If you’re in the market for a mid-size SUV but want more than the best that Toyota, Mazda and their rivals can offer, then these two fully-loaded luxury machines, the Lexus NX 350 F Sport and Volvo XC60 B6 R-Design, might do the trick.
Overview
Generally, any discussion of luxury vehicles in Australia usually involves Mercedes-Benz and BMW, and maybe Audi. For those willing to look beyond the predictable, then brands like Volvo and Lexus have plenty to offer.
The Lexus NX first arrived in Australia in 2014, and since then has carved itself a sizeable share of the mid-size luxury-SUV market. It may surprise you to learn that more Australians bought the Lexus NX in April 2022 than did the Mercedes-Benz GLC-class.
Now, while one month of sales supremacy over the three-pointed star is an unusual occurrence, it’s not without reason. The new second-generation NX hit Australian showrooms earlier this year, and it steps up considerably over its forebear in areas like cabin presentation, technology, driving dynamics and all-round refinement.
In short, the all-new Lexus NX is a very good thing, and well worth considering if you’re in the market for a luxury mid-size SUV.
The Volvo XC60 is another that should be on all prospective buyers’ shopping lists. A late-2021 update introduced mild-hybrid petrol power across the range, revised styling, new technology and an updated interior. That all came with a cost – prices moved north by around $3500 – but as we discovered when we road-tested this car in early May, it’s a very well executed vehicle overall.
So, if you’d prefer something different to the German triumvirate, which of these two vehicles offers more value for money? After all, just because you’ve got more than the average person to spend on a mid-size SUV, that doesn’t mean you want to waste it.
Introduction
Lexus NX350
With the new-generation 2022 Lexus NX350 F Sport, the Lexus brand moves its SUV out of the space where you feel compelled to make excuses for it.
Not that the old NX was particularly bad, but it struggled against fierce competition from BMW, Audi and Mercedes-Benz. Never quite as spacious, not as tech-laden, and not as dynamic.
With a new platform, new engines, and – finally – a new infotainment platform, Lexus has a competitor in the medium SUV class that ticks all the boxes.
The NX line-up covers a wide range of models starting with the non-turbo, non-hybrid NX250 two-wheel drive from $60,800 plus on-road costs, and topping out with the NX450h+ all-wheel drive, the brand’s first plug-in hybrid model, priced from $89,900 plus on-road costs.
Near the top of the range sits the NX350 F Sport, with a new 2.4-litre turbo petrol engine and all-wheel drive. Positioned as a somewhat sporty model, F Sport is the sole trim level available with the non-hybrid NX350.
For a full rundown of the 2022 NX range, check our price and features coverage.
Compared to the previous-model NX300 F Sport, the new model steps up a not insubstantial $9400, and now starts from $77,900 plus on-road costs. There’s more power and torque, added safety features, and more tech packed in – but can the new car pull off the price rise?
For Lexus, the signs are encouraging.
Volvo XC60
The 2022 Volvo XC60 has been given a mild refresh as it looks to hold a commanding position among the medium-sized luxury SUV crowd.
While a plug-in hybrid Recharge variant of the XC60 is the most expensive, we’ve got the best of the rest. The XC60 B6 R-Design matches the highest specification level, along with the most powerful variant of the 2.0-litre petrol engine.
All of the petrol engines are now mild hybrid, with the ‘B’ nomenclature replacing the previous T label. B6 – as used in this R-Design specification – refers to the 2.0-litre turbocharged and electrically supercharged petrol engine that is joined by a mild hybrid 48V electrical system.
This electrical system is there to give the engine a small boost via the integrated starter generator. The net result is hearty: 220kW at 5400rpm and 420Nm at 2100–4800rpm. For reference sake, a similar kind of performance was attained through a naturally aspirated 4.4-litre Volvo V8 – partly designed by Yamaha no less – a decade ago. How times have changed.
While European and American-delivered XC60s are built at Volvo’s Gothenburg facility in Sweden, other markets’ cars – including our Australian-delivered vehicles – are built at the Chengdu, China facility that was opened in 2013.
The R-Design is set apart by the 21-inch wheels and subtle body kit on the outside, and a unique interior treatment (including sporty-styled seats) inside. There’s also the more powerful engine, plus a handful of additional equipment as standard.
