Audi Q5 VS Lexus NX250
Audi Q5
Likes
- Exterior design
- Modern cabin
- Driving dynamics in SQ5
Dislikes
- Noisy diesel
- Annoying safety systems
- Screens a little large
Lexus NX250
Likes
- Affordability and equipment
- Elegant outside, luxurious inside
- Hugely quieter and more refined than before
Dislikes
- Driver-assist tech could use some Aussie road tuning
- Hard to tell apart from previous design
- NX 250 engine needs the open road to truly shine
Summary
Audi Q5
So EV evangelist Audi is still making a range of Q5s with engines in them? New ones?
Yes, it is confusing, isn’t it? When Audi said they’d like us to fly to Spain to drive its new Q5, I was still digesting the fact that its sexier sister brand - Porsche’s Macan - had gone all-in on electricity. And wasn’t Audi one of the early adopter, all-EV trailblazer brands? Surely the new Q6 EV was the car they were talking about?
But no, all of these new Q5s would have engines - a 2.0-litre petrol, a 2.0-litre TDI diesel and, praise be, a howling, growling 3.0-litre V6 petrol one in the SQ5 - and none of them are even PHEVs (the initial launch phase are all mild hybrid electric vehicles or MHEVs, the PHEV variants will launch in the second half of 2025).
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- Epic electric off-road concept shows the future of 4WDs with rigid portal axles, more than 13,000Nm and enough power to rival a V8 Toyota LandCruiser, Nissan Patrol and Land Rover Defender
- Audi's abrupt backflip revealed: German brand reverses confusing naming scheme regarding petrol, diesel, plug-in hybrid and electric cars such as the Audi A5, Audi Q6 e-tron and Audi Q8 TFSI e
- Popular compact car levels up! 2025 Audi A3 and S3 sedan and hatchback range gets performance and design improvements to compete with BMW 1 Series and Mercedes-Benz A-Class
Furthermore, this new and yet old-school Q5 was built on an all-new PPC platform (Premium Platform Combustion), which will be shared by the whole Volkswagen group and which, very strong rumour has it, Porsche is now desperately trying to get its hands on to reverse engineer a Macan variant that more people might like to buy.
So does that make this new offering the SUV the new Macan should have been, or just the Q5 you didn’t expect Audi to be making at all? Either way, it’s quite likely to be the last of its kind, so there was quite a lot to be curious about as we jetted off to Malaga to check it out.
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 4.8L/100km |
| Seating | 5 seats |
Lexus NX250
As far as clichés go, attempting to make “a silk purse from a sow’s ear” couldn’t be more apt than when contemplating the original NX of 2014.
What was essentially the Lexus-fication of the vocal, fidgety and thirsty old Toyota RAV4 may have worked a treat sales-wise, but proved trickier when assessed against the lens of a BMW X3, Audi Q5 and Volvo XC60 rival.
The earliest NX just wasn’t refined enough.
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This was especially true following the reborn RAV4 arrival in 2019, proving to be embarrassingly more competent – even compared to most luxury midsized SUV alternatives.
Now, finally, the NX redesign has followed suit, moving on to a variation of the Toyota’s stronger, quieter and more advanced TNGA architecture (dubbed GA-K) as a starting base.
Speaking of which, let’s dive straight into the least-expensive version, the NX 250 Luxury 2WD auto, to find out if the most popular Lexus model in Australia has finally found its mojo.
| Safety rating | |
|---|---|
| Engine Type | 2.5L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 6.9L/100km |
| Seating | 5 seats |
Verdict
Audi Q57.7/10
Ever since returning from the launch of the new Audi Q5 I've been looking at old ones and thinking how lumpy and dumpy they look by comparison. The new Q5 will be an adornment to our roads in styling terms, it's a tour de force of interior design and its engines might well be the last barking gasp of its kind. So it's definitely worth a look if you're in the mid-size SUV space. And you don't want an EV yet.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
Lexus NX2509/10
So, is the cheapest Lexus NX the grade you’d skip? Depends on where you live and drive.
