mark Levinson premium sound system is one of the best we’ve ever encountered, offering exceptional clarity and definition, along with a solid bass. The distinctive leaf-like speaker grilles also add a touch of interest to the otherwise functional cabin. With an embedded Data Communication Module, the latest LX is capable of over-the-air software updates, too.

The new ‘Hey Lexus’ voice control also works relatively well, enabling you to adjust things like the airconditioning (by saying “Hey Lexus, I’m hot”), entering sat-nav destinations and even opening the sunroof by speaking to the car.

One of my favourite features of the 2023 Lexus LX600 Ultra Luxury is the rear-seat entertainment system. It comes with two 11.6-inch screens that are mounted on the back of the front seats, which means passengers in the back can enjoy their own movies, music, or games while you’re on the road. And it’s the back seats you’ll be clamouring for, too, with its ottoman and massaging function, you really do feel like the King here.

Unlike some of its more road-focused rivals such as the Mercedes-Benz GLS, BMW X7 or Audi Q8, the LX’s off-road credentials are almost unrivalled. There’s an above-view camera mode that is not only useful during off-road, but when negotiating tight parking spots, too.

Most of the car’s off-road information such as steering angle, suspension height adjustments, brake/accelerator status and even G-forces, are shown on a 7.0-inch touchscreen below the main screen.

Below that are buttons for the air-conditioning, drive modes, high/low-range, multi-terrain select 4×4 modes, off-road traction control, downhill assist control and crawl control which are also displayed on the screen.

For the full specification, check out the official Lexus LX website here.

There are plenty of storage dotted around the vast cabin including a large bin between the front seats with a nifty side opening on both sides, sizeable door bins and rear seat pockets.

Rear seat passengers haven’t been forgotten, either, with tri-zone climate control, cupholders and USBs for all three rows.

Unlike some 7-seats configuration, the third-row is actually adult-friendly with enough legroom to get comfortable, although headroom is still a little tight. They might also have to invest in some yoga classes to climb in.

When not in used, the two third-row seating fold into the floor electrically to create 982L (VDA) of boot space (174L when they are up). You’ll also find a 220V power outlet.

How safe is the Lexus LX?

In terms of safety, the LX has a wealth of advanced driver assistance systems.

Standard safety features include:

• 10 airbags
• Autonomous emergency braking (AEB) with pedestrian (day/night) and cyclist (day) detection and intersection turn assist
• Front and rear Parking Support Brake with obstacle and vehicle detection
• Emergency steering assist
• Rear cross-traffic alert
• Blind-spot monitoring
• Adaptive cruise control with curve speed reduction function
• Lane departure warning
• Lane Trace Assist
• Traffic sign recognition
• Tyre pressure monitoring

What’s underneath the bonnet?

The Lexus LX500d is powered by a 3.3-litre twin-turbo V6 diesel shared with the LandCruiser. It develops 227kW at 4,000rpm and 700Nm between 1,600-2,600rpm.

The LX600 on the other hand, uses a 3.5-litre twin-turbo V6 petrol with 305kW and 650Nm – 35kW and 120Nm more than the old 5.7-litre V8. This thing is a powerhouse – it can go from 0 to 100km/h in just 7.0 seconds (1.0 second quicker than the LX500d), which is impressive for a vehicle its size.

Both variants send power to a full-time all-wheel-drive system via a 10-speed automatic transmission, along with a low-range transfer case and centre Torsen diff locks.

All grades are also fitted with a trailer wiring harness with towing hitch, allowing a braked towing capacity of 3.5 tonnes.

And despite its power, the LX still manages to get decent fuel economy – claimed 8.9L/100km (11.7L/100 tested) for the LX500d, and 12.1L/100km (15.2L/100km tested) for the LX600.

What is it like to drive?

We don’t blame you if you think the LX is a luxury sedan because in some ways, it is. You are bathed in luxury and comfort and the large SUV goes about its business without much fuss.

You luxuriate in the sumptuously soft and super comfortable leather captain seats (in the Ultra Luxury), all the while oblivious to the potholes or ruts the car is wafting down.

And while our test was mostly conducted in the urban environment where most of them will spend their lives; we did steer the LX off road and as expected, it hardly broke a sweat.

Its Multi-Terrain Select system which adjusts the suspension to adapt to different driving conditions, whether you’re on a rocky trail or a smooth highway makes most tricky situation a child’s play. There are multiple terrain-specific drive modes, including Dirt, Sand, Mud, Deep Snow and Rock. This means the LX can handle rough roads and off-roading with ease, while still providing a smooth and comfortable ride on the tarmac.

Another trick up its sleeve is the Multi-Terrain Monitor which uses an array of cameras to give you a transparent view of the terrain below to greatly assist with off-road use.

The LX’s suspension also features auto-levelling that maintains the vehicle at a consistent height regardless of load conditions such as number of occupants and towing.

The new turbo-diesel V6 is a big step up from the old diesel V8, with generous reserves of power and deep waves of torque.

And while some 10-speed automatic transmission can feel indecisive due to the sheers number of ratios, the Lexus’ unit has no such foibles.

What is the LX’s running costs?

The LX comes with a five-year, unlimited kilometre warranty along with Lexus’ Encore Platinum ownership programme.

The latter allows the owner to borrow another Lexus for up to four times during the three-year membership, for up to eight days at a time – handy for when you want an LC Convertible for a weekend away, or an LS sedan for a gala dinner.

The luxury SUV also comes with capped-price servicing for the first six scheduled services at $595 with a shorter-than-average intervals of six months or 10,000km.

Verdict

The post 2023 Lexus LX500d and LX600 Review appeared first on ForceGT.com.