Whereas the broader XC60 range starts at $69,490 for the B5 Momentum, our 2022 Volvo XC60 B6 R-Design has a starting price of $82,490. Throw in some options (like we have here), and you’re looking at over $90,000 before you include on-road costs.
For more information on the range, it’s worth checking out our price and specification story.
Still, it’s not as expensive as the XC60 Recharge, which brings an even more powerful plug-in hybrid drivetrain and up to 81km of electric-only driving. It starts at $97,990 before on-road costs.
| Key details | 2022 Lexus NX350 F Sport | 2022 Volvo XC60 B6 R-Design |
| Price (MSRP) | $77,900 plus on-road costs | $82,490 plus on-road costs |
| Colour of test car | White Nova | Crystal White Pearl |
| Options | Premium paint – $1750 Enhancement Pack 2 – $6300 – Panoramic sunroof – Heated steering wheel – Digital rear-view mirror – 17-speaker Mark Levinson audio – Semi-automated park assist |
Lifestyle Pack – $3900 – Panoramic sunroof – Tinted rear glass – Harman Kardon audio Air suspension with Four-C active chassis – $2735 Premium paint – $2058 Advanced air cleaner – $521 Climate Pack – $400 – Headlamp cleaners – heated steering wheel |
| Price as tested | $85,950 plus on-road costs | $92,104 plus on-road costs |
| Drive-away price | $94,683 drive-away (Melbourne) | $101,599 drive-away |
Inside
Lexus NX350First impressions of the new interior are promising. The design is modern without looking outlandish. The F Sport’s red leather may not be to all tastes, but it’s suitably sporty to match this model’s aspirations.
The dash design is clear and logically laid out. Lexus has moved a number of functions off the dash and centre console and into the infotainment, which helps declutter the centre stack.
The front seats are nice and roomy, although taller drivers may find the seat bolstering a little tight around the shoulder area. The driver gets 10-way electric adjustment with two-position memory, with eight-way adjustment for the front passenger, plus front seat heating and ventilation.
A powered steering column is standard, but adding the available Enhancement Pack 2 adds steering wheel heating, a digital rear-view mirror, panoramic sunroof and premium audio upgrade.
Front seat storage nooks include a slide-away wireless charger with storage space underneath, a pair of console cupholders, and a large centre console with a double hinge to open from left or right. There are decently sized door pockets, but a shallow daily glovebox.
Moving into the rear, passengers get much more space than before. Width is noticeably improved, and headroom is generous, even with the optional sunroof fitted. While the improvements help, knee room may still be a little tight, and with a 180cm occupant in front, the front seats will be close to the knees of adult occupants.
For added comfort on longer trips, the rear seats can be reclined slightly. They’re quite comfy in their normal ‘upright’ position, but offer a bit more napping comfort when tilted.
Further back, the powered tailgate opens to reveal 520L of space with the rear seats up, or 1141L with the 60:40 split seats folded. It’s a decently sized space able to comfortably fit in most things a busy family will need, with a flat-laid lip and a pair of fold-away bag hooks nestled in the sides.
Beneath the boot floor is a massive space to keep additional items but no dual-height boot floor. The use of run-flat tyres means there’s no spare eating into boot space.
Inside, this is classic Volvo, and not a whole lot has changed with this update. That’s not a bad thing, because the Volvo XC60 is a wonderful place to spend time.
The R-Design seats – a combination of nappa leather and ‘Nubuck’ textile – are electrically adjustable and heated up front, with memory function for the driver. While they are quite a bucketed and sporty design, they are comfortable for everyday usage. The seats have a particularly impressive thigh adjustment, which I loved.
There is leather wrapping on the steering wheel and stubby gearshifter, and an overall ambience of quality inside the XC60. There’s a common design theme across all of Volvo’s interiors, and there is plenty to like about it.
It’s uncluttered and clean, without going full-on minimalist. Importantly for a car of this style and cost, the materials and build quality feel very good. USB power outlets are hidden in the centre console, and there is a sliding lid for the cupholders, incidental storage, and a 12-volt power outlet in front of the gear shifter.