If you’re urban based and bound, save up a bit more and go the petrol-electric hybrid; otherwise, out on country roads especially, the spirited and sporty NX 250 is more than up to the task.
Either way, though, the latest NX is finally fit to fight the other premium brands’ medium SUV efforts, head on and held up high. Welcome to big mid league, Lexus.
Ignore or underestimate at your own peril, everybody else.
Design
Audi Q5
Other than the closely related Porsche Macan, and maybe an Alfa Romeo Stelvio, it's hard to think of a better, smoother looking SUV than this new Audi Q5, with its revised Singleframe grille flanked by vertical air curtains, that look a bit like gills.
Audi claims the Q5 has "perfect proportions", which is bold, but it certainly looks sleek rather than bulky, with a nice silhouette and dynamic rather than Mumsy appeal.
The rear is particularly attractive with a three-dimensional light strip that ties it all neatly together. It's a more refined, sharper look than the Q5 it replaces.
Inside, of course, Audi has either taken its interior to another level of futuristic fabulousness, or put too many bloody screens in, all of which are too big, depending on who you ask. And how old they are. Kids will love it, however.
Interestingly, while every car company ever claims that its cabin has a cockpit feel, focusing on the driver, the Q5 really does. So much so that there's a raised edge in the centre console that quite noticeably cuts the driver off from the passenger. In the other front seat you do feel a bit removed, as if you're meant to leave the driver to it, which might be why you get your own screen to play with.
Lexus NX250
Lexus says that nearly one million of the original-shape NX versions were produced, so there’s no way that the brand was going to mess with the styling of the latest version. Which explains why picking new from old is a serious case of trainspotting.
But that migration to the TNGA GA-K platform has brought some benefits from a design point of view. The styling now breathes more, especially when viewed rear-on, thanks to a body that’s 20mm longer and wider, as well as a handy 30mm wheelbase stretch.
Drilling into the details, the headlights have an LED ‘tick’ motif, the corporate ‘spindle’ grille isn’t as in your face and the rear gains ‘LEXUS’ lettering spelled out, probably to accentuate stance.
Crisp and elegant, the design works well. This is a handsome machine. Looks expensive too.
Practicality
Audi Q5
Audi is talking up the little things with the new Q5, like the fact that there's a much larger storage space under the centre armrest now - and it's true, you can lose your car key in it - plus numerous other storage areas, and an inductive and cooled charging tray so your phone won't get cooking hot and shut off, with 15 watts of power.
In exciting news for screen addicts/children, Audi is also very excited about its uprated USB-C ports, which can charge at up to 60 watts through the two in the front, while the rear passengers also get two more, rated at 100 watts. Which sounds like a lot, Audi says it's enough to run your laptop.
The new Q5 also gets a very useful adjustable rear seat, which can be slid lengthways and tilted, providing either more passenger space and less boot room or vice versa. With the rear seat down you get 1473 litres, but thanks to the new sloping rear design you get slightly less room in the Q5 SUV, with 520 litres behind the second row. The SQ5 gets even less at just 470 litres.
Another handy feature is that the snappy luggage cover can be stowed in a special designed compartment under the boot floor. Clever.
Lexus NX250
Though distinctively attractive and obviously well built, the previous NX was quite small for a medium-sized SUV inside, with tight rear legroom.
It also had a nonsense mouse-operated multimedia controller that was fiddly, annoying and counter-intuitive to use.
Thankfully, the new-from-the-ground-up design has rectified both these issues in the latest version.
Now the NX is properly medium-sized, and so easier to get in and out of, as well as palpably roomier front and rear. Employing the RAV4’s TNGA architecture results in a lower and roomier cabin, that benefits all in terms of packaging.
Being the entry-level 250, you might not expect much in terms of interior presentation or style, but Lexus Australia’s product planners have been deft in specifying this grade to make it look luxurious and on-brand.
