With the future looking determinedly electric, is there even a place for plug-in hybrid cars? Of course there is.

MG HS PHEV

Price: $52,990

Powertrain and economy: 1.5-litre turbocharged petrol and single 90kW/230Nm electric motor, total output 189kW/370Nm, 10-speed transmission, optimal economy 1.7L/100km, CO2 39g/km.
Vital statistics: 4574mm long, 1876mm wide, 1685mm high, 2720mm wheelbase, luggage capacity 451-1275 litres, 18-inch alloy wheels.

We like: Strongly positioned to appeal to price-conscious first-time adopters to plug-in technology, roomy and practical.

Not so much: Infotainment system, abrupt EV-petrol transition.

Lexus NX 450H + F-Sport

Price: $107,900

Powertrain and economy: 2.5-litre turbocharged petrol and dual motors, engine output 136kW/227Nm; total output 227kW; e-constantly variable transmission, optimal economy 1.4L/100km, CO2 31g/km.
Vital statistics: 4660mm long, 1865mm wide, 1640mm high, 2689mm wheelbase, luggage capacity 520/1411 litres, 20-inch alloy wheels.

We like: Seamless PHEV technology, driving mannerisms, new infotainment.

Not so much: Door releases.

BETTER or worse than full electric, advantaged or otherwise over pure petrol, a transition tech that’s too complex, once expended you’re just hauling a load of dead weight.

Plug-in hybrid cars; the Malcolm in the middle span across two technologies and not quite fully engaged to either. Remind me again, what’s the advantage?

Drive one and you’re likely to hear all these thoughts and much more. Having a fossil fuelled engine in marriage to a mains-replenished battery-fed motor ostensibly means one foot in the past and the other in the future, each inextricably. It’s not a long-term solution, more a patch. A fleeting concept, likely to be reminisced about – perhaps within a few years from now - like compact discs, walkmans and video players.

Some countries already want to start weaning off PHEVs. European politicians have designed harsh carbon dioxide emissions rules to force manufacturers to phase them out. EV diehards, meantime, love to decry them as “fake electric vehicles”.

For all this, there’s valid reason why Kiwi affection for PHEV and plain hybrid, which also combine an engine and battery to maximise economy and performance, but allow very little battery-only range (nothing like the 50-80kms’s electric drive generally delivered by a PHEV), can be considered relevant.

In as much as it has always been easy to criticise PHEVs for the compromises inherent in lugging around two powertrains at once, the logic for having battery power for all your local needs and a traditional motor for long distances and to banish range anxiety is not a bad one for the NZ motoring environment. We’re still a long way from the point at which 100 percent EVs are suitable for everybody and the charging infrastructure, while geographically strong, is imperfect.

The two cars on test today are box tick pricing at either end of the medium five-seater crossover provision.

The Lexus NX 450h Plus F-Sport is just slightly larger than the MG HS PHEV, yet is far more powerful and patently more plush – which factors into it being slightly more than double the spend: $107,900 being asked.

The gap widens more after MG buyers see Government’s cheque arrive. The clean car rebate for the MG slims its sticker by $5750. Just $47,240 on the road makes it a strong candidate for crowning as PHEV value king.

Regardless of outlay, both show considerable promise to inexpensive in-garage additions when it comes to feeding habit. It’s accepted fact that, when running optimally, hybrids are lean machines; offering opportunity, in urban use particularly, to access a serious amount of electric-only driving.  

Both these cars lived up to that reputation. But what impressed equally was how reluctant they were to draw deeply into their fuel reserves in distance driving at open road speeds. To point of surprise. Manufacturers can be their own worst enemies with ridiculous claims for PHEV fuel consumption, often through making incredibly arbitrary assumptions about driving styles and speeds. But hand-on-heart, both these cars were goodies.

The Lexus departed this test as the most economical PHEV ever taken on a 320km route I now use for this tech type; showing a genuine 5.5 litres per 100km overall from a there-and-back journey which saw the first half acquitted in ‘hybrid vehicle mode’ and the second in an ‘automatic’ setting. The MG wasn’t quite as saintly, but it seemed to also be putting credible effort into saving the planet, with 6.2 L/100km registering on the same jaunt. 

Around town, when electric was favoured, they were far thriftier; both showing considerable desire to prioritise battery draw. 

MG HS PHEV

RELATIVELY modest dimensioned and yet the biggest car the Chinese-owned British brand presently offers, this vague lookalike for the previous generation Mitsubishi Outlander is very different from MG's famous sports cars and also takes an alternate approach than the marque’s most popular local choice, the slightly smaller – but also five seat - all-electric ZS SUV.

Some of China’s car brands like to sort out their tech on home turf and then send it into overseas once the wrinkles are ironed out. The HS didn’t take that path. It’s MG’s first plug-in hybrid and was straight away into an export programme.

Good news is that there’s no mis-placed confidence with that strategy. The car is a bit quirky, yes, but the overall experience is straightforward. One likeable aspect is its simplicity; if you fear being baffled by this tech, here’s the perfect car. The logics are straightforward and it requires less hands-on involvement than some; there are no drive modes or paddles, only an EV button to prioritise electric drive.

That’s not necessarily going to be agreeable to deep-dive geeks, but for those who just want to get on and drive and avoid having to spend ages thumbing through a handbook, it’s no bad idea.

The drivetrain combines the 1.5-litre turbocharged petrol from the normal HS, which has 119kW and 250Nm, with a motor that outputs 90kW and 230Nm. It draws power from a 16.6kWh battery and drive is through the front wheels.

In ideal circumstances, it defaults to electric on start up then regresses to engine involvement as and when it decides, unless you purpose hold it into electric, in which case it stays there no matter how hard you press the throttle. I’d been warned by a previous driver that, on cold mornings, you find it will kick the engine into play at idle, presumably to warm up the battery. Sure enough, this happened on for a frosty start.

MG quotes the system total as 189kW and 370Nm; that’s a healthy output though, in truth, the car doesn’t feel that muscled in operation. Yes, it’s responsive enough but you have to work it quite hard to make it feel like it’s got that much power. Emphasis on it being more about Green responsibility than go-go-go likely won’t rile buyers in it for the cost-saving. In any event gentle use is required for coming close to the claimed optimals of 1.7L/100km consumption and 39 grams per kilometre CO2 output.

MG claims a 63km pure electric range but in my use it was more in the mid-50s in the EV mode. A heavy right foot? I’d say the return I witnessed is realistic. The brand’s data is from using the NEDC test cycle that is now outdated rather than the more contemporary “real world” WLTP regime. The latter cites 52km range; still enough to run it all day on electric if you live in an urban setting and generally tackling easy, ascent-free terrain.

The basic idea with any PHEV is that you charge it overnight, start with a full battery and do your daily commute on zero emissions. With the HS, it’s actually a good idea to refine this strategy by taking any opportunity during that day to replenish the battery.

Feeding it little, but often, isn’t as easy as it sounds when you’re out and about, but it does pay dividends, not only in EV but also hybrid mode. Also beneficial is getting the most out of the regenerative braking; it’s more pronounced in hybrid mode than in full EV, oddly. As said, in respect to fuel burn, the average in the latter settled into the low sixes. Others will do better, but they all cost more; on balance of efficiency versus outlay, the MG looks good.

The powertrain marries to what is described as a 10-speed gearbox. It’s a bit more complicated. What MG really provisions is four speeds for electric running, another six for hybrid operation. It’s an interesting approach, if slightly idiosyncratic. There