Lexus has announced updates to its flagship LS 500 and LS 500h sedans for 2023 with the latest connectivity technology and improved user interface to bring it in line with the brand’s latest line-up.

Part of the updates include expanded Lexus Connected Services and more multimedia and remote functions. Wireless Apple CarPlay is now standard on the LS, along with wired Android Auto.

Customers will now interact with the most up-to-date multimedia system through a 12.3-inch touchscreen display in the centre console instead of the previous touchpad. “Hey Lexus” voice recognition function also makes its debut on the LS, which allows occupants to interact with the vehicle through conversational language.

In addition to the existing LS safety and security features of Automatic Collision Notification, SOS Emergency Call and Stolen Vehicle Tracking, the upgraded LS now adds benefits such as Lexus Multimedia Connect which synchronises the Lexus Connected app with the multimedia system to offer cloud-based connected navigation with live traffic, weather, parking and map updates, location searching, and first- and last-mile routing.

Lexus Status Connect features offer a wealth of vehicle data and information all accessible at the owner’s fingertips, including odometer and fuel level readings, remaining range, the vehicle’s last known location, vehicle diagnostics data and recent trip details.

Owners can also now remotely check whether the doors, windows, boot and bonnet are closed and locked, and receive alerts if unlocked or open. Tyre pressure status can also be remotely monitored and hazard lights activated by a press on a smartphone screen.

Finally, Lexus Remote Connect features allow owners to remotely start the car’s engine and lock/unlock the doors.

Another new feature is the updated Panoramic View Monitor which now has a new underbody transparent display function.

Exterior changes are minimal with deletion of the Lexus badge on the boot lid, deletion of Hybrid badge on the lower rear doors, deletion of blue hue from the Lexus brand logo badge and ‘500h’ model name badge.

The LS 500 continues to be powered by the 3.5-litre twin-turbocharged V6 petrol engine producing 310kW and 600Nm from 1600-4800 rpm, while the LS 500h features a naturally aspirated V6 of the same capacity with a multi-stage hybrid system offering 264kW.

These subtle but significant enhancements to the LS 500 and LS 500h follow a comprehensive update in February 2021.

The revised LS 500 and LS 500h are now on sale priced from $195,920.

The post Lexus LS updated for 2023 with more technology appeared first on ForceGT.com.

The all-new 2023 Lexus RX will offer customers the choice of two electrified powertrains including a top-of-the-range turbocharged performance hybrid – a first for Lexus – in the form of the RX 500h F Sport Performance. The new RX flagship will be the most powerful and dynamic RX ever offered.

Arriving into Lexus showrooms across Australia in the first quarter of 2023, the new-generation RX will be priced from $87,500 plus on-road costs.

The RX 500h F Sport Performance uses a high-performance 2.4-litre turbocharged petrol engine in a parallel hybrid arrangement for the first time, teamed to a six-speed automatic transmission and a pair of electric motors to create the so called Direct4 all-wheel drive. With 273kW and instant torque from the electric motors it sets a new standard for the Lexus Driving Signature.

Buyers will also be able to select RX 350 variants with a turbocharged performance petrol engine producing 205kW and 430Nm with electronically controlled all-wheel-drive grip for a traditional sporty flavour.

A second intelligent hybrid powertrain producing 184kW propels the RX 350h models, bringing to three the number of powertrain options for buyers.

The hybrid-only Luxury grades with 2WD and AWD are priced below $100,000 and have bi-LED headlamps, daytime running lamps (DRLs), front and rear fog lamps, heated and driver’s side auto-dimming exterior mirrors, rear privacy glass, roof rails and 19-inch alloy wheels with a five-spoke design combining a bright machined finish and dark grey metallic surface treatment.

All new-generation RX models feature safe exit assist (SEA) incorporating new e-latch electrically activated door handles which can detect cyclists or vehicles passing close to the vehicle and can keep the door closed to avoid a collision.

The blend of sharp styling and strong specification continues inside the cabin, with Luxury grades receiving heated, eight-way adjustable front seats with two-way power lumbar adjustment, synthetic leather trim, three-zone climate control with air purification, rear air vents, easy access steering wheel with electrically adjustable steering column, paddle shifters, interior illumination, auto-dimming rear view mirror, carpeted floor mats, four cup holders, tonneau cover and power tailgate.

All RX variants also come standard with the latest Lexus multimedia system displayed on an expansive 14-inch high-definition touchscreen, compatible with Android Auto and wireless Apple CarPlay with 12-speaker Panasonic sound system. The system offers in-built satellite navigation, DAB+ digital radio and full Lexus Connected Services functionality.

Five USB-C ports are found throughout the cabin, along with two 12V sockets and one USB-A port to support multimedia connection and smartphone charging.

A comprehensive suite of Lexus Safety Sense+ active safety features are included across the RX range, including the Pre-Collision System with intersection collision avoidance support, emergency steering assist and low-speed acceleration suppression, lane departure alert, dynamic radar cruise control, lane tracing assist, parking support brake, blind spot monitor and rear cross traffic alert.

Both the 350h Luxury 2WD and AWD are available with an optional Enhancement Pack (EP) for an additional $5100(2WD) and $5500 (AWD). It comprises panoramic moonroof, leather-accented seat trim, ventilated front seats, easy access seat, driver’s seat memory, touch-sensitive steering-wheel controls linked with the head-up display, high-grade instrument cluster display, smart key card and wireless phone charger.

The RX 350 F Sport with turbocharged petrol engine available exclusively in AWD is priced at $99,900.