Body-hugging bolstered perforated leather front bucket seats, in our example finished in a black/cream hue with orange stitching, belie the base-grade reality of the 250. This scheme is also found on the centre console, armrest and door cards, lifting the ambience no end. It looks, feels and smells expensive in here.
The only thing that seems to be missing is a smartphone charger. That's part of a $3K option pack that also throws in a sunroof and foot-operated actuation for the electric tailgate. Not bad.
Then there’s the driving position, with an electrically-operated reach/height adjustable steering column and a multi-configurable seat to help find the right spot. All-round vision is also better than you might expect, no doubt helped out by huge exterior mirrors and a large reversing camera screen.
Typical Lexus-style classy digital instrumentation, directly ahead, are positioned in such a way that you’re not really aware of/missing the available head-up display in higher grades. Though it takes a quick amount of familiarisation, all the info there is ultimately clear and easy to take in.
The same applies to the now touch-only centre screen, which has a slick rich finish and tactility, and also encompasses the climate-control display.
Along with banishing the dreaded mouse pad, kudos to Lexus for also installing physical switches or buttons for the most-used items – audio volume, temperature setting, and front and rear window demisting.
These and the simplified sub-screen menus for navigation, wireless telephony/audio streaming, vehicle diagnoses and vehicle settings amongst other features, is quickly second-nature in their accessibility and operation. And the sound system quality is great too.
One of our very few complaints concerns the Apple CarPlay experience, which seems needlessly complicated to return to if you temporarily switch away from it to the NX’s native multimedia system. Confusing and distracting.
Never mind. There are minivan levels of practicality at work here, from the superb and easily manipulated ventilation system to the seemingly endless storage options, that include bottle holder capability in the doors, a clever lid operation for the huge centre console and properly engineered cupholders.
Lovely lush materials of satisfying quality are further plus points.
We’re also fans of the NX’s electric door opening system with a failsafe handle, meaning you can grasp the door handle inside or out and a solenoid activated by a press in of a thumb releases the door quickly and naturally in a single action; it feels… upmarket and ergonomic once accustomed to.
Accessing the back seat is easy due to the latest model’s larger proportions. Much of the same applies out back as the front seat area in terms of quality of finish and attention to detail. Sculptured and enveloping backrests (adjustable for two reclining positions), a well-padded cushion and more-than-sufficient space for two burly adults or three smaller people means this NX is more family friendly than the swoopy exterior styling suggests.
We’re also happy to find large people-facing air vents, two USB and a 12V outlets, one-touch electric windows with that premium-car soft close mechanism, overhead LED lights, grab handles, centre armrest with cupholders, map storage behind both front seats, coat hooks and good lines of vision further enhance the appealing and comfortable back seat environment. It feels like a Lexus should.
Further back than that, after releasing the electric tailgate via either an interior button or exterior switch, you’ll find that the boot has a fairly high loading lip, but then offsets this with a long, flat floor with matching levels of appropriate-quality finishes. Another 12V plug and two bag hooks are included, along with ample lighting and tie-down hooks. There’s also a hidden deep storage compartment underneath the floor, due to the discontinuation of a spare wheel (due to runflat tyres, remember).
Capacity is rated at a fairly ordinary 520 litres, extending to 1411L with the split/fold backrests folded. You’d expect a remote actuation for the latter like Mazda wagons have had for decades, but none is found at this price point.
Note there is no solid cargo cover either, just a flexible/flimsy fabric item that’s foldable and easily stored.
Overall, though, despite of its base positioning within the NX hierarchy, the 250's interior experience is in keeping with the brand's image.
Price and features
Audi Q5
The fact that you could get a classy SUV like the Audi Q5 for as little as $73,400 was certainly showroom bait, but that’s about to change when the new line-up arrives in the third quarter of 2025, because the entry-level Q5 35TDI will disappear from the range.
That means the Q5 will start at the 40TDI Quattro Sport level, currently priced at $87,000 before on-road costs for the outgoing version, with its 2.0-litre diesel MHEV setup. As entry prices go, that’s quite the jump upstream, but on the plus side, while Audi hasn’t announced official pricing for new Q5 yet, the word is that there shouldn’t be much of a rise anywhere in the range (I'd read that as, there will be a price rise, but it will be small). You’ll no doubt hear the phrase “new car, more equipment, (almost the) same price” from Audi.
