Fat e-bike craze out-running police and regulators
'Food delivery riders, the speed they come down our street is supposed to be limited to 25km/h ... I was down at St Kilda the other day getting out of a car, one passed me at least at 50km/h which was pretty terrifying,' Edwards says.
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2025 Lexus NX350h Sports Luxury FWD review
Lexus NX Pros Lexus NX Cons Among mid-size premium SUVs available in Australia, the Lexus NX is outsold only by the electric Tesla Model Y. Launched in 2022, the second-generation NX has really resonated with Australian buyers, proving more popular than rivals from Audi, BMW and Mercedes-Benz. There's a sprawling range of NXs on offer, with a choice of front- or all-wheel drive, four powertrains (two petrols, one hybrid and one plug-in hybrid) and four trim levels (base, Luxury, F Sport and Sports Luxury). A hefty chunk of the NX range undercuts even the cheapest BMW X3 or Mercedes-Benz GLC, which along with the availability of a fuel-sipping hybrid goes some way to explaining the NX's superior sales performance in our market. Our tester was an NX350h Sports Luxury. Think of the Sports Luxury as one of the forks in the road you can take above the regular NX350h Luxury, with less of a sporty look than the F Sport but the same price tag. WATCH: Paul's video review on the 2022 Lexus NX350h F Sport Eagle-eyed readers will note this is the exact same vehicle I reviewed late in 2022. While it's not typical for vehicles to remain on press fleets for this long, there have been no changes of note to the NX since then. Besides, we're always in low-mileage examples, while this one had been broken in a bit more, giving us a chance to see how it felt after a couple of years of use. The NX hasn't changed since 2022, but have our feelings towards it changed? While it costs thousands less than even a base X3 or GLC, the NX350h Sports Luxury FWD is in turn undercut – if only by a few hundred dollars – by the entry-level Genesis GV70 which guzzles considerably more fuel but packs more features. To see how the Lexus NX compares with its rivals, use our comparison tool The NX's interior is thoroughly contemporary, which is both good (a substantial touchscreen) and not so good (smudge-prone gloss black trim slathered all over the centre stack and console). There are also gimmicky elements like e-latch doors, though these feel good to operate – pointless, but good. Material quality for the most part is excellent. The dash top, for example, is so soft and squidgy you could use it for a child's playground. There's soft-touch trim on the sides of the centre console, with hard plastic reserved only for the lowest reaches of the dash and doors. Unusually, for something that otherwise feels tight as a drum, the NX's indicator stalk snaps into place and feels particularly cheap. In my previous review, I noted the stalks felt well-damped, so is this wear and tear? There's some lovely wood trim on the doors. We would have liked to have seen more of this and less of the gloss black stuff, particularly given this is the most luxurious NX. The ambient lighting also elevates the cabin, though don't go expecting the multi-colour, Macau-at-night light shows of a Mercedes-Benz – Lexus keeps it simple. The 14-inch touchscreen runs Lexus' latest infotainment system, which is also the Toyota brand's – there are no unique graphics for Lexus. That means it'll be familiar to those upgrading from a Toyota, and it's still a huge step up from Lexus' last-generation infotainment with crisp, clear graphics and quick response times. There's a surround-view camera with a transparent chassis view. The camera resolution isn't as good as in, say, an X3 or GV70, but it's still decent. There's a head-up display, while the instruments comprise a pair of analogue gauges plus an 8.0-inch screen in the middle. The central circle theme harkens back to Lexus models like the LFA, though the washed-out blue look gives off 'older Lexus' vibes. On the steering wheel there are four arrow switches on each side, with pages buttons beneath them controlling what these do. The idea, surely, is to reduce the number of switches needed on the steering wheel, and you do get used to them. But while there are fewer buttons, it does feel like there are more button pushes required. Over on the right of the steering wheel you'll find a little cubby, as well as buttons for the trip computer and instrument cluster brightness adjustment. If you're looking for the camera button, it's sitting all alone next to the air-conditioning vents. Also, some functions like the heated seats can only be accessed via the touchscreen or through voice commands. At least Lexus has kept tactile knobs for temperature adjustment, even if other climate functions are now (anchored) on the touchscreen. Below the climate controls is a useless storage cubby, which sits above the wireless phone charger. This one doesn't even have a cover, while under the wireless phone charger you'll find another cubby which can be concealed. There's a fairly deep centre console bin, and the lid opens both ways. There are also bottle holders in the doors that fit 1L bottles. The Mark Levinson sound system is disappointing for a name-brand sound system, and isn't as good as, say, a Bang & Olufsen system. We fiddled with some of the audio settings but it never quite lived up to its reputation. But in true Lexus fashion the front seats are comfortable, finished in supple leather and featuring heating, ventilation and power adjustment, plus memory for the driver. Step into the back and there's a comfortable second row, though it's not a class leader when it comes to sheer size. A small driveline hump eats into centre-seat legroom, but there are plenty of amenities: air vents, a fold-down armrest with cupholders, a 12V outlet, and two USB-C outlets, as well as bottle holders in the doors and map pockets on the seatbacks. Child seats can be secured using one of three top-tether or two ISOFIX anchor points. The rear bench splits and folds 60/40, increasing cargo space from 520 litres to 1141L. Under the boot floor you won't find a spare – just a tyre repair kit – but there's a series of compartments to contain your odds and ends. There are also netted sections on either side of the boot floor that can help stop your groceries and such from flying around. To see how the Lexus NX compares with its rivals, use our comparison tool If you want fuel economy this good in a mid-size premium SUV, it's this or an Audi Q5 diesel. Over a loop consisting of inner-city, suburban and highway driving, we averaged a thrifty 4.9 litres per 100km – 0.1L/100km better than the official combined claim. Last time we had this car, we saw fuel economy of 5.8L/100km over the course of a week. This time, it averaged a mere 5.3L/100km. To see how the Lexus NX compares with its rivals, use our comparison tool You might expect a Lexus to offer a plush ride, but the NX350h Sports Luxury doesn't deliver in this respect. Its ride quality is arguably let down by its use of larger (20-inch) alloy wheels than the Luxury, which features 18s, and the lack of adaptive dampers as seen in the F Sport. The result is a ride that feels stiff and lumpy, and on rougher surfaces it feels a bit unsettled. It also crashes over some bumps, and you'll feel a firm thwack on small potholes. Despite this, the NX350h Sports Luxury doesn't feel all that sporty, which makes the way it rides harder to overlook. It takes a moment to settle over some undulations, with a little bit of float felt. Mind you, the NX350h feels poised – if unexciting – when taken on a winding road. The steering is nicely weighted, but there isn't much in the way of feel. The NX350h doesn't sound all that sporty either, with a bit of a grumbly engine note as we've come to expect from four-cylinder Lexus models. At least it doesn't intrude too much into the cabin, with noise suppression expectedly good for a Lexus. That includes suppression of wind and tyre noise. The powertrain