F Sport has a sharper look with a range of sporting upgrades including unique 21-inch alloy wheels with a gloss black finish, F Sport front and rear bumpers and grille, F Sport exterior badging and black roof rails and exterior mirror caps.

The sporting character is reflected inside with a unique dimpled leather steering wheel, scuff plates, shift knob and instrument cluster, aluminium pedals and heated and ventilated F Sport seats.

F Sport also delivers improved road handling with Adaptive Variable Suspension (AVS) and superior stopping power with aluminium monobloc six-piston callipers.

The F Sport also introduces a multitude of comfort and convenience features including high-grade three-projector Bi-LED headlamps with BladeScan technology, dynamic auto-levelling, cornering lamps and headlamp cleaners, power tailgate with kick sensor, easy access driver’s seat, smart key card, rear door sunshades and multi-colour interior illumination.

Colour head-up display and touch-type steering wheel controls are included, along with a high-grade instrument cluster display, wireless smartphone charging, Active Noise Control and a 21-speaker Mark Levinson premium surround sound system. Additional safety features include a Panoramic View Monitor (PVM) and Adaptive High-Beam System (AHS).

RX 350 F Sport customers can choose the $3000 EP 1 adding a sliding panoramic roof or EP 2 which also adds a digital rear-view mirror, Intelligent Parking Assist and heated steering wheel for an extra $1100.

For customers seeking even more luxury comforts, the AWD RX 350 petrol and RX 350h offer a Sports Luxury specification, priced at $105,9001 and $111,9001, respectively.

Sports Luxury shares select specification highlights with the F Sport including AVS, PVM, high-grade Bi-LED headlamps with AHS, heated and ventilated front seats, and the Mark Levinson premium audio system. RX 350 further shares Active Noise Control.

Exclusive to Sports Luxury are 10-way power-adjustable front seats with semi-aniline leather upholstery and four-way lumbar support and memory function, heated steering wheel with woodgrain ornamentation, power-folding and reclining rear seats, heated and ventilated outboard rear seats and uniquely designed 21-inch multi-spoke alloy wheels.

The RX 350 and RX 350h Sports Luxury can be optioned with two Enhancement Packs, the first of which adds a sliding panoramic roof for $3000. EP 2 also adds a digital rear view mirror and Intelligent Parking Assist for an additional $900.

Topping the all-new RX range is the RX 500h F Sport Performance – the most powerful and driver-focused RX yet – debuting the brand’s first high-performance turbocharged hybrid powertrain.

Priced from $126,0001 plus on-road costs, the RX 500h F Sport Performance is available in a single, highly specified grade that includes all optional equipment from the Enhancement Packs, along with the sporting visual upgrades shared with the RX 350 F Sport including leather upholstery and aluminium ornamentation.

The flagship gains its own 21-inch alloys with a matte black finish, aluminium monobloc front callipers finished in black, front and rear bumpers with piano black side moulding, black F Sport badging and exterior window surrounds, body coloured lower side rocker trim, piano black inner side mirror garnish and Active Sound Control.

Inside, the RX 500h F Sport Performance adds front F Sport scuff plates with black logos and F Sport branded carpet floor mats, building on the comprehensive interior specification of the RX 350 F Sport plus EP 2.

F Sport Performance also takes F Sport’s improved dynamics to the next level. The Vehicle Dynamics Integrated Management system incorporating Dynamic Rear Steering maximises handling and grip to thrust the 500h F Sport Performance forward as the sharpest, most responsive and fun-to-drive Lexus SUV yet.

A total of nine exterior colours are available for Luxury and Sports Luxury grades, consisting of Sonic Quartz, Titanium, Sonic Chrome, Sonic Iridium, Graphite Black, Vermillion, Khaki Metal, Deep Blue and the newly developed Sonic Copper.

F Sport grades replace Sonic Quartz, Titanium, Vermillion and Khaki Metal with White Nova and Cobalt Mica, while the F Sport Performance palette matches the F Sport bar the loss of Deep Blue.

The post 2023 Lexus RX range pricing and specification appeared first on ForceGT.com.

The first generation Lexus NX mid-size luxury SUV has drawn more new customers to the Lexus brand than any other Lexus model in history. As the top-selling Lexus model in Australia and many other world markets, the NX is one crucial model that Lexus must get right in its second iteration.

And they have. From the outset, the all-new 2022 Lexus NX looks to have carefully maintained its predecessor’s successful formula – unique design, favourable dimensions and premium features, while bringing notable improvements in every key aspect.

To appeal to a broader customer base, the new NX line-up has doubled from the previous two to now four variants, with each model receiving a new powertrain. The choice of front-wheel drive or all-wheel drive continues to be offered in certain variants, as are Enhancement Packs – Lexus’ way of packaging optional extras into bundles.

All up, there are now fourteen Lexus NX grades to choose from, with price ranging from $60,800 to $89,900 before on-road costs.

Range and Pricing (excluding on-road costs)

EP: Enhancement Pack

Let’s dissect each powertrain:

NX 250

The NX 250 is a new addition to the range and the new entry level model.

• 2.5-litre four-cylinder petrol engine
• Front-wheel drive
• 152kW / 243Nm
• Eight-speed automatic transmission
• Combined cycle fuel consumption of 6.9L/100km
• 0-100km/h acceleration in 8.7 seconds

NX 350h

The NX 350h replaces the previous NX 300h with a new improved and more powerful hybrid powertrain.