If you don’t want a diesel, you’ll likely be paying around $88,315 for the entry-level 2.0-litre petrol model, the 45TFSI Sport MHEV with front-wheel drive only, or $96,515 for the 45TFSI Quattro S Line.
The step up to the 55TFSI will take you north of six figures, probably by about $5k, while the range-topping Audi SQ5 will make a welcome and somewhat surprising addition to the line-up, powered by a properly noisy and exciting 3.0-litre V6 and most likely priced somewhere around $125,000, depending on spec level.
As I say, there are no confirmed prices yet so these numbers might creep higher by the time the car actually goes on sale locally, but the word is that any increases will be almost too small to notice.
The uncertainty makes it a little hard to be definitive on the value equation, but we can say that the new Q5 feels a level up inside and a lot posher, particularly with is giant multi-screen dash layout, so if the prices to stay stable you really will feel like you’re getting more car for the same money.
In terms of spec and trim levels, we will have to wait and see until the local variants are launched.
What we know will be standard inclusions are things like the standard acoustic glazing on the windscreen, for a quieter cabin, the Dynamic Interaction Light, which runs from the doors through the dashboards and creates a very cool look at night, as do the new three-dimensional rear lights. The individually configurable, and beautifully clean and clear head-up display, with augmented reality features, should also be standard, but we shall see.
Lexus NX250
Priced from $60,800 (all prices are before on-road costs), NX 250 Luxury equipment levels are – in a word – generous for an entry-level proposition. In fact, we thought our test vehicle arrived jam-packed with options, but what’s in the photos is standard fare.
There’s no scrimping on safety, for example, with eight airbags, autonomous emergency braking (AEB), front and rear cross-traffic alert, blind-spot monitor, lane-keep and steering assist, adaptive cruise control, LED lights with auto high beams and Safe Exit Assist – which won’t allow doors to open if vehicles or cyclists are whizzing by and in danger of being struck. Clever.
The NX 250 also scores keyless entry/start, a 9.8-inch touchscreen featuring ‘Hey, Lexus’ voice control, sat-nav, Apple CarPlay/Android Auto, digital radio, powered steering column adjustability, electric front seats with heating, dual-zone climate control, a powered tailgate and 18-inch alloys running on 235/50 runflat tyres (so no spare wheels whatsoever).
About the only thing we’d like is a smartphone charger, though that’s available as part of a $3000 Enhancement Pack 1, which also throws in a sunroof and kick-sensor activation for that powered tailgate. All for under $64K. Job done.
This is provocative pricing. A base Genesis GV70 RWD starts at $68,500, a Q5 35 TDI diesel FWD costs from $68,350 or nearly $73,000 for the quattro petrol AWD – as does XC60 Plus B5 AWD, an X3 sDrive20i RWD is $76,600 and a GLC 200 RWD is now from $77,305.
Even with the Lexus’ EP1 box ticked, they make the NX 250 seem like conspicuously good value for money.
You’ll find luxuries like leather, adaptive headlights, instrumentation head-up display, a larger touchscreen, vented seats, surround-view camera, premium audio and 235/50 R20-sheathed 20-inch alloys in the bestselling 350h hybrid grade, in either swishier Sports Luxury or racier F Sport grades; both begin at $73,100, AWD adds $4800 and another (rear-sited) electric motor, while that price also covers the rapid and non-hybrid 350 Turbo AWD F Sport.
The flagship NX is the 450h+ F Sport AWD plug-in hybrid electric vehicle (PHEV) from $89,900. The company’s (and Toyota’s) first such tech for Australia.
All NXs include Lexus’ ‘Encore’ aftersales subscription program offering myriad offers and services including “free” car rental.