is the best part of the NX350h's dynamic package, and not just because of the terrific fuel economy it can achieve. There are smooth transitions between electric and petrol power, and the NX350h is able to run purely on electric power at low speeds with the petrol engine kicking in when you demand more. Tap the brakes and regenerative braking tops up the battery. The NX350h's driver assists work well. The lane-keep assist gently nudges you back into your lane without constantly feeling intrusive, while activating adaptive cruise control allows you to use Lane Tracing Assist. This is effectively a lane-centring aid, and it managed to keep us more centred than a guided meditation session. To see how the Lexus NX compares with its rivals, use our comparison tool The NX range is enormous, so let's zero in on the NX350h lineup specifically including our Sports Luxury tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: Option packages – or Enhancement Packs, in Lexus parlance – are available for NX350h models, but only those with all-wheel drive. That means if you opt for a front-wheel drive NX350h, you can't get equipment like a heated steering wheel, heated rear seats, and panoramic sunroof, even in the fancy Sports Luxury. The NX350h Luxury FWD also can't be brought up closer to the F Sport and Sports Luxury with equipment like a wireless phone charger and hands-free power tailgate. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX has a five-star safety rating from ANCAP, based on testing conducted in 2022. Standard safety equipment on NX350h models includes: Sports Luxury and F Sport trims also receive a surround-view camera. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty. NX buyers also get three years of free Lexus Encore access, which includes access to complimentary loan cars when you service your vehicle. To see how the Lexus NX compares with its rivals, use our comparison tool Among the sprawling Lexus NX range, the hybrid NX350h is the sweet spot in terms of performance, efficiency and price. The NX350h Sports Luxury, however, isn't the one to get. Those 20-inch wheels exact a toll on ride quality, and there's no adaptive suspension like in the F Sport. It's a shame as the ES sedan and larger RX crossover show how Lexus can take a shared Toyota platform and develop something that still has a plush ride. If you can live without some of the Sports Luxury's features, an NX350h Luxury is an appealing option that undercuts rivals while offering the solid feel and thrifty hybrid fuel economy expected of a Lexus. Otherwise, if you're happy to spend more at the pump, a GV70 gives you more standard kit and a more dynamic (and comfortable) drive. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from: NX Pros Lexus NX Cons Among mid-size premium SUVs available in Australia, the Lexus NX is outsold only by the electric Tesla Model Y. Launched in 2022, the second-generation NX has really resonated with Australian buyers, proving more popular than rivals from Audi, BMW and Mercedes-Benz. There's a sprawling range of NXs on offer, with a choice of front- or all-wheel drive, four powertrains (two petrols, one hybrid and one plug-in hybrid) and four trim levels (base, Luxury, F Sport and Sports Luxury). A hefty chunk of the NX range undercuts even the cheapest BMW X3 or Mercedes-Benz GLC, which along with the availability of a fuel-sipping hybrid goes some way to explaining the NX's superior sales performance in our market. Our tester was an NX350h Sports Luxury. Think of the Sports Luxury as one of the forks in the road you can take above the regular NX350h Luxury, with less of a sporty look than the F Sport but the same price tag. WATCH: Paul's video review on the 2022 Lexus NX350h F Sport Eagle-eyed readers will note this is the exact same vehicle I reviewed late in 2022. While it's not typical for vehicles to remain on press fleets for this long, there have been no changes of note to the NX since then. Besides, we're always in low-mileage examples, while this one had been broken in a bit more, giving us a chance to see how it felt after a couple of years of use. The NX hasn't changed since 2022, but have our feelings towards it changed? While it costs thousands less than even a base X3 or GLC, the NX350h Sports Luxury FWD is in turn undercut – if only by a few hundred dollars – by the entry-level Genesis GV70 which guzzles considerably more fuel but packs more features. To see how the Lexus NX compares with its rivals, use our comparison tool The NX's interior is thoroughly contemporary, which is both good (a substantial touchscreen) and not so good (smudge-prone gloss black trim slathered all over the centre stack and console). There are also gimmicky elements like e-latch doors, though these feel good to operate – pointless, but good. Material quality for the most part is excellent. The dash top, for example, is so soft and squidgy you could use it for a child's playground. There's soft-touch trim on the sides of the centre console, with hard plastic reserved only for the lowest reaches of the dash and doors. Unusually, for something that otherwise feels tight as a drum, the NX's indicator stalk snaps into place and feels particularly cheap. In my previous review, I noted the stalks felt well-damped, so is this wear and tear? There's some lovely wood trim on the doors. We would have liked to have seen more of this and less of the gloss black stuff, particularly given this is the most luxurious NX. The ambient lighting also elevates the cabin, though don't go expecting the multi-colour, Macau-at-night light shows of a Mercedes-Benz – Lexus keeps it simple. The 14-inch touchscreen runs Lexus' latest infotainment system, which is also the Toyota brand's – there are no unique graphics for Lexus. That means it'll be familiar to those upgrading from a Toyota, and it's still a huge step up from Lexus' last-generation infotainment with crisp, clear graphics and quick response times. There's a surround-view camera with a transparent chassis view. The camera resolution isn't as good as in, say, an X3 or GV70, but it's still decent. There's a head-up display, while the instruments comprise a pair of analogue gauges plus an 8.0-inch screen in the middle. The central circle theme harkens back to Lexus models like the LFA, though the washed-out blue look gives off 'older Lexus' vibes. On the steering wheel there are four arrow switches on each side, with pages buttons beneath them controlling what these do. The idea, surely, is to reduce the number of switches needed on the steering wheel, and you do get used to them. But while there are fewer buttons, it does feel like there are more button pushes required. Over on the right of the steering wheel you'll find a little cubby, as well as buttons for the trip computer and instrument cluster brightness adjustment. If you're looking for the camera button, it's sitting all alone next to the air-conditioning vents. Also, some functions like the heated seats can only be accessed via the touchscreen or through voice commands. At least Lexus has kept tactile knobs for temperature adjustment, even if other climate functions are now (anchored) on the touchscreen. Below the climate controls is a useless storage cubby, which sits above the wireless phone charger. This one doesn't even have a cover, while under the wireless phone charger you'll find another cubby which can be concealed. There's a fairly deep centre console bin, and the lid opens both ways. There are also bottle holders in the doors that fit 1L bottles. The Mark Levinson sound system is disappointing for a name-brand sound system, and isn't as good as, say, a Bang & Olufsen system. We fiddled with some of the audio settings but it never quite lived up to its reputation. But in true Lexus fashion the front seats are comfortable, finished in supple leather and featuring heating, ventilation and power adjustment, plus memory for the driver. Step into the back and there's a comfortable second row, though it's not a class leader when