• 2.5-litre four-cylinder petrol engine with single electric motor (2WD) or dual electric motor (AWD)
• Petrol engine power output: 179kW
• Maximum torque of 239Nm (petrol engine) & 270Nm (2WD electric motor) or 391Nm (AWD electric motor)
• Continuously Variable Transmission (CVT) automatic
• Combined cycle fuel consumption of 5.0L/100km
• 0-100km/h acceleration in 8.7 seconds (2WD) or 7.7 seconds (AWD)

NX 350

The NX 350 replaces the previous NX 300 with a larger, more powerful turbocharge engine. It’s now only offered with all-wheel drive.

• 2.4-litre turbocharged petrol engine
• 205kW / 430Nm
• Eight-speed automatic transmission
• Combined cycle fuel consumption of 8.1L/100km
• 0-100km/h acceleration in 7.0 seconds

NX 450h+

The NX 450h+ is a new addition to the range and the first NX (and Lexus) to be offered with a plug-in hybrid (PHEV) powertrain. It’s the new range-topping model.

• Plug-in Hybrid Electric Vehicle (PHEV) system with 2.5-litre four-cylinder petrol engine, dual electric motors and all-wheel drive
• Maximum combined power of 227kW
• Electric-only driving range of 87km
• Combined cycle fuel consumption of 1.3L/100km
• 0-100km/h acceleration in 6.3 seconds

On the outside

The daring design of the previous Lexus NX was a remarkable stand out amongst a slew of more conventional looking European rivals. The NX’s styling was edgy and sharp, but also classy and premium.

This new model builds on that design theme with a lift on attention to detail and shift towards a more premium and expressive styling. The Lexus spindle grille sports new mesh design and is now more upright and prominent for a greater road presence, while the rear features muscular fenders and new light clusters that span the width of the car.

While some may find the lines of the new NX a little more restraint and generic than before, overall the new model is a great looking SUV with improved, sportier proportions and wider front and rear tracks for a more powerful stance.

On test here were two F Sport models – the NX 350 and NX 450h+. The new F Sport specific design and detailing have really stepped up to give the SUV a truly sporty look. Features exclusive to the F Sport models include a gloss black mesh grille flanked by larger bumper air intakes, front and rear lower bumper garnish, dark chrome window surrounds and a set of five twin-spoke 20-inch alloys finished in a superb gloss black metallic coating.

On the inside

Lexus has totally redesigned the interior of the NX. Like the exterior, it’s more restraint in its styling execution, but a major step up in terms of material quality and technology. The latter is highlighted by the fully digital cockpit, which is made up of an LCD instrument cluster and a touchscreen infotainment system.

Completely revamped with crisp, high resolution graphics and a new more intuitive user interface, the new cockpit is a breath of fresh air for Lexus interiors, which up until now, had been trailing rivals big time in tech and usability.

While the LCD instrument cluster, which is a little on the small side compared to rivals, is nothing to shout about, the massive 14-inch central touchscreen (9.8-inch for NX 250 and Luxury grades) elevates the user experience to new heights.

The new touchscreen is orientated toward and positioned closer to the driver for each reach. Instead of using the fiddly Lexus Remote Touch touchpad-like control interface as before, you now simply touch the screen to operate. The screen’s response to touch is excellent, and the support for swipe and pinch motion makes it such a joy to use. The menu structure is now so much more streamlined and simplified than before, with improved shortcuts and customisability.

As expected from the transition to digitisation, controls for many functions have been moved onto the screen, but it’s good to see that essential functions like temperature, volume and drive mode controls are still operated via physical knobs and buttons.

It seems Lexus’ once awful voice command function has been completely recoded, as well. The interaction is now less structured which means it understands plain English, finally. Address inputs, radio station changes, sunroof operation and climate controls all operated via speech without much fuss during our test period. A first for Lexus, the function can now be activated by saying ‘Hey Lexus’. This can be changed to whatever call words you fancy, such as ‘Hey NX’.

The steering wheel is all new and features buttons that are programmable and touch sensitive (in F Sport and Sports Luxury grades). When the buttons are touched, their programmed functions are projected onto the head-up display. It’s a cool piece of tech, one that allows the driver to keep their eyes on the road while operating the buttons, but it does take a bit of getting used to. And when cruise control is activated, the left spoke buttons are fixed for that function and other functions are inconveniently locked out.

Other tech the new NX is equipped with include wired Apple CarPlay and Android Auto connectivity (still no wireless yet at time of writing, but update on the way), DAB+ digital radio and a wireless phone charging tray.

The NX is the first Lexus model to use the e-latch electronic door release system. Instead of pulling a handle to open the door from the inside, you press a latch next to the door grab to release the door. To enter the vehicle from the outside, you press a button on the inside of the fixed door handle. The intent of this new system is to incorporate the Safe Exit Assist function which prevents the doors from being opened when vehicles are approaching from the rear.

It’s as easy to use as a conventional mechanical release system. The fail safe design ensures the doors can still be opened from the inside in case of malfunction by pulling the latch like a conventional handle.

Lexus makes some of the best seats in the business and the NX is no exception. The seats in the NX not only look great but are also superbly comfortable. This combines with decent interior space to create an inviting and calm cabin that is great for long trips.

Cargo space behind the rear seats is now at 520 litres, an increase of 45 litres from before thanks to the absence of a spare wheel – all variants now roll on run-flat tyres. With the rear seats stowed, the space expands to 1,411 litres, which, strangely, is 109 litres less than before.

Under the skin

The new 2.4-litre turbocharged four-cylinder engine in the NX 350 we tested is a replacement for the previous 2.0-litre turbo four. With output bumped to 205kW and 430Nm, it feels like a much stronger engine with chubby low down torque that makes getting up to speed a relatively effortless affair.