Under the bonnet
Audi Q5
Does it seem strange to anyone else that a company so focused on reducing emissions through promoting EVs is still offering diesel engines? The reason, of course, is that so many Europeans still want them, because fuel is so damn expensive there, and yet Audi Australia says it will also offer them here.
That's where the range now starts, with the TDI diesel version coming standard with all-wheel drive, or Quattro, with outputs of 150kW/400Nm. Like every car in the new Q5 range, it uses a seven-speed dual-clutch gearbox, which is excellent.
Every Q5 also uses MHEV technology to reduce emissions and increase performance, which means it gets a 48-volt electrical system to support its combustion engines. This system means you start up, in most conditions, in silent electric mode, and you can even manoeuvre and park the car using only electricity, most of the time.
The electrical system is connected to a Powertrain Generator which provides additional torque of up to 230Nm, and a mere 18kW of extra power. Every little bit helps I guess.
Basically, it's a mild hybrid, meaning you get a mild amount of help, and the full plug-in hybrid Q5s are coming soon. Later this year.
Stepping up from the diesel you can have a 2.0-litre TFSI four-cylinder petrol engine, with either front or Quattro all-wheel drive and making 150kW/340Nm.
The range-topping all-wheel-drive SQ5 gets a very enjoyable 3.0-litre six-cylinder TFSI petrol engine with 270kW and 550Nm. It feels like more kilowatts, honestly.
Lexus NX250
There are two ways of looking at this.
Yes, the NX 250 is powered by a variation of the same engine found in the humble base Camry Ascent in Australia at almost half the price. On the other hand, it’s a Toyota powertrain and everything that’s good and reliable and dependable about that. Which is not always the case with premium SUVs.
Dubbed Dynamic Force, which may imply forced-induction like a turbo or supercharger but there isn’t any, the 2487cc 2.5-litre naturally aspirated direct-injection D-4S twin-cam four-cylinder engine delivers 152kW of power at 6600rpm and 243Nm of torque at between 4000rpm to 5000rpm.
Drive is sent to the front wheels only, via an eight-speed torque-converter automatic. Tipping the scales at a pretty hefty 1705kg, it’s nonetheless the lightest NX, and manages a power-to-weight ratio of 89.1kW per tonne. That’s about the same as a GLC 200, which uses a 2.0-litre turbo petrol engine.
Efficiency
Audi Q5
The MHEV technology is supposed to provide some boost to fuel economy but the figures aren't super exciting. You'll be getting a claimed 5.9 litres per 100km from the 2.0 TDI diesel, or 6.5L/100km from the 2.0 TFSI petrol.
The V6 is going to cost you more at the pump with a claimed figure of 8.1 litres per 100km. You might want to wait for the PHEVs.
Lexus NX250
Rated Euro6b, the NX 250 demands 95 RON premium unleaded petrol. Same as Camry, actually,
We recorded a decent 9.7 litres per 100km during our time using the NX 250 in city, urban and rural conditions, against the trip computer’s 9.5L/100km and the official combined average of just 6.9L/100km.
Note this may be so because there was a lot of fast back-road driving, as the engine loves a rev and there’s a palpable wave of power that comes on strongly between 5000rpm and 6500rpm. A bit like Mazda’s naturally-aspirated units, but just not as sonorous.
At 55 litres, the fuel tank will allow for up to 797km based on the combined average cycle between refills.
Driving
Audi Q5
While the new Q5 might feel classier, techier and generally more expensive and Q7/Q8-like on the inside, it's pulled off an even more impressive feat in the chassis department, which no doubt owes a lot to the entirely new PPC platform, because it feels more like a powerful Q3 to drive than the Q5 of old.
That's not a comment on interior or load space, it's just that it feels smaller and more spritely on the road. It turns in better, holds its line better and resists gentle understeer right up to the point where you wonder whether your co-driver has lost his mind or is trying to kill you both.
Seriously, the SQ5 can properly get up and boogie in Sport mode (Audi says one of the things it's proudest of with the new car is how much more noticeable the range of difference is between the relaxed, or 'Balanced' and 'Comfort', modes and the more aggressive ones) and you really have to be going beyond sensible to find the edge of grip.