it comes to sheer size. A small driveline hump eats into centre-seat legroom, but there are plenty of amenities: air vents, a fold-down armrest with cupholders, a 12V outlet, and two USB-C outlets, as well as bottle holders in the doors and map pockets on the seatbacks. Child seats can be secured using one of three top-tether or two ISOFIX anchor points. The rear bench splits and folds 60/40, increasing cargo space from 520 litres to 1141L. Under the boot floor you won't find a spare – just a tyre repair kit – but there's a series of compartments to contain your odds and ends. There are also netted sections on either side of the boot floor that can help stop your groceries and such from flying around. To see how the Lexus NX compares with its rivals, use our comparison tool If you want fuel economy this good in a mid-size premium SUV, it's this or an Audi Q5 diesel. Over a loop consisting of inner-city, suburban and highway driving, we averaged a thrifty 4.9 litres per 100km – 0.1L/100km better than the official combined claim. Last time we had this car, we saw fuel economy of 5.8L/100km over the course of a week. This time, it averaged a mere 5.3L/100km. To see how the Lexus NX compares with its rivals, use our comparison tool You might expect a Lexus to offer a plush ride, but the NX350h Sports Luxury doesn't deliver in this respect. Its ride quality is arguably let down by its use of larger (20-inch) alloy wheels than the Luxury, which features 18s, and the lack of adaptive dampers as seen in the F Sport. The result is a ride that feels stiff and lumpy, and on rougher surfaces it feels a bit unsettled. It also crashes over some bumps, and you'll feel a firm thwack on small potholes. Despite this, the NX350h Sports Luxury doesn't feel all that sporty, which makes the way it rides harder to overlook. It takes a moment to settle over some undulations, with a little bit of float felt. Mind you, the NX350h feels poised – if unexciting – when taken on a winding road. The steering is nicely weighted, but there isn't much in the way of feel. The NX350h doesn't sound all that sporty either, with a bit of a grumbly engine note as we've come to expect from four-cylinder Lexus models. At least it doesn't intrude too much into the cabin, with noise suppression expectedly good for a Lexus. That includes suppression of wind and tyre noise. The powertrain is the best part of the NX350h's dynamic package, and not just because of the terrific fuel economy it can achieve. There are smooth transitions between electric and petrol power, and the NX350h is able to run purely on electric power at low speeds with the petrol engine kicking in when you demand more. Tap the brakes and regenerative braking tops up the battery. The NX350h's driver assists work well. The lane-keep assist gently nudges you back into your lane without constantly feeling intrusive, while activating adaptive cruise control allows you to use Lane Tracing Assist. This is effectively a lane-centring aid, and it managed to keep us more centred than a guided meditation session. To see how the Lexus NX compares with its rivals, use our comparison tool The NX range is enormous, so let's zero in on the NX350h lineup specifically including our Sports Luxury tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: Option packages – or Enhancement Packs, in Lexus parlance – are available for NX350h models, but only those with all-wheel drive. That means if you opt for a front-wheel drive NX350h, you can't get equipment like a heated steering wheel, heated rear seats, and panoramic sunroof, even in the fancy Sports Luxury. The NX350h Luxury FWD also can't be brought up closer to the F Sport and Sports Luxury with equipment like a wireless phone charger and hands-free power tailgate. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX has a five-star safety rating from ANCAP, based on testing conducted in 2022. Standard safety equipment on NX350h models includes: Sports Luxury and F Sport trims also receive a surround-view camera. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty. NX buyers also get three years of free Lexus Encore access, which includes access to complimentary loan cars when you service your vehicle. To see how the Lexus NX compares with its rivals, use our comparison tool Among the sprawling Lexus NX range, the hybrid NX350h is the sweet spot in terms of performance, efficiency and price. The NX350h Sports Luxury, however, isn't the one to get. Those 20-inch wheels exact a toll on ride quality, and there's no adaptive suspension like in the F Sport. It's a shame as the ES sedan and larger RX crossover show how Lexus can take a shared Toyota platform and develop something that still has a plush ride. If you can live without some of the Sports Luxury's features, an NX350h Luxury is an appealing option that undercuts rivals while offering the solid feel and thrifty hybrid fuel economy expected of a Lexus. Otherwise, if you're happy to spend more at the pump, a GV70 gives you more standard kit and a more dynamic (and comfortable) drive. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from: NX Pros Lexus NX Cons Among mid-size premium SUVs available in Australia, the Lexus NX is outsold only by the electric Tesla Model Y. Launched in 2022, the second-generation NX has really resonated with Australian buyers, proving more popular than rivals from Audi, BMW and Mercedes-Benz. There's a sprawling range of NXs on offer, with a choice of front- or all-wheel drive, four powertrains (two petrols, one hybrid and one plug-in hybrid) and four trim levels (base, Luxury, F Sport and Sports Luxury). A hefty chunk of the NX range undercuts even the cheapest BMW X3 or Mercedes-Benz GLC, which along with the availability of a fuel-sipping hybrid goes some way to explaining the NX's superior sales performance in our market. Our tester was an NX350h Sports Luxury. Think of the Sports Luxury as one of the forks in the road you can take above the regular NX350h Luxury, with less of a sporty look than the F Sport but the same price tag. WATCH: Paul's video review on the 2022 Lexus NX350h F Sport Eagle-eyed readers will note this is the exact same vehicle I reviewed late in 2022. While it's not typical for vehicles to remain on press fleets for this long, there have been no changes of note to the NX since then. Besides, we're always in low-mileage examples, while this one had been broken in a bit more, giving us a chance to see how it felt after a couple of years of use. The NX hasn't changed since 2022, but have our feelings towards it changed? While it costs thousands less than even a base X3 or GLC, the NX350h Sports Luxury FWD is in turn undercut – if only by a few hundred dollars – by the entry-level Genesis GV70 which guzzles considerably more fuel but packs more features. To see how the Lexus NX compares with its rivals, use our comparison tool The NX's interior is thoroughly contemporary, which is both good (a substantial touchscreen) and not so good (smudge-prone gloss black trim slathered all over the centre stack and console). There are also gimmicky elements like e-latch doors, though these feel good to operate – pointless, but good. Material quality for the most part is excellent. The dash top, for example, is so soft and squidgy you could use it for a child's playground. There's soft-touch trim on the sides of the centre console, with hard plastic reserved only for the lowest reaches of the dash and doors. Unusually, for something that otherwise feels tight as a drum, the NX's indicator stalk snaps into place and feels particularly cheap. In my previous review, I noted the stalks felt well-damped, so is this wear and tear? There's some lovely wood trim on the doors. We would have liked to have seen more of this and less of the gloss black stuff, particularly given this is the most luxurious NX. The ambient lighting also elevates the cabin, though don't go expecting the multi-colour, Macau-at-night light shows of a Mercedes-Benz – Lexus keeps it simple. The 14-inch touchscreen