The second row is reasonably spacious overall, not scoring near the top or bottom of the segment in this regard. It is comfortable for adults, the seats are quality, and you’ve got four air vents (centre console and B-pillar) facing you. The standard four-zone climate control includes a control panel for second-row occupants.
By the way, that air-conditioning includes humidity and air quality sensing – with the option to add an advanced air cleaner, with a PM2.5 particulate filter for $500.
The special party trick of the second row is the booster seats, which are smartly built into the seats themselves. The base kind of folds up onto itself, and works for kids over 15kg and 96cm. The seats here recline but don’t offer any fore-aft sliding ability.
The boot, which is quoted at 505L, is also positioned in the middle of the medium SUV pack overall. It’s big enough for general usage, but also not what I would call huge. There’s a ski port for loading long and skinny things, along with a storage net (with 12-volt outlet) on one side.
One additional benefit of the air suspension comes through here, with the ability to lower the ride height of the XC60 via buttons to allow for easier loading. For those with big and cumbersome prams, big loads of groceries, or even dogs with dodgy joints, this would be a welcome feature.
| 2022 Lexus NX350 F Sport | 2022 Volvo XC60 B6 R-Design | |
| Seats | Five | Five |
| Boot volume | 520L seats up, 1141L seats folded | 505L seats up |
| Length | 4660mm | 4708mm |
| Width | 1865mm | 1902mm |
| Height | 1670mm | 1653mm |
| Wheelbase | 2690mm | 2865mm |
Infotainment and Connectivity
Lexus NX350
It feels like an exaggeration to call the new Lexus infotainment system a revelation, but simply because it’s so much easier to use compared to the old system, and so much larger to boot, it arrives as a breath of fresh air.
The 14.0-inch display of the F Sport is backed up by crisp graphics and responsive load times. To give you an idea of how good it is, and how much processing power it has up its sleeve, when you invoke the 360-degree camera system the changeover is instant and the area underneath the car (displayed as a see-through wire frame) is already mapped and held in cache, ready to go.
It’s a small detail, but an incredibly promising one as carmakers finally get their heads around the level of tech required to make modern infotainment feel more naturally like an extension of smartphone tech.
Speaking of which, Apple CarPlay and Android Auto connectivity are included, though only via a wired connection. Digital radio, satellite navigation, Bluetooth and three years’ subscription to Lexus Connected for access to connected navigation, and Lexus Remote Connect that allows users to lock and unlock the doors and tailgate, start or stop the engine, search the car’s location, activate the horn or headlights, or pre-condition the climate control remotely.
Normally a 10-speaker audio system would be standard, but as part of the Enhancement Pack 2 fitted to our test car, a 17-speaker Mark Levinson-branded system delivered really clear, powerful sound. Impressive quality and well worth the upgrade.
An 8.0-inch digital instrument display – smaller than the 10+ and 12+ inch displays of most rivals – delivers key info, but lacks the kind of multi-format and customisable display modes available from Audi or Mercedes.
Instead, Lexus places the instrument display quite low, and supplemented by a clear and bright head-up display that works fantastically well.
Less convincing is the implementation of the new touch-trace steering wheel buttons. As you trace your finger over the unmarked D-pad on each side of the wheel, the head-up display shows where you are and what the function is. A page button underneath allows each pad to be switched between two function sets.
That feels like a useful function, and helps keep eyes on the road, but each function requires a double press – once to activate and once to confirm. If you don’t lift your finger you can make concurrent single presses, but otherwise the system is an unresponsive mess.
It’s immediately less responsive to changes in cruise control or audio adjustments. Seems Lexus needed something to replace its fiddly console-mounted touch controller, after all.
Volvo XC60
Infotainment centres around a 9.0-inch infotainment display, which is the same size and portrait orientation as the 2021 model.
However, the operating system is quite different. Instead of using a system based on Volvo software – with Apple CarPlay and Android Auto tacked on – we’ve got a new take on connectivity. It’s a Google-based system, called Android Automotive that doesn’t need a phone plugged in, not to be confused with Android Auto smartphone mirroring.
Instead, the vehicle has its own internet connection (via a simcard), and users can log into a Google account through the vehicle itself. For those who already live inside such an ecosystem – like myself – it’s a smooth and seamless experience.