That said, if you’re used to Lexus’ silky smooth and muted powertrains, you’ll find that the 2.4L turbo isn’t quite like that. Make no mistake, on cruise it’s still very refined and quiet but when revved hard it can sound a bit gruff, which isn’t quite what you’d expect from a premium vehicle.

The eight-speed auto the engine is paired with operates intelligently in all proceedings and barely makes itself known under normal driving. Manual gear changes can be operated via the steering wheel mounted paddles.

We also drove the NX 450h+, Lexus’ first PHEV. The 2.5-litre petrol engine puts out 227kW. It’s supplemented by two electric motors, one at the front axle with 134kW / 270Nm and another at the rear axle with 40kW / 121Nm. It’s the most powerful NX to date.

The dual electric motors give the NX 450h+ all-wheel drive capability in what is called the E-Four AWD system. Essentially, the front wheels are driven by the hybrid powertrain, while the rears are powered solely by the rear electric motor. This removes the need for mechanical linkages between the engine and the rear axle. A CVT auto channels drive from the engine to the front wheels.

The drivetrain’s 18.1kWh lithium-ion battery has one of the largest capacities found in a PHEV and as such is good for an all-electric range of up to 87km – the most in the luxury segment.

However, charging is slow as it’s limited to a maximum of 7kW of AC charging. It takes about 2.5 hours to charge from a 7kW wall box charger, or about 9 hours from a standard 240-volt outlet. Unlike many other PHEVs, there’s no DC fast-charging option, which can charge to 80 percent in about 30 minutes. With such long electric range though, chances are you only need an overnight charge at home with no need for destination top-up, so the long charge times probably aren’t much of an issue.

On the road

There has been quite a substantial update to the new NX’s chassis, with the suspension completely renewed, wider front and rear tracks adopted, and overall rigidity improved. The result is a notable improvement in handling performance, with the new SUV more responsive to driver inputs and a flatter, more composed cornering stance.

The steering is beautifully precise, if not lacking a little on feedback, while the brakes are strong with a nicely progressive pedal, even in the NX 450h+.

The F Sport models we tested are fitted with adaptive variable suspension (AVS) with performance dampers and 20-inch wheels, contributing to sportier handling. That said, the NX 350, with its mechanical AWD system, is naturally the more engaging model than the heavier NX 450h+.

Under normal driving, the NX 450h+ runs on batteries until charge is depleted, at which point it automatically switches to engine power. Once the batteries have garnered enough charge afterwards from coasting or braking, the electric motor will start supplementing the engine like in a hybrid vehicle. The transition between engine and electric is so seamless that it’s almost imperceptible.

Both models offer decent ride quality around town, with the AVS soaking up rough surfaces nicely in Comfort drive mode. The cabin is mostly quiet, with drivetrain and wind noise very well contained. The run-flat tyres with their hard side walls may transmit some road noise through to the cabin on rough patches but nothing too alarming.

In the long run

On test, the NX 350 returned a real world combined average fuel consumption figure of 9.5L/100km, while the thriftier NX 450h+ reported 5.4L/100km (mostly running on engine power). On paper they are rated at 8.1L/100km and 1.3L/100km respectively.

While the NX 350’s fuel economy isn’t too shabby, the NX 450h+ is truly good on fuel, even if you’re driving it without any battery charge left. All NX models run on RON95 premium unleaded fuel.

As for after sales service, Lexus is widely considered the best in the luxury space. The company offers a free Lexus loan vehicle when your Lexus is being serviced or can even come to your home or workplace to pick up and then return your Lexus for servicing.

Lexus’ five-year/unlimited km warranty is now common throughout the industry, though few makers can match its impeccable reliability record, which remains one of the brand’s strongest selling points.

Verdict

2022 Lexus NX pricing and specification

Competitors: BMW X3, Audi Q5, Volvo XC60, Genesis GV70, Alfa Romeo Stelvio, Mercedes-Benz GLC, Land Rover Discovery Sport

The post 2022 Lexus NX Review – NX 350 and NX 450h+ appeared first on ForceGT.com.

The new 2023 Lexus RX has been officially revealed, bringing a new design, new powertrains, greater performance and more refined luxury.

In the fifth-generation RX, Lexus continues to evolve the Lexus Driving Signature of its core model by improving the vehicle’s fundamentals, while maintaining the refined ride and high level of quietness that are the renown of the Lexus brand.

It also represents the next step in the Lexus Electrified vision with the introduction of a new high-performance hybrid (HEV) and plug-in hybrid (PHEV) available in select global markets.

The all-new RX is spearheaded by a new F Sport hybrid hero model in the new RX 500h F Sport Performance, powered by Lexus’ first turbocharged HEV 2.4-litre engine with high-output eAxle rear motor.

In addition to new hybrid powertrain, the RX 500h F Sport Performance is also equipped with the Direct4 all-wheel drive system using electrification technology, as shown on the RZ 450e, Lexus’ first battery electric vehicle (BEV) built on its own dedicated platform.

The RX 500h F Sport Performance’s enhanced handling, stability and driving engagement is bolstered by six-piston front brakes, Adaptive Variable Suspension (AVS), Dynamic Rear Steering (DRS) and 21-inch aluminium wheels, which combine to add a new dynamic layer never seen before in the RX.

Additional powertrains announced in the global reveal include a turbocharged 2.4-litre petrol engine, 2.5-litre HEV delivering low fuel consumption and a 2.5-litre PHEV with class-leading EV cruising range and powerful acceleration performance. Two-wheel drive and all-wheel drive will be offered.

Powertrains and model configurations for the Australian market are yet to be confirmed.