runs Lexus' latest infotainment system, which is also the Toyota brand's – there are no unique graphics for Lexus. That means it'll be familiar to those upgrading from a Toyota, and it's still a huge step up from Lexus' last-generation infotainment with crisp, clear graphics and quick response times. There's a surround-view camera with a transparent chassis view. The camera resolution isn't as good as in, say, an X3 or GV70, but it's still decent. There's a head-up display, while the instruments comprise a pair of analogue gauges plus an 8.0-inch screen in the middle. The central circle theme harkens back to Lexus models like the LFA, though the washed-out blue look gives off 'older Lexus' vibes. On the steering wheel there are four arrow switches on each side, with pages buttons beneath them controlling what these do. The idea, surely, is to reduce the number of switches needed on the steering wheel, and you do get used to them. But while there are fewer buttons, it does feel like there are more button pushes required. Over on the right of the steering wheel you'll find a little cubby, as well as buttons for the trip computer and instrument cluster brightness adjustment. If you're looking for the camera button, it's sitting all alone next to the air-conditioning vents. Also, some functions like the heated seats can only be accessed via the touchscreen or through voice commands. At least Lexus has kept tactile knobs for temperature adjustment, even if other climate functions are now (anchored) on the touchscreen. Below the climate controls is a useless storage cubby, which sits above the wireless phone charger. This one doesn't even have a cover, while under the wireless phone charger you'll find another cubby which can be concealed. There's a fairly deep centre console bin, and the lid opens both ways. There are also bottle holders in the doors that fit 1L bottles. The Mark Levinson sound system is disappointing for a name-brand sound system, and isn't as good as, say, a Bang & Olufsen system. We fiddled with some of the audio settings but it never quite lived up to its reputation. But in true Lexus fashion the front seats are comfortable, finished in supple leather and featuring heating, ventilation and power adjustment, plus memory for the driver. Step into the back and there's a comfortable second row, though it's not a class leader when it comes to sheer size. A small driveline hump eats into centre-seat legroom, but there are plenty of amenities: air vents, a fold-down armrest with cupholders, a 12V outlet, and two USB-C outlets, as well as bottle holders in the doors and map pockets on the seatbacks. Child seats can be secured using one of three top-tether or two ISOFIX anchor points. The rear bench splits and folds 60/40, increasing cargo space from 520 litres to 1141L. Under the boot floor you won't find a spare – just a tyre repair kit – but there's a series of compartments to contain your odds and ends. There are also netted sections on either side of the boot floor that can help stop your groceries and such from flying around. To see how the Lexus NX compares with its rivals, use our comparison tool If you want fuel economy this good in a mid-size premium SUV, it's this or an Audi Q5 diesel. Over a loop consisting of inner-city, suburban and highway driving, we averaged a thrifty 4.9 litres per 100km – 0.1L/100km better than the official combined claim. Last time we had this car, we saw fuel economy of 5.8L/100km over the course of a week. This time, it averaged a mere 5.3L/100km. To see how the Lexus NX compares with its rivals, use our comparison tool You might expect a Lexus to offer a plush ride, but the NX350h Sports Luxury doesn't deliver in this respect. Its ride quality is arguably let down by its use of larger (20-inch) alloy wheels than the Luxury, which features 18s, and the lack of adaptive dampers as seen in the F Sport. The result is a ride that feels stiff and lumpy, and on rougher surfaces it feels a bit unsettled. It also crashes over some bumps, and you'll feel a firm thwack on small potholes. Despite this, the NX350h Sports Luxury doesn't feel all that sporty, which makes the way it rides harder to overlook. It takes a moment to settle over some undulations, with a little bit of float felt. Mind you, the NX350h feels poised – if unexciting – when taken on a winding road. The steering is nicely weighted, but there isn't much in the way of feel. The NX350h doesn't sound all that sporty either, with a bit of a grumbly engine note as we've come to expect from four-cylinder Lexus models. At least it doesn't intrude too much into the cabin, with noise suppression expectedly good for a Lexus. That includes suppression of wind and tyre noise. The powertrain is the best part of the NX350h's dynamic package, and not just because of the terrific fuel economy it can achieve. There are smooth transitions between electric and petrol power, and the NX350h is able to run purely on electric power at low speeds with the petrol engine kicking in when you demand more. Tap the brakes and regenerative braking tops up the battery. The NX350h's driver assists work well. The lane-keep assist gently nudges you back into your lane without constantly feeling intrusive, while activating adaptive cruise control allows you to use Lane Tracing Assist. This is effectively a lane-centring aid, and it managed to keep us more centred than a guided meditation session. To see how the Lexus NX compares with its rivals, use our comparison tool The NX range is enormous, so let's zero in on the NX350h lineup specifically including our Sports Luxury tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: Option packages – or Enhancement Packs, in Lexus parlance – are available for NX350h models, but only those with all-wheel drive. That means if you opt for a front-wheel drive NX350h, you can't get equipment like a heated steering wheel, heated rear seats, and panoramic sunroof, even in the fancy Sports Luxury. The NX350h Luxury FWD also can't be brought up closer to the F Sport and Sports Luxury with equipment like a wireless phone charger and hands-free power tailgate. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX has a five-star safety rating from ANCAP, based on testing conducted in 2022. Standard safety equipment on NX350h models includes: Sports Luxury and F Sport trims also receive a surround-view camera. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty. NX buyers also get three years of free Lexus Encore access, which includes access to complimentary loan cars when you service your vehicle. To see how the Lexus NX compares with its rivals, use our comparison tool Among the sprawling Lexus NX range, the hybrid NX350h is the sweet spot in terms of performance, efficiency and price. The NX350h Sports Luxury, however, isn't the one to get. Those 20-inch wheels exact a toll on ride quality, and there's no adaptive suspension like in the F Sport. It's a shame as the ES sedan and larger RX crossover show how Lexus can take a shared Toyota platform and develop something that still has a plush ride. If you can live without some of the Sports Luxury's features, an NX350h Luxury is an appealing option that undercuts rivals while offering the solid feel and thrifty hybrid fuel economy expected of a Lexus. Otherwise, if you're happy to spend more at the pump, a GV70 gives you more standard kit and a more dynamic (and comfortable) drive. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from: NX Pros Lexus NX Cons Among mid-size premium SUVs available in Australia, the Lexus NX is outsold only by the electric Tesla Model Y. Launched in 2022, the second-generation NX has really resonated with Australian buyers, proving more popular than rivals from Audi, BMW and Mercedes-Benz. There's a sprawling range of NXs on offer, with a choice of front- or all-wheel drive, four powertrains (two petrols, one hybrid and one plug-in hybrid) and four trim levels (base, Luxury, F Sport and Sports Luxury). A hefty chunk of the NX range undercuts even the cheapest BMW X3 or Mercedes-Benz GLC, which along with the availability of a fuel-sipping hybrid goes some way to explaining the NX's superior sales performance in our market. Our tester was an NX350h Sports Luxury. Think of the Sports Luxury as one of the forks in the road you can take above the regular NX350h Luxury, with less of a sporty look than the F Sport but the same price tag. WATCH: Paul's video review on the 2022 Lexus NX350h F Sport Eagle-eyed readers will note this is the exact same vehicle I reviewed late in 2022. While it's not typical for vehicles to remain on press fleets for this long, there have been no changes of note to the NX since then. Besides, we're always in low-mileage examples, while this one had been broken in a bit more, giving us a chance to see how it felt after a couple of years of use. The NX hasn't changed since 2022, but have our feelings towards it changed? While it costs thousands less than even a base X3 or GLC, the NX350h Sports Luxury FWD is in turn undercut – if only by a few hundred dollars – by the entry-level Genesis GV70 which guzzles considerably more fuel but packs more features. To see how the Lexus NX compares with its rivals, use our comparison tool The NX's interior is thoroughly contemporary, which is both good (a substantial touchscreen) and not so good (smudge-prone gloss black trim slathered all over the centre stack and console). There are also gimmicky elements like e-latch doors, though these feel good to operate – pointless, but good. Material quality for the most part is excellent. The dash top, for example, is so soft and squidgy you could use it for a child's playground. There's soft-touch trim on the sides of the centre console, with hard plastic reserved only for the lowest reaches of the dash and doors. Unusually, for something that otherwise feels tight as a drum, the NX's indicator stalk snaps into place and feels particularly cheap. In my previous review, I noted the stalks felt well-damped, so is this wear and tear? There's some lovely wood trim on the doors. We would have liked to have seen more of this and less of the gloss black stuff, particularly given this is the most luxurious NX. The ambient lighting also elevates the cabin, though don't go expecting the multi-colour, Macau-at-night light shows of a Mercedes-Benz – Lexus keeps it simple. The 14-inch touchscreen runs Lexus' latest infotainment system, which is also the Toyota brand's – there are no unique graphics for Lexus. That means it'll be familiar to those upgrading from a Toyota, and it's still a huge step up from Lexus' last-generation infotainment with crisp, clear graphics and quick response times. There's a surround-view camera with a transparent chassis view. The camera resolution isn't as good as in, say, an X3 or GV70, but it's still decent. There's a head-up display, while the instruments comprise a pair of analogue gauges plus an 8.0-inch screen in the middle. The central circle theme harkens back to Lexus models like the LFA, though the washed-out blue look gives off 'older Lexus' vibes. On the steering wheel there are four arrow switches on each side, with pages buttons beneath them controlling what these do. The idea, surely, is to reduce the number of switches needed on the steering wheel, and you do get used to them. But while there are fewer buttons, it does feel like there are more button pushes required. Over on the right of the steering wheel you'll find a little cubby, as well as buttons for the trip computer and instrument cluster brightness adjustment. If you're looking for the camera button, it's sitting all alone next to the air-conditioning vents. Also, some functions like the heated seats can only be accessed via the touchscreen or through voice commands. At least Lexus has kept tactile knobs for temperature adjustment, even if other climate functions are now (anchored) on the touchscreen. Below the climate controls is a useless storage cubby, which sits above the wireless phone charger. This one doesn't even have a cover, while under the wireless phone charger you'll find another cubby which can be concealed. There's a fairly deep centre console bin, and the lid opens both ways. There are also bottle holders in the doors that fit 1L bottles. The Mark Levinson sound system is disappointing for a name-brand sound system, and isn't as good as, say, a Bang & Olufsen system. We fiddled with some of the audio settings but it never quite lived up to its reputation. But in true Lexus fashion the front seats are comfortable, finished in supple leather and featuring heating, ventilation and power adjustment, plus memory for the driver. Step into the back and there's a comfortable second row, though it's not a class leader when it comes to sheer size. A small driveline hump eats into centre-seat legroom, but there are plenty of amenities: air vents, a fold-down armrest with cupholders, a 12V outlet, and two USB-C outlets, as well as bottle holders in the doors and map pockets on the seatbacks. Child seats can be secured using one of three top-tether or two ISOFIX anchor points. The rear bench splits and folds 60/40, increasing cargo space from 520 litres to 1141L. Under the boot floor you won't find a spare – just a tyre repair kit – but there's a series of compartments to contain your odds and ends. There are also netted sections on either side of the boot floor that can help stop your groceries and such from flying around. To see how the Lexus NX compares with its rivals, use our comparison tool If you want fuel economy this good in a mid-size premium SUV, it's this or an Audi Q5 diesel. Over a loop consisting of inner-city, suburban and highway driving, we averaged a thrifty 4.9 litres per 100km – 0.1L/100km better than the official combined claim. Last time we had this car, we saw fuel economy of 5.8L/100km over the course of a week. This time, it averaged a mere 5.3L/100km. To see how the Lexus NX compares with its rivals, use our comparison tool You might expect a Lexus to offer a plush ride, but the NX350h Sports Luxury doesn't deliver in this respect. Its ride quality is arguably let down by its use of larger (20-inch) alloy wheels than the Luxury, which features 18s, and the lack of adaptive dampers as seen in the F Sport. The result is a ride that feels stiff and lumpy, and on rougher surfaces it feels a bit unsettled. It also crashes over some bumps, and you'll feel a firm thwack on small potholes. Despite this, the NX350h Sports Luxury doesn't feel all that sporty, which makes the way it rides harder to overlook. It takes a moment to settle over some undulations, with a little bit of float felt. Mind you, the NX350h feels poised – if unexciting – when taken on a winding road. The steering is nicely weighted, but there isn't much in the way of feel. The NX350h doesn't sound all that sporty either, with a bit of a grumbly engine note as we've come to expect from four-cylinder Lexus models. At least it doesn't intrude too much into the cabin, with noise suppression expectedly good for a Lexus. That includes suppression of wind and tyre noise. The powertrain is the best part of the NX350h's dynamic package, and not just because of the terrific fuel economy it can achieve. There are smooth transitions between electric and petrol power, and the NX350h is able to run purely on electric power at low speeds with the petrol engine kicking in when you demand more. Tap the brakes and regenerative braking tops up the battery. The NX350h's driver assists work well. The lane-keep assist gently nudges you back into your lane without constantly feeling intrusive, while activating adaptive cruise control allows you to use Lane Tracing Assist. This is effectively a lane-centring aid, and it managed to keep us more centred than a guided meditation session. To see how the Lexus NX compares with its rivals, use our comparison tool The NX range is enormous, so let's zero in on the NX350h lineup specifically including our Sports Luxury tester. 