However, it’s going against the grain of those who live the Apple life, and it’s limited in the amount of apps that you can run. There’s only Google Maps, for example. No Waze, and certainly no Apple Maps. And while I got Spotify working well, those who use other streaming and podcast services might not have as much luck.
Of course, being live and Google-based, there will be updates and new features and apps added, though right now we don’t know the full extent of what those will be.
The digital instrument cluster in front of the driver is crisp and responsive, with the driver able to control the contents of the 12.3-inch screen through the steering wheel controls. Functionality overall seems limited, however. All that I could manage to cycle between was a view that displays or hides maps, and some basic trip computer info, for example.
On each side of the display are mirrored semi-circles, which are your speedometer and tachometer. It’s clean and effective, and there’s also a small battery symbol to remind you of the (mild) hybrid nature of your powertrain.
Audio comes via an upgraded Harman Kardon sound system, which is good and demonstrably better than your average standard system. However, those who want the best audio will likely sweat – or not sweat at all – over the $4800 Bowers and Wilkins system. I’ve sampled something similar in an XC90, and it’s damn impressive.
Safety & Technology
Lexus NX350
The Lexus NX is yet to undergo ANCAP testing and is currently unscored.
All NX models feature the same safety suite, which includes autonomous emergency braking with pedestrian detection and intersection turn assist, allowing the AEB to intervene if it detects the vehicle turning into oncoming traffic.
Other included tech covers safe-exit assist to prevent opening the doors into cyclists or traffic, emergency steering assist, road sign assist and radar active cruise control, blind-spot monitoring and rear cross-traffic alert, lane keep and lane trace assist, front and rear park sensors, parking support with brake, 360-degree cameras, and 10 airbags.
Volvo XC60
Volvo is a company that prides itself – and its history – on keeping safety at a very high level. And as you’d expect, that’s no different in this case. There’s a five-star ANCAP safety rating (from 2017) for the 2022 XC60, with a conspicuously high 98 per cent score for adult occupant protection.
Autonomous emergency braking – something that Volvo calls City Support – is comprehensive. There is pedestrian, cyclist and large animal detection, along with intersection detection, braking and steering assistance.
But wait, there’s more: traffic sign recognition, rain-sensing wipers, a 360-degree camera system, front and rear parking sensors, adaptive cruise control with adjustable speed limiter, Pilot Assist semi-autonomous driving, oncoming lane mitigation, run-off mitigation, park assistance, blind-spot monitoring and rear cross-traffic alert.
There’s also something called Intelligent Driver Information System, which one might not even notice operating in the background. If the vehicle senses that the driver needs to pay attention in a certain situation – like intersections, overtaking manoeuvres – it will postpone distractions like phone calls to ensure the driver keeps their attention on the job at hand.
It’s also worth pointing out that the XC60’s advanced driving and safety technology is fine-tuned to not impinge upon normal, everyday driving. This can’t be said for all brands – I sometimes feel forced to turn off some things like lane-keep assistance because it gets annoying. The Volvo doesn’t do this, however. It kicks in, but at the right time. And it doesn’t get in the way of normal, safe driving.
| At a glance | 2022 Lexus NX350 F Sport | 2022 Volvo XC60 B6 R-Design |
| ANCAP rating & year tested | Five stars (tested 2022) | Five stars (tested 2017) |
| Safety report | ANCAP report | ANCAP report |
Value for Money
Lexus NX350
With pricing that kicks off from $77,900 plus on-road costs, Lexus has positioned the NX350 wisely. It is almost $10K cheaper than a less powerful BMW X3 xDrive30i, although it’s more than a similar-spec Audi Q5, while outshining it on interior presentation and equipment.
With value rather than cost as a strength, the new NX range should be attractive to plenty of buyers.
Along with the rest of the Lexus range, the NX family is covered by a five-year, unlimited-kilometre warranty and five years of roadside assistance. Lexus includes three years’ access to its Encore ownership benefits program that includes rewards, events offers, and fuel discounts.
Three years of capped servicing is priced at $495 per visit (at 12-month/15,000km intervals), but also includes vehicle pick-up and delivery, or a service loan vehicle.
Official fuel consumption is rated at 8.1L/100km. Despite being an all-new engine, the 2.4-litre turbo doesn’t feature any form of mild hybrid assistance (although Lexus has the more frugal full-hybrid range on NX350h models) but does come with stop-start tech.