The SQ5's V6 also makes the kind of noises that now sound weirdly wonderful in an Audi, when so many of the new offerings are electric. Choose to shift the gears yourself and this can be a properly involving machine, and quite impressive for an SUV.
What separates it from the kid of fun you could have in its cousin, the previous Porsche Macan with petrol power, is the steering. It's not terrible, and it is sharp, but it just lacks a bit in the feel and muscle department. Being generous you'd say it's easy to drive but you just know that if this had an R badge the steering would be so much better, and closer to Porsche and BMW.
The diesel TDI model does not make glorious noises, and the whines and groans it does make - which seem loud by Audi standards, it's usually very good at quietening its diesels down - do not encourage you to shift gears yourself or drive it in a sporty fashion. It is a workhorse variant, with plenty of torque, and for a certain kind of customer who cares not for sportiness or excitement I'm sure it's a fine option.
One thing I did not expect to be doing on an Audi Q5 launch is clambering up and over a rock strewn mountain on properly rutted and rough gravel tracks, but that was an option here so I took the 2.0 TFSI on the optional off-road adventure and I must say I was both surprised and impressed.
The Q5 is not a mountain goat, or a Land Rover, but despite feeling like I was doing the gardening in a shiny suit, I managed to traverse a track that felt too serious and intense for a soft roader, and did so with ease and in comfort. The air suspension raises the Q5 a full 45mm in Off-road mode, so ground clearance was no problem - nor did I encounter any boulders - but the way the Quattro system dealt with the dirty stuff was impressive.
Overall, I can see that this TFSI model is the sweet spot in the range in terms of value and performance, and it really is all the Q5 you could need. It never feels underpowered, unless you've just stepped out of the SQ5, and you get all the benefits of the chassis and handling upgrades.
Personally, though, I'd have the SQ5 just for the rorty V6 noises alone. It feels like something new, but also the end of something wonderful.
Lexus NX250
The NX 250 truly is a tale of two cars.
Around town, it is utterly capable and benign. The 2.5-litre atmo four-pot petrol unit is a revvy, raucous sort of engine, pulling away strongly off the line, responding quickly to pressing down on the throttle, shuffling up through seven of the lower gears smoothly (top is a highway overdrive), and generally being an easy vehicle to drive.
About the only concern is how noisy the engine can become if you’re needing to accelerate hard, with a definite mechanical zing that gives the Lexus a bit of a hoon attitude. We’re also a little hesitant about using the Sport mode in built-up areas, as ratios are held on to whether up or down shifting, amplifying the loud nature of this powertrain.
Other aspects of the NX 250’s driveability around town rate highly: light yet linear steering, with a tight turning circle providing easy manoeuvrability and parking; firm yet still absorbent suspension, offering an appropriately isolating ride over most bad road surfaces; and an overall sense of sound engineering. It seems quieter than an equivalent RAV4, more importantly.
Which led us to initially conclude that, in an urban environment, you’d naturally pay the extra $3K for the NX 250 Hybrid, to eliminate that noisy engine when pushing down hard on the throttle. Easy.
However, then we ventured out on a long rural drive, a few couple of hundred kilometres from the big city. On country roads, the NX 250 really sparks up in a most compelling way.
Yes, the engine is still a bit rowdy, but as the revs rise and the needle edges near the 6800rpm red line, the Lexus just keeps on building up speed rapidly, providing an unexpectedly sporty edge. Above 5000rpm this thing still has plenty of oomph, relying on a deep well of power to really extend its legs.
It also makes sense to slot the auto lever into manual, and use the finely positioned paddle shifters. That’s when you’re most aware of the gearbox being a torque-converter auto, with defined and assertive selections. It’s a good way to feel involved in the experience too.
Actually, as a mechanical ensemble, it all comes together at speed; that light and easy steering remains relaxed yet reactive, weighing up nicely if you choose Sport. The handling maintains a fluid, connected feel, with ample levels of grip from the Bridgestone tyres.