2025 Lexus NX350h Luxury equipment highlights: Over the Luxury, the Sports Luxury adds: Over the Luxury, the F Sport adds: Option packages – or Enhancement Packs, in Lexus parlance – are available for NX350h models, but only those with all-wheel drive. That means if you opt for a front-wheel drive NX350h, you can't get equipment like a heated steering wheel, heated rear seats, and panoramic sunroof, even in the fancy Sports Luxury. The NX350h Luxury FWD also can't be brought up closer to the F Sport and Sports Luxury with equipment like a wireless phone charger and hands-free power tailgate. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX has a five-star safety rating from ANCAP, based on testing conducted in 2022. Standard safety equipment on NX350h models includes: Sports Luxury and F Sport trims also receive a surround-view camera. To see how the Lexus NX compares with its rivals, use our comparison tool The Lexus NX is covered by a five-year, unlimited-kilometre warranty. NX buyers also get three years of free Lexus Encore access, which includes access to complimentary loan cars when you service your vehicle. To see how the Lexus NX compares with its rivals, use our comparison tool Among the sprawling Lexus NX range, the hybrid NX350h is the sweet spot in terms of performance, efficiency and price. The NX350h Sports Luxury, however, isn't the one to get. Those 20-inch wheels exact a toll on ride quality, and there's no adaptive suspension like in the F Sport. It's a shame as the ES sedan and larger RX crossover show how Lexus can take a shared Toyota platform and develop something that still has a plush ride. If you can live without some of the Sports Luxury's features, an NX350h Luxury is an appealing option that undercuts rivals while offering the solid feel and thrifty hybrid fuel economy expected of a Lexus. Otherwise, if you're happy to spend more at the pump, a GV70 gives you more standard kit and a more dynamic (and comfortable) drive. CarExpert can save you thousands on a new Lexus NX. Click here to get a great Explore the Lexus NX showroom Content originally sourced from:
The Advertiser
16 hours ago
- The Advertiser
Australian drivers are turning off 'annoying' safety systems, study shows
Australian drivers are ditching safety systems they find "annoying", "distracting" and "too sensitive" – despite knowing they bring real-world benefits – according to a new report from insurance company, AAMI. The company's latest annual Crash Index, which surveyed more than 480,000 AAMI insurance claimants over the past 12 months, revealed almost one in five drivers nationwide admitted to turning off some of their vehicle's advanced driver assistance systems (ADAS). That's despite 59 per cent of them agreeing that ADAS functions improved road safety and reduced the number – and severity – of crashes. "In-car safety features aren't just gadgets, they're designed to help protect us and make our roads safer," said AAMI motor prevention manager Mary Kennedy in a statement. "We should be embracing these features, not turning them off." CarExpert can save you thousands on a new car. Click here to get a great deal. Of those who said they switched off safety systems, the function most often deactivated was lane departure warning/lane keeping, with 45 per cent admitting it was the first ADAS to be deactivated. Adaptive/radar cruise control was the next most turned-off safety aid, with 17 per cent of drivers who had turned off a feature admitting to avoiding its use. The most common reason for turning off the systems was that they were "annoying" or "distracting", with 69 per cent of drivers surveyed saying this led them to deactivating them. In 2023, Euro NCAP said it would work with automakers to minimise ADAS "noise pollution" and the "more annoying features of these technologies". "As much as it is a challenge to insist that manufacturers fit the latest safety technologies, the real challenge lies in convincing consumers of their necessity," Euro NCAP secretary general Michiel van Ratingen said in a statement. "There is a worrying trend of media and social channels encouraging drivers 'to turn them off'." Earlier this year, Chinese brand Leapmotor recalibrated some ADAS functions in the first model it released in Australia, the C10 mid-size electrified SUV, following media and customer criticism that its systems were too sensitive. The C10 has a five-star ANCAP rating and comes with lane-keep assist, emergency lane-keep assist and adaptive cruise control as standard. "Certainly, the feedback from very, very early on about the sensitivity of the ADAS has been one of the things that we continually work on," Leapmotor Australia boss Andy Hoang told Car Expert. Likewise, software in the Mitsubishi Triton dual-cab ute was updated in 2024 to reduce the sensitivity of its driver monitoring system. The AAMI research mirrors similar research conducted overseas, including a 2025 report by British consumer website Which? that showed more than half of drivers surveyed in the UK switched off safety systems. "We're looking at what is the safest, most insurable vehicle, rather than which one gives the least number of false interventions and the best driving comfort," Yousif Al-Ani, principal engineer for Thatcham Research, which assesses risk for insurance companies, told Which?. "Often, we have issues because those are two conflicting goals. In other words, a car that has ADAS set up to intervene sooner is inherently more insurable, but also more annoying to drive." In the UK, lane-keeping systems were the second most turned-off feature behind speed assist, which combines speed sign recognition and adaptive cruise control to adjust vehicle speed to the posted limit – when it works. Alarmingly, 34 per cent of UK drivers and 16 per cent of Australian drivers admitted to turning off automatic emergency braking (AEB). Proven to reduce incidents and injuries, AEB has been mandatory for all new cars sold in Australia since March 2025. A study conducted in the US by the Partnership for Analytics Research in Traffic Safety (PARTS) showed AEB contributed to a 46 per cent reduction in the number of rear-end crashes. It also showed that AEB systems with pedestrian detection reduced collisions with vulnerable road users by nine per cent. An earlier study showed that when AEB is paired with forward collision warning, the likelihood of motorists suffering injury in a collision fell by 53 per cent. MORE: How autonomous is my car? Levels of self-driving explained MORE: These are the safest cars tested by ANCAP in 2024 MORE: Yes, this safety tech has really reduced car crashes Content originally sourced from: Australian drivers are ditching safety systems they find "annoying", "distracting" and "too sensitive" – despite knowing they bring real-world benefits – according to a new report from insurance company, AAMI. The company's latest annual Crash Index, which surveyed more than 480,000 AAMI insurance claimants over the past 12 months, revealed almost one in five drivers nationwide admitted to turning off some of their vehicle's advanced driver assistance systems (ADAS). That's despite 59 per cent of them agreeing that ADAS functions improved road safety and reduced the number – and severity – of crashes. "In-car safety features aren't just gadgets, they're designed to help protect us and make our roads safer," said AAMI motor prevention manager Mary Kennedy in a statement. "We should be embracing these features, not turning them off." CarExpert can save you thousands on a new car. Click here to get a great deal. Of those who said they switched off safety systems, the function most often deactivated was lane departure warning/lane keeping, with 45 per cent admitting it was the first ADAS to be deactivated. Adaptive/radar cruise control was the next most turned-off safety aid, with 17 per cent of drivers who had turned off a feature admitting to avoiding its use. The most common reason for turning off the systems was that they were "annoying" or "distracting", with 69 per cent of drivers surveyed saying this led them