In a week of testing that incorporated around three-quarters highway and open-road touring, the NX350 returned 9.3L/100km. Start-stop driving is perhaps its weakness, with consumption creeping past the 15L/100km mark around town. That said, our test car was fairly fresh and may improve with time.
Volvo XC60
A five-year, unlimited-kilometre warranty – something premium brands once shied away from – is the factory offering for this Volvo, and something that is no doubt valuable to buyers.
Capped-price servicing is also available for the XC60 through either a three-year ($1750) or five-year ($3000) Genuine Service Plan. This works out to be either $583 or $600 per year overall, and is a vast improvement in costs when compared to a few years ago.
The XC60 is priced similarly to an Alfa Romeo Stelvio Veloce and Genesis GV70 3.5T, but also priced similarly to lower-specification grades of a BMW X4 and Mercedes-Benz GLC. So in its own way – in comparison to other premium brands – the Volvo XC60 does offer good value for money. There’s impressive performance and handling available, along with plenty of technology and nice touches.
Throw in some options, however, and that quotient softens. Including the optional paint, we’ve got $9350 worth of options thrown at our test car. The value of these options seems decent, but they jack up the price nonetheless.
Air suspension – costing $2600 – is difficult to quantify because I haven’t test-driven an XC60 without it, let alone back-to-back. However, the ride quality is high, so I doubt it would be a backward step. And the other big option here, adding in privacy glass, an upgraded sound system and panoramic sunroof for $3900, can be taken or left depending on taste and budget.
Having the extra power of this R-Design XC60 is a key part of the appeal, and there is enough (37kW and 70Nm more than the XC60 B5) to warrant the jump up in price , along with the additional standard gear. However, performance does come at the cost of consumption. And the whole ‘hybrid’ conversation in regard to this car does need a caveat.
While there is a mild hybridisation of the powertrain, it’s not necessarily there for massive improvements in efficiency. There might be minute gains in that regard, but it’s more about improving performance through the electric supercharger. Whereas Volvo claims 8.0 litres per 100 kilometres on the combined cycle, we saw a bit more: 9.5L/100km. It’s not exactly efficient, but is decent considering the amount of performance available from a medium-sized SUV.
In other words, don’t buy the XC60 R-Design to limit your visits to the bowser. Buy it for the enjoyment you have in between refills.
| At a glance | 2022 Lexus NX350 F Sport | 2022 Volvo XC60 B6 R-Design |
| Warranty | Five years, unlimited km | Five years, unlimited km |
| Service intervals | 12 months or 15,000km | 12 months or 15,000km |
| Servicing costs | $1485 (3 years) | $1750 (3 years), $3000 (5 years) |
| Fuel cons. (claimed) | 8.1L/100km | 8.0L/100km |
| Fuel cons. (on test) | 9.3L/100km | 9.5L/100km |
| Fuel type | 95-octane premium unleaded | 95-octane premium unleaded |
| Fuel tank size | 55L | 71L |
Driving
Lexus NX350
Lexus has hit the nail on the head when it comes to luxury. While the NX350 boasts the second biggest power claim of the NX range (trailing the NX450+ plug-in hybrid), it doesn’t focus on being quick so much as being effortless.
That’s both good and bad. For the most part, with a turbocharged 2.4-litre four-cylinder engine producing 205kW and 430Nm you could expect the NX to be fairly swift. Those figures represent a healthy 30kW and 80Nm upswing over the previous-generation NX300.
Add in the F Sport handling and appearance, and you have the potential for a near hot hatch experience.
That’s not what you get, though. Instead, it actually feels a little dozey around town. There are no abrupt starts, no rush of performance, just a smooth, well-metered swell of torque. Excellent for comfort, but maybe not what keen drivers will be after.
Similarly, the suspension tune finds a nice balance with excellent ability to ride out bigger road imperfections, but a fidgety and vibey feel over little high-amplitude bumps. If I had to point a finger, I reckon the stiff run-flat tyres might be the culprit here.
Find the right rolling road and the NX350 F Sport inspires confidence, but does so in a way that’s pseudo-dynamic. While that could be a markdown normally, the NX isn’t really aiming to be a weekend enthusiast’s stand-in.