It occurred to us that driving the NX 250 Hybrid out on rural backroads would deny the enthusiast of the base model’s lightness and agility, since the latter weighs hundreds of kilos less; the brakes are perfectly modulated instead of feeling vaguely mushy and/or trigger happy as with many electrified SUVs; and – even with the road noise being well-supressed – you’re far less aware that the atmo petrol engine is singing loudly at speed.
Plus, the ride out in the sticks, even on our craggy old test strip that would jar the bones of some other midsized SUVs, remains calm and comfortably firm. That’s real progress for the NX.
We’d appreciate a bit more nuance in the way the stability control kicks in (quite late) to catch the tail; while the driver-assist tech like the adaptive cruise control and lane-keep assist do their jobs admirably, the latter’s constant chiming can be annoying; and there's a fair amount of road-noise intrusion over coarse bitumen. Like most midsized luxury SUVs, actually. Still quieter than a RAV4, though.
No jarring faults then. Lexus has done its homework and fixed most of the things that annoyed or infuriated us about the previous generation version. Good work.
Safety
Audi Q5
Obviously the new Audi Q5 has not been crash tested yet but Audi is confident of yet another five-star ANCAP rating, like the one the current car holds .
The new vehicle features more than 30 active-safety measures, which is literally too many to mention and takes advantage of its many, many radars. One gets the feeling this car could just about drive itself if the law would allow. Some inclusions are a rear parking aid with distance display, cruise control with speed limiter, lane departure warning and an attention and drowsiness assistant, all as standard.
Things like Active Front Assist, Evasion Assist, Turn Assist and Rear Turn Assist are likely to be part of options packages, but that's all still TBA.
There will also be twin ISOFIX anchor points, and top-tether points for child seats.
Lexus NX250
Tested in July, 2022, the latest NX range delivers a five-star ANCAP crash-test rating. It managed high scores in all four categories: Adult, Child and Vulnerable Road User protections, and Safety Assist technologies.
You’ll find eight airbags (providing coverage to all outboard occupants, also taking in dual-front occupant knees and centre item to stop lateral head strikes).
The AEB system with intersection assist works between 5-80km/h for pedestrian and cyclist detection and works day and night, while the car-to-car protection works between 5-180km/h.
Then there’s lane-tracing, lane-keep and steering assist, that works between 50-200km/h, as well as blind-spot monitoring, adaptive cruise control with stop/go functionality, auto high beams, road sign recognition, front as well as rear cross-traffic alert, reverse parking cameras, all-round parking sensors, tyre pressure monitors and Safe Exit Assist – which won’t allow doors to open if passing cyclists or pedestrians are in danger of being struck.
There’s also Intersection Turn Assist, providing early brake activation if required, Emergency Steering Assist (extra steering assistance to help keep the vehicle in its lane) and Emergency Driving Stop System.
As with most new vehicles nowadays, anti-lock brakes with brake-assist and electronic brake-force distribution is also standard, along with stability and traction control systems. Lexus provides three rear-seat child-seat tether anchorages and two ISOFIX latches, fitted to the outboard positions of the back bench.
Ownership
Audi Q5
All Audis are now covered by a five-year, unlimited-kilometre warranty, up from its recent offering of three years, which is better, but could be better still.
There's no news on what servicing arrangements will be because the new Q5 doesn't lob until Q3, but in general the brand will let you prepay your services, required annually, for the first five years, with the regular Q5 currently billed at $3140 and the SQ5 billed at $3170.
Lexus NX250
Since the beginning of 2021, Lexus offers a five-year, unlimited kilometre warranty with roadside assistance. It used to be four years.
Service intervals are at 12 months or 15,000km, whichever comes first.
The NX also includes three years and 45,000km of capped-price servicing, with each one costing $495 – and as we’ve noticed in the recent past, that is very highly competitive pricing for a luxury brand.
Plus, there’s also Lexus’ ‘Encore’ aftersales subscription program offering myriad offers and services.