to deactivating them. In 2023, Euro NCAP said it would work with automakers to minimise ADAS "noise pollution" and the "more annoying features of these technologies". "As much as it is a challenge to insist that manufacturers fit the latest safety technologies, the real challenge lies in convincing consumers of their necessity," Euro NCAP secretary general Michiel van Ratingen said in a statement. "There is a worrying trend of media and social channels encouraging drivers 'to turn them off'." Earlier this year, Chinese brand Leapmotor recalibrated some ADAS functions in the first model it released in Australia, the C10 mid-size electrified SUV, following media and customer criticism that its systems were too sensitive. The C10 has a five-star ANCAP rating and comes with lane-keep assist, emergency lane-keep assist and adaptive cruise control as standard. "Certainly, the feedback from very, very early on about the sensitivity of the ADAS has been one of the things that we continually work on," Leapmotor Australia boss Andy Hoang told Car Expert. Likewise, software in the Mitsubishi Triton dual-cab ute was updated in 2024 to reduce the sensitivity of its driver monitoring system. The AAMI research mirrors similar research conducted overseas, including a 2025 report by British consumer website Which? that showed more than half of drivers surveyed in the UK switched off safety systems. "We're looking at what is the safest, most insurable vehicle, rather than which one gives the least number of false interventions and the best driving comfort," Yousif Al-Ani, principal engineer for Thatcham Research, which assesses risk for insurance companies, told Which?. "Often, we have issues because those are two conflicting goals. In other words, a car that has ADAS set up to intervene sooner is inherently more insurable, but also more annoying to drive." In the UK, lane-keeping systems were the second most turned-off feature behind speed assist, which combines speed sign recognition and adaptive cruise control to adjust vehicle speed to the posted limit – when it works. Alarmingly, 34 per cent of UK drivers and 16 per cent of Australian drivers admitted to turning off automatic emergency braking (AEB). Proven to reduce incidents and injuries, AEB has been mandatory for all new cars sold in Australia since March 2025. A study conducted in the US by the Partnership for Analytics Research in Traffic Safety (PARTS) showed AEB contributed to a 46 per cent reduction in the number of rear-end crashes. It also showed that AEB systems with pedestrian detection reduced collisions with vulnerable road users by nine per cent. An earlier study showed that when AEB is paired with forward collision warning, the likelihood of motorists suffering injury in a collision fell by 53 per cent. MORE: How autonomous is my car? Levels of self-driving explained MORE: These are the safest cars tested by ANCAP in 2024 MORE: Yes, this safety tech has really reduced car crashes Content originally sourced from: Australian drivers are ditching safety systems they find "annoying", "distracting" and "too sensitive" – despite knowing they bring real-world benefits – according to a new report from insurance company, AAMI. The company's latest annual Crash Index, which surveyed more than 480,000 AAMI insurance claimants over the past 12 months, revealed almost one in five drivers nationwide admitted to turning off some of their vehicle's advanced driver assistance systems (ADAS). That's despite 59 per cent of them agreeing that ADAS functions improved road safety and reduced the number – and severity – of crashes. "In-car safety features aren't just gadgets, they're designed to help protect us and make our roads safer," said AAMI motor prevention manager Mary Kennedy in a statement. "We should be embracing these features, not turning them off." CarExpert can save you thousands on a new car. Click here to get a great deal. Of those who said they switched off safety systems, the function most often deactivated was lane departure warning/lane keeping, with 45 per cent admitting it was the first ADAS to be deactivated. Adaptive/radar cruise control was the next most turned-off safety aid, with 17 per cent of drivers who had turned off a feature admitting to avoiding its use. The most common reason for turning off the systems was that they were "annoying" or "distracting", with 69 per cent of drivers surveyed saying this led them to deactivating them. In 2023, Euro NCAP said it would work with automakers to minimise ADAS "noise pollution" and the "more annoying features of these technologies". "As much as it is a challenge to insist that manufacturers fit the latest safety technologies, the real challenge lies in convincing consumers of their necessity," Euro NCAP secretary general Michiel van Ratingen said in a statement. "There is a worrying trend of media and social channels encouraging drivers 'to turn them off'." Earlier this year, Chinese brand Leapmotor recalibrated some ADAS functions in the first model it released in Australia, the C10 mid-size electrified SUV, following media and customer criticism that its systems were too sensitive. The C10 has a five-star ANCAP rating and comes with lane-keep assist, emergency lane-keep assist and adaptive cruise control as standard. "Certainly, the feedback from very, very early on about the sensitivity of the ADAS has been one of the things that we continually work on," Leapmotor Australia boss Andy Hoang told Car Expert. Likewise, software in the Mitsubishi Triton dual-cab ute was updated in 2024 to reduce the sensitivity of its driver monitoring system. The AAMI research mirrors similar research conducted overseas, including a 2025 report by British consumer website Which? that showed more than half of drivers surveyed in the UK switched off safety systems. "We're looking at what is the safest, most insurable vehicle, rather than which one gives the least number of false interventions and the best driving comfort," Yousif Al-Ani, principal engineer for Thatcham Research, which assesses risk for insurance companies, told Which?. "Often, we have issues because those are two conflicting goals. In other words, a car that has ADAS set up to intervene sooner is inherently more insurable, but also more annoying to drive." In the UK, lane-keeping systems were the second most turned-off feature behind speed assist, which combines speed sign recognition and adaptive cruise control to adjust vehicle speed to the posted limit – when it works. Alarmingly, 34 per cent of UK drivers and 16 per cent of Australian drivers admitted to turning off automatic emergency braking (AEB). Proven to reduce incidents and injuries, AEB has been mandatory for all new cars sold in Australia since March 2025. A study conducted in the US by the Partnership for Analytics Research in Traffic Safety (PARTS) showed AEB contributed to a 46 per cent reduction in the number of rear-end crashes. It also showed that AEB systems with pedestrian detection reduced collisions with vulnerable road users by nine per cent. An earlier study showed that when AEB is paired with forward collision warning, the likelihood of motorists suffering injury in a collision fell by 53 per cent. MORE: How autonomous is my car? Levels of self-driving explained MORE: These are the safest cars tested by ANCAP in 2024 MORE: Yes, this safety tech has really reduced car crashes Content originally sourced from: Australian drivers are ditching safety systems they find "annoying", "distracting" and "too sensitive" – despite knowing they bring real-world benefits – according to a new report from insurance company, AAMI. The company's latest annual Crash Index, which surveyed more than 480,000 AAMI insurance claimants over the past 12 months, revealed almost one in five drivers nationwide admitted to turning off some of their vehicle's advanced driver assistance systems (ADAS). That's despite 59 per cent of them agreeing that ADAS functions improved road safety and reduced the number – and severity – of crashes. "In-car