A hushed interior when cruising and fluent steering, brakes and suspension make the NX better than its key Euro competitors, in some ways. Some focus on firm ride and can’t keep road noise at bay.
Pick the Lexus as a more comfy option – although the adaptive suspension and drive modes can be toggled into Sport S and Sport S+ modes to firm up steering and suspension, and make the eight-speed automatic more eager, they’re still far from transformative.
Volvo XC60
As a point of reference, the 2.0-litre engine in the XC60 B6 makes more power and torque than a performance-minded Hyundai i30 N hot hatch. Granted, there is a fair amount of additional heft to counter in this case, but a 0–100km/h sprint time of 6.2 seconds (claimed) explains that this XC60 is no slouch.
It’s actually quick, and the power comes on in an impressively smooth, linear manner. Having torque available right across the rev range is key here, without waiting for the turbocharger to start furiously spinning at the top of the rev range.
The feeling of driving the XC60 isn’t like an amped-up hatch, however. It’s quiet, smooth and approachable. The throttle is tuned with an eager edge, not requiring much of a stab to respond.
The ride quality is far from a hot hatch as well, as it should be. Despite rolling on big 21-inch wheels with slim 255/40-profile rubber, there is a nice balance of important elements in the XC60. Larger bumps like speed humps and potholes are well accounted for, which is important for a family SUV. Its steering is responsive without being overly sharp, and the XC60 enjoys the odd patch of spirited driving through corners.
It’s not an overt driver’s car, but nor should it be. There’s enough engagement there, however, without spoiling the rest of the broth for everyday driving and comfort.
When you want (or need it), the XC60 does provide surprisingly good straight-line performance. The eight-speed auto gearbox is dutiful and composed, with no strange reactions or responses to inputs to note. And with four driven wheels wrapped in quality Pirelli rubber, there are no traction issues to note either.
The torque – aided by that electric supercharger – is immensely helpful for standing and rolling starts alike, allowing the XC60 to hold onto ratio and for long periods. And once revving hard under load, there is a satisfying – if muted – grumble from the engine bay. It’s hot hatch quick, yes, but it’s also quite dignified.
Like I said earlier, this kind of power and torque was once only available in eight cylinders, or six with a turbo. The fact that this four-cylinder engine can do it is impressive, but the manner in which it goes about its business is also worthy of praise.
| Key details | 2022 Lexus NX350 F Sport | 2022 Volvo XC60 B6 R-Design |
| Engine | 2.4-litre four-cylinder turbo petrol | 2.0-litre four-cylinder turbo and supercharged petrol, 48-volt mild hybrid |
| Power | 205kW @ 6000rpm | 220kW @ 5400rpm |
| Torque | 430Nm @ 1700-3600rpm | 420Nm @ 2100–4800rpm |
| Drive type | All-wheel drive | All-wheel drive |
| Transmission | Eight-speed torque convertor automatic | Eight-speed torque convertor automatic |
| Power to weight ratio | 110kW/t | 117kW/t |
| Weight | 1860Xkg | 1886kg |
| Tow rating | 1000kg braked | 2400kg braked, 750kg unbraked |
| Turning circle | 11.6m | 11.4m |
Conclusion
The first thing most shoppers ask about a car is the price, and in this area the Lexus takes an early lead. The Lexus’s $77,900 appears cheaper than the Volvo’s $82,490 sticker, and it remains that way right through to arriving in your driveway.
Both our vehicles came with almost $10,000 worth of options, which buyers may or may not choose. For our money, every one of those options is a luxury, not a necessity, but let’s not forget the kind of cars we’re dealing with here.
Now, while the ‘on-road costs’ portion of the price may seem exorbitant for little more than a pre-delivery spit and polish, it does include vehicle registration and compulsory third-party insurance, plus the not inconsiderable luxury car tax of 33 per cent for every dollar over $69,152.
So, in effect, every option box you tick costs you one-third more, and that’s money that goes straight into the Albanese Government’s piggy bank. That threshold is raised to $79,659 for fuel-efficient vehicles with a combined average fuel economy of less than 7L/100km. Sadly, even though the Volvo is a ‘mild-hybrid’ its economy is not good enough to sneak into the higher LCT class.