While retaining its overall length of 4,890mm1, the all-new RX has grown on the inside to deliver greater comfort and convenience. Wheelbase is increased by 60mm (to 2,850mm) and the distance between front and rear hip point has increased by 12mm to liberate more interior space. An extra 50mm is added to the rear luggage.

Front suspension is via MacPherson struts while the rear uses a newly developed multi-link arrangement system that delivers smoother vehicle posture changes.

The suspension’s upper arm position and shape prevents the body side members from protruding into the interior, creating more efficient interior space. Furthermore, it’s claimed that vehicle posture changes during start-up and acceleration, as well as vibration during driving, are suppressed by optimising the shock absorber positioning and suspension mount bushing characteristics.

Highly rigid die-cast aluminium is used for the steering to ensure more linear steering response, while improved manufacturing processes play a significant role in keeping toe, camber and roll steer more precise to maximise dynamic performance.

Australian model line-up, specifications, pricing and on-sale date of the all-new Lexus RX will be announced later this year.

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What you are looking at here, is an early preview of the new Lexus LFA supercar. Referred to as “a model that symbolises the future of the brand”, while inheriting “the driving taste and secrete sauce of the performance cultivated via the development of the LFA”, the model is set to be reincarnated as an EV.

With Lexus on the road to becoming an EV-only brand in Europe, North America, and China by 2030, and globally by 2035, the all-electric LFA will be much faster than its predecessor and most of today’s supercars, with a 0-100 km/h sprint in the low 2.0 seconds range. For comparison, the original LFA requires 3.7 seconds for the same dash.

While no specifics have been revealed, it is safe to assume the electric powertrain will likely produce significantly more power than the 412kW that the naturally-aspirated 4.8-litre V8 of its predecessor produced.

It will likely feature a state-of-the-art solid-state battery technology capable of a cruising range of over 700km.

Despite being all electric, the concept shows the new model will feature an elongated bonnet with classic sports car proportions and various air vents; presumably for aerodynamics purposes.

In terms of design, we can see Lexus’ trademark Nike tick LED daytime running lights and ultra slim headlights that are integrated in the side air intakes. The single dome greenhouse suggests the electric LFA will likely remain a two seater.

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While this would unlikely to be of interest to the typical Lexus ES buyer in Australia, things in Japan are slightly different.

Developed by Toyota Racing Development, or TRD exclusively for the model in Japan, the body kit goes a long way in adding a dose of aggression to the otherwise relatively plain ES.

The racy parts consist of a new front lip, extended side skirts and bespoke rear bumper with integrated rear diffuser. All are available in a painted finish or bare material finish.

There are also two different wheel designs to choose from, including 19-inch forged alloy with a dark grey finish and larger 20-inch forged rims.

According to TRD, these parts not only add to the sporty good looks but have bring improve aerodynamics efficiency, including the unique wing mirror caps.

That’s not all, the Toyota tuner has also made improvements to areas you can’t see via a range of underfloor braces that can be optionally added to improve the car’s agility.

Inside, the only token change is to the trim piece surrounding the power window controls.

In Australia, the ES starts from $62,525 for the ES 300h with a 131kW/221Nm 2.5-litre hybrid engine.

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This is my fourth drive in the Lexus RC F. For a car that’s been around since 2014, incremental update has been key to keep it fresh and it’s no surprise the number of times I have been behind the wheel – essentially after each update.

With key rivals BMW M4 and Audi RS5 already seeing all-new models and the Mercedes-AMG C 63 coupe due to be renewed early next year, Lexus is the only premium marque left soldering on with a 7-year-old flagship sports coupe.

It begs the question: is the RC F still relevant in 2021 – and beyond?

Against the competition, the RC F will have a hard time keeping up because the goal post has moved so much since its launch. The Germans have all ditched V8s for turbo sixes ages ago and all can crack the century sprint in under 4 seconds. But that’s exactly what makes the Lexus special today. Relevant or not isn’t important.

The RC F is quite possibly the last V8-powered sports car we will ever see from a luxury brand. Of course, you can buy a Mustang or Camaro with a V8, but neither has the finesse and refinement of the Lexus, not to mention quality.

The silky smooth atmospheric 5.0-litre V8 in the RC F revs up to a frenzy 7,300 rpm, bringing with it some of the most visceral roars in the automotive world. The highly addictive theatrics will have you going for it time after time. This thing on a racetrack? Marvellous.

With the RC F, it’s not a numbers game and it’s never been a numbers game. Lexus has made that clear right from the start. It develops 351kW and 530Nm of torque, good numbers but pale in comparison to today’s competition, especially in the torque department. And so, the RC F is all about driving feel and arousing the senses. That tantalising soundtrack plays a huge part, but there’s also the intangible part of the experience such as the linear power delivery all the way to red line, the precise steering and a chassis that doesn’t bite no matter how foolish you try to be.

Granted, this thing is heavy. At 1,845kg, even the muscly V8 finds there’s too much on its shoulder, which explains its 0-100km/h sprint time of 4.5 seconds – fast but not explosive.

One thing that the Lexus has that many other sports cars don’t is a dual personality. Under light throttle, the RC F is discrete and muffled. This makes the RC F ultra relaxing in which to cruise around. If some of the competition are too on edge, too jarring, then the RC F is one of those few sport cars that you can use every day of the week.

The ride is very polished, yet just firm enough to maintain a nice level of road feel. The fact that it’s all achieved with passive (non-variable) dampers is a testament to Lexus’ chassis tuning expertise.

And the good thing is when it comes to cornering, the RC F doesn’t disappoint either. There’s a high level of faithfulness to driver inputs, with the front end beautifully locked down and the rest of the car confidently flat and glued to the road. It’s only at tight hairpin corners that the RC F shows signs of struggle, as it feels like it’s dragging on too much weight.