safety features aren't just gadgets, they're designed to help protect us and make our roads safer," said AAMI motor prevention manager Mary Kennedy in a statement. "We should be embracing these features, not turning them off." CarExpert can save you thousands on a new car. Click here to get a great deal. Of those who said they switched off safety systems, the function most often deactivated was lane departure warning/lane keeping, with 45 per cent admitting it was the first ADAS to be deactivated. Adaptive/radar cruise control was the next most turned-off safety aid, with 17 per cent of drivers who had turned off a feature admitting to avoiding its use. The most common reason for turning off the systems was that they were "annoying" or "distracting", with 69 per cent of drivers surveyed saying this led them to deactivating them. In 2023, Euro NCAP said it would work with automakers to minimise ADAS "noise pollution" and the "more annoying features of these technologies". "As much as it is a challenge to insist that manufacturers fit the latest safety technologies, the real challenge lies in convincing consumers of their necessity," Euro NCAP secretary general Michiel van Ratingen said in a statement. "There is a worrying trend of media and social channels encouraging drivers 'to turn them off'." Earlier this year, Chinese brand Leapmotor recalibrated some ADAS functions in the first model it released in Australia, the C10 mid-size electrified SUV, following media and customer criticism that its systems were too sensitive. The C10 has a five-star ANCAP rating and comes with lane-keep assist, emergency lane-keep assist and adaptive cruise control as standard. "Certainly, the feedback from very, very early on about the sensitivity of the ADAS has been one of the things that we continually work on," Leapmotor Australia boss Andy Hoang told Car Expert. Likewise, software in the Mitsubishi Triton dual-cab ute was updated in 2024 to reduce the sensitivity of its driver monitoring system. The AAMI research mirrors similar research conducted overseas, including a 2025 report by British consumer website Which? that showed more than half of drivers surveyed in the UK switched off safety systems. "We're looking at what is the safest, most insurable vehicle, rather than which one gives the least number of false interventions and the best driving comfort," Yousif Al-Ani, principal engineer for Thatcham Research, which assesses risk for insurance companies, told Which?. "Often, we have issues because those are two conflicting goals. In other words, a car that has ADAS set up to intervene sooner is inherently more insurable, but also more annoying to drive." In the UK, lane-keeping systems were the second most turned-off feature behind speed assist, which combines speed sign recognition and adaptive cruise control to adjust vehicle speed to the posted limit – when it works. Alarmingly, 34 per cent of UK drivers and 16 per cent of Australian drivers admitted to turning off automatic emergency braking (AEB). Proven to reduce incidents and injuries, AEB has been mandatory for all new cars sold in Australia since March 2025. A study conducted in the US by the Partnership for Analytics Research in Traffic Safety (PARTS) showed AEB contributed to a 46 per cent reduction in the number of rear-end crashes. It also showed that AEB systems with pedestrian detection reduced collisions with vulnerable road users by nine per cent. An earlier study showed that when AEB is paired with forward collision warning, the likelihood of motorists suffering injury in a collision fell by 53 per cent. MORE: How autonomous is my car? Levels of self-driving explained MORE: These are the safest cars tested by ANCAP in 2024 MORE: Yes, this safety tech has really reduced car crashes Content originally sourced from:
7NEWS
a day ago
- 7NEWS
MG 4 EV Urban: New trademark leaves door open for second electric hatch
The MG 4 isn't going anywhere, says MG Motor Australia, but it could be joined by a newer electric hatch. In late June, MG parent SAIC Motor applied to trademark the name MG 4 EV Urban with IP Australia. Such a name would be a fairly logical choice for an electric hatch MG recently revealed wearing the MG 4 nameplate, distinguishing it from the existing MG 4 that the company's local arm says isn't being discontinued. MG wouldn't confirm whether the new electric hatch had been locked in for Australian release, nor whether it could wear the MG 4 EV Urban nameplate. CarExpert can save you thousands on a new MG 4. Click here to get a great deal. 'MG regularly trademarks names for potential future vehicles. As we continue to expand our range in Australia, It's important to maintain flexibility,' an MG Motor Australia spokesperson told CarExpert. 'No decision has been made to use this name in Australia. 'The current MG 4 is not going anywhere and no decision has been made yet on the alternate model,' the spokesperson added, when asked whether the company had locked in the new electric hatch for our market. It's worth noting that of the MG trademarks SAIC Motor has filed over the past five years, all bar one – the QS Plug-in Hybrid – has subsequently appeared on a vehicle in local showrooms. When the new MG 4 was revealed in March, MG Motor Australia said it was 'reviewing this new model and considering it for the Australian market' – something it says is still the case – and that should it come here, it wouldn't replace the current model. The spokesperson also noted the new car, despite being revealed wearing the MG 4 nameplate, rides on a different platform from the existing MG 4 which uses the rear/all-wheel drive Modular Scalable Platform shared with the MG S5 EV crossover SUV. When it first revealed the new MG 4, MG didn't show off its interior or detail any specifications. Instead, it simply said it was the brand's first global model of 2025. Subsequently, MG general manager Chen Cui has confirmed the MG 4 will become 'the world's first mass-produced semi-solid-state battery vehicle', featuring only five per cent liquid electrolyte, according to remarks published by Car News China. Short video clips published on Chinese social media have also shown off a minimalist interior in a shade of beige, featuring a large and free-standing landscape-oriented touchscreen and digital instrument cluster. A single row of buttons sits below the touchscreen, while in China at least it'll offer MG's new 'cockpit system' developed with smartphone brand Oppo but also supporting Huawei and Apple devices, allowingvoice-activated commands, gesture-based navigation and smartphone mirroring. It will reveal more about the vehicle at its official Chinese launch on August 5, 2025, ahead of Chinese sales commencing in September. In China, it'll reportedly be priced to take on the BYD Dolphin directly. A Chinese Ministry of Industry and Information Technology (MIIT) filing, shared by Car News China, revealed the new MG 4 measures 4395mm long, 1842mm wide and 1551mm tall on a 2750mm wheelbase. That makes it 108mm longer, 6mm wider and up to 47mm taller than the current MG 4, on a 45mm longer wheelbase. Technical specifications in the filing are reportedly limited, though a single electric powertrain with a rear-mounted 120kW electric motor is listed, along with a kerb weight of 1485kg. The new hatch uses a 70kWh lithium iron phosphate (LFP) battery. Despite featuring a front bumper and tail-lights inspired by the Cyberster, the new hatch is much more softly styled than the existing MG 4 which is no longer offered in China but remains popular in markets such as Australia and Europe. The softer styling is complemented by new pastel green and purple exterior finishes, though MG has also shown off a bright red MG 4 on Weibo with black stripes. The current MG 4 may not have been a hit in China, but in the first half of 2025 it was Australia's fifth best-selling EV. MG delivered 2268 examples, well ahead of the rival BYD Dolphin (1337) despite a sales drop of 18.2 per cent from the same period last year.