So, the Lexus is $7K cheaper to bring home, and is marginally cheaper to service. It also has slightly better real-world fuel economy, which is surprising because the NX is not the one with ‘hybrid’ in its name.
This is an interesting point because it hits at the core of the Volvo XC60 unique selling proposition. Volvo is vocal about its eco-credentials and proudly trumpets its coming electric-only future at every opportunity. If you google ‘Volvo’ the link comes back “Volvo – our future is Electric”.
Yet despite all that, this Volvo XC60 is no more fuel-efficient than its purely petrol rival from Lexus, whose engine is in turn no more efficient than the equivalently powered BMW X3 30i or Mercedes-Benz GLC300 despite being all-new to the Lexus range.
The point is, Volvo’s mild-hybrid drivetrain does not give the XC60 an economy advantage over its rivals. It does, however, give the XC60 a performance advantage over those cars, and over the Lexus NX350, although the advantage is slight.
Unless you drive the two back to back, you’re not going to pick it. Neither will you find the Lexus ‘deficient’ in terms of its performance. Both cars have effortless everyday performance credentials befitting a luxury mid-size SUV.
Now, both these vehicles have adaptive chassis systems which can tailor the suspension and drivetrain for lazy luxury or sharp-n-sporty, but they both stop short of putting the Sport back into SUV. On the right road, the Lexus is a touch sharper and more inspiring, but on everyday roads the Volvo is more cosseting and composed. Again we’re talking tenths.
Tenths also describes the difference in driving ambience – we’re talking cabin quietness. The much newer Lexus is quieter than the Volvo when cruising, with less wind noise, road noise and engine noise sneaking into the cabin.
Moving on to safety, and the Lexus has just been crash-tested, garnering the five-star tick of approval from ANCAP. So, they’re both five-star cars, and one could hypothesise that the Lexus’s five are more valuable than the Volvo’s because the Swede was tested back in 2017 when ANCAP’s testing protocols were less stringent. But we really don’t know that for sure without having them both tested to the same protocols.
In terms of active safety and driver-assist systems, the Lexus is extremely well equipped, as you’d expect of an all-new for 2022 model. It’s just that it’s up against a car from a company that’s been synonymous with safety since introducing three-point seatbelts more than 60 years ago. So, while the Lexus ticks all the expected boxes, the Volvo ticks a few unexpected ones, like the IDIS system which delays driver distractions like phone calls during high-attention driving. Interestingly, neither have blind spot active assist or rear cross-traffic active assist, both of which are prevalent on mid-size SUVs costing half as much.
Now, to the interior battlefront, and it’s here that our two combatants take very different approaches, although not to the space race. Both cars offer plenty of room for four adults and a kid, and both have big 500L+ boots – the Lexus’s is marginally bigger because it doesn’t need to carry a spare tyre. Still, we’d give the nod to the Volvo when it comes to carrying humans, only because it comes with a built-in booster seat.
Both cabins will impress with their opulence and functional technology. The Volvo’s portrait-style touchscreen infotainment system looks not unlike an iPad, although the software is powered by Google Android. It’s an easy and intuitive system to use but has its foibles as we’ve documented above. It’s also only a 9.0-inch screen, which is much smaller than the Lexus’s 14-inch tour-de-force.
This is one area that the Lexus NX has picked up its game considerably. Anyone familiar with the previous generation will remember the stupid mouse-pad interface which made even the simplest things very hard. Lexus has gone with a more direct touchscreen approach and embellished it with some of the classiest graphics we’ve seen this side of the Jaguar F-Pace benchmark.
So, time to call the winner. What we have here are two unique and interesting approaches to the luxury mid-size SUV. These cars both have character and personality, and if you take the time to learn their ways, you’ll enjoy the ownership experience regardless of which one you pick.
The Lexus NX is our pick here, because it packs more at a sharper price, and is cheaper to own. It’s also the more impressive vehicle inside the cabin and more of a driver’s car.
That said, the Volvo’s drivetrain – even though it’s the mildest hybrid we’ve ever driven – is stronger at low revs and seamless in its power delivery. The Volvo also rides better than the Lexus.
Whichever way you go, these two are proof that luxury doesn’t have to mean German in the mid-size SUV market.
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