Still, the RC F is a lot of fun. The chassis moves around and you can feel its weight transfer and where the grip is. It’s such an easy car to drive. A little more power and greater reduction in weight would really enhance the way it drives.

The last facelift in 2019 has definitely given the RC F several more years of life in terms of looks. The racy makeover saw the RC F trade sculpted surfaces with rigid lines and strong creases. The result is a meaner and more focused appearance that still looks good today.

Not everyone will warm to the Lexus spindle grille, but the rest of the styling is an honest, unique and modern take on a luxury performance coupe. The air breather on the bulging bonnet is cool, the front fender vents are purposeful and the side skirts are appropriately beefy. Perhaps, the only irk – for me – is the colour coded rear diffuser. It’d be nice if it was also painted black like the one on the Track Edition.

Where the RC F’s age really shows is in the interior. Unlike the exterior, the cabin has stayed largely unchanged since 2014. And it does feel old, very old. While the half digital instrumentation display is still okay, the 10.3-inch widescreen centre display is in desperate need of an overhaul. Its graphics are dated and Lexus’ fiddly touch pad interface still operates it. And did I mention the foot-operated park brake?

Fortunately, the bits that matter to driving are all still pretty good. The steering wheel is sized just right and fits nicely to hand. The sport seats are some of the bests in the business, contouring perfectly to an average-sized adult body for supreme comfort and yet so supportive during sporty driving. They also look absolutely superb and are both heated and ventilated.

Typical of Lexus, cabin materials are of a very high standard, with the leather and Alcantara trim feeling wonderfully soft and exquisite. Fit and finish is also flawless and attention to detail is second to none.

Complete with a 17-speaker Mark Levinson premium audio, the luxurious cabin sits four, but the rear pews are really meant for just kids, as it’s a tight squeeze for any adult back there.

Before I wrap up, here’s one other thing. The RC F asks $136,513 before on-road costs, which is – not surprisingly – around $15k less expensive than its German rivals. As a 7-year-old model, some may find the price hard to justify but no one pays retail for one of these, and with some smooth negotiation a 10-15 per cent discount is not impossible.

At the end of the day though, the RC F is one stylish and potent V8 bruiser with the badge, the noise and the lot. With the future being electric, this may be one of those cars to keep way past 2021.

Verdict

2021 Lexus RC F Pricing and Specification

Competitors:

BMW M4, Audi RS 5 Coupe, Mercedes-AMG C 63 S Coupe

The post 2021 Lexus RC F Review – The Last of its Kind? appeared first on ForceGT.com.

The Lexus IS has been challenging the likes of BMW 3 Series and Mercedes-Benz C-Class since the late 90s, an era where a slew of other left-field options also emerged in the segment – Jaguar X-Type and Alfa Romeo 156 just to name a few.

Fast forward to 2021, the luxury sports sedan segment has gotten even more crowded. The German establishment now includes the Audi A4, Volvo is represented by the S60, and newcomer Genesis is making a bold entry with the G70.

The original challengers are taking things more seriously as well, with the Jaguar X-Type rehashed to become the XE, and the Alfa Romeo 156 rebranded as the Giulia.

In an increasingly saturated market space, does the Lexus IS have what it takes to compete? Let’s find out.

“All-new”

The 2021 Lexus IS may look all-new but it isn’t. It’s still based on the same platform as the existing third-generation model, and the engines and transmissions have been carried over. Even the cabin is largely the same as the existing car, save for a few subtle changes.

The “new” Lexus IS then, is more of a heavily facelifted model of the outgoing car than a completely new model – a missed opportunity we think, as the current third-gen model dates way back to 2013. That said, Lexus has at least gone to great lengths to ensure the car look fresh from all angles.

As part of the update, the Lexus IS range has also been rejigged, with the line-up now made up of just the base Luxury and top-spec F Sport trims with price starting at $61,500 plus on-road costs. The previously available range-topping Sports Luxury variant has been dropped. Instead, Lexus now offers two optional enhancement packs which can be opted to fully deck both the Luxury and F sport models up to the previous Sports Luxury levels.

Buying it on looks alone?

Style is a powerful thing, and Lexus knows that. Never mind if the underpinnings are not new, when buyers are splashing upwards of $60k on a car, they want – first and foremost – something that stands out.

And that’s where Lexus has smashed it out of the park with the new IS. It looks properly good, with sporty proportions all around and design elements inspired by the ultra-posh Lexus LC coupe. Previously a controversial talking point, the much-resolved Lexus spindle grille now blends remarkably well with the rest of the car, while those grown rear haunches along with wider front and rear tracks lend it aggressive stance.

Despite its mechanical connection with the outgoing model, every exterior body panel is new, too, except for the front and rear windscreens and front windows.

The oddball twin section headlights are now gone and in their place more conventional single clusters with integrated daytime running lights. At the opposite end, the single LED light bar that stretches the width of the rear looks cool at night.

The previous 18-inch wheels have always looked too small for the IS, and we are glad to find new 19-inch items now bundled with the optional enhancement packs and fitted as standard on the F Sport models. F Sport further adds sporty touches with gloss black mesh grille and bumper accents.

The interior

Step inside the new IS and immediately obvious is how familiar everything is. In sharp contrast to the rejuvenated exterior, the cabin has largely stayed unchanged. And it’s really starting to show its age, especially when compared with the much more modern interiors in the 3 Series and C-Class.

Nevertheless, there’s a new larger 10.3-inch infotainment screen which has been moved closer to the front occupants. It’s now a touchscreen which means you don’t have to use Lexus’ clumsy touchpad style interface anymore. There’s also Apple CarPlay and Android Auto compatibility. The screen graphics and menu structure, however, have not been updated and are seriously falling behind the competition.

The standard 10-speaker is sound system is nice but the optional 17-speaker Mark Levinson unit is surreal.

Comfort is key

Typical of Lexus, cabin comfort is ensured to a high degree. Like much of the rest of the cabin, the seats have been carried over unchanged. But there’s no need to because they are easily some of the most comfortable seats in the business.

The front bucket seats feel snug around your body with excellent support, yet contoured so perfectly that you don’t feel much fatigue even after hours of being in them.

Electric adjustments and front seat heating are standard across all grades, with cooling fitted to higher spec F Sport variants. Optionally available on all models as part of enhancement packs is a powered rear windscreen sunshade.

Space and practicality

The IS offers good space for the front occupants, but rear legroom is tighter than its German rivals. The middle rear passenger will also have to deal with the chunky drivetrain hump, a common drawback of rear-wheel drive cars.

For young families, two ISOFIX anchorages can be found in the rear, along with three top-tether attachment points for baby seats.

Boot capacity is listed at 480 litres for non-hybrid models, which is about typical for the segment. The space drops to 450 litres for the hybrid model due to the presence of a battery pack under the boot floor.

Powertrains

The 2021 Lexus IS carries over the existing powertrain line-up, which includes the 2.0-litre turbocharged petrol engine with 180kW/350Nm in the IS 300, 2.5-litre petrol-electric hybrid setup producing 133kW/221Nm in the IS 300h and the 232kW/380Nm 3.5-litre V6 petrol unit in the IS 350.

Both the IS 300 and IS 350 drive through an eight-speed automatic transmission, while the hybrid IS 300h uses a CVT. All IS models are rear-wheel drive.

New look, sportier drive?

We were supplied the IS 300h Luxury for this review. Obviously, the hybrid model isn’t the sportiest IS in the range, with it favouring efficiency and smoothness over performance. While there’s no shove in the back acceleration here it does offer a very relaxing drive with still plenty of go both around town and on the freeway – partly thanks to the assistant of instant torque from the electric motor.

Speaking of which, the transition from electric drive during light acceleration to engine power is impressively seamless, as there is barely a hint when the engine kicks in. It’s also superbly quiet and comfortable, making it a great long-distance cruiser.

The hybrid drivetrain still uses a nickel-metal-hydride battery pack, though. It’s disappointing that Lexus has yet to make the transition to newer lithium-ion battery found in the new LS and LC hybrid which allows for greater energy bursts, aiding acceleration and electric-only driving range.

Weighing 1,720kg, the IS 300h is quite heavy but it’s far from sloppy in the handling department. Corners are handled with excellent composure with very little body roll thanks to a neutral chassis and excellent grip. The weight dulls its responses slightly through bends and the steering isn’t the most communicative, but it is still a reassuring drive.

Has the ride quality suffered by upsizing to 19-inch wheels? Not that we noticed. The ride is compliant across all but the most broken of roads.

Economy

Over our week-long test with predominantly urban driving, the IS 300h’s recorded average fuel consumption figure of 6.0L/100km is impressive. At about a litre higher than the claimed 5.1L/100km, its real-world fuel economy is comparable to a diesel if not better, but you get much better refinement and lower emissions. With more conservative driving, it’s not hard to bring the figure down to the mid fives.

Verdict

2021 Lexus IS pricing and specification

Competitors: Audi A4, BMW 3 Series, Infiniti Q50, Mercedes-Benz C-Class, Volvo S60, Jaguar XE, Genesis G70, Alfa Romeo Giulia

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BMW has the 2 Series Coupe, Mercedes-Benz has the CLA coupe and Audi has the S3 sedan. They are all sports compact designed for fun. And it seems Lexus is done watching the Germans dominate this end of the market space.

Words on the streets have it that the Japanese luxury marque is crafting its own sports compact to challenge the segment. But developing one from scratch is expensive, so the brand is rumoured to be looking at using the Toyota 86 as a base for a new entry-level luxury sports coupe.

The second generation of the Toyota 86 has just been launched, so it makes perfect sense for Lexus to get straight down to business before the 86 ages too much. In fact, spy photographers have already captured what appeared to be a ‘Lexusised’ Toyota 86 doing rounds at parent company Toyota’s test facility.

The early prototype could be seen with a disguised Lexus spindle grille, flanked by taped off front bumper intakes. The rear has much fewer Lexus clues, but the badge and part of the rear deck have been covered off to keep details under wrapped.

新型BRZテールなのにスピンドルグリルっぽいの付いてた#新型BRZ #新型86#SUBARU #TOYOTA pic.twitter.com/uVCju93UVc

— MARIN/川崎まりん千歳+STELLA-RSver. (@marin_kawasaki) March 29, 2021

Lexus is expected to give its compact sports coupe the UC moniker, which stands for Urban Coupe. If introduced, it will join the Lexus sports car range as the smaller brother to the RC and LC.

Jointly developed with Subaru, the Toyota 86 is powered a Subaru-sourced FA24 2.4-litre naturally aspirated boxer engine (that also powers the new Subaru BRZ) producing 170kW of power and 249Nm of torque.

The Lexus UC is said to carry over the powertrain, but add some sort of electrification to produce a more powerful hybrid version. The rear-wheel drive format will also be retained, but the six-speed manual gearbox available in the Toyota will likely not be offered in the Lexus, with the luxury brand sticking to automatic only.

Lexus UC rendering by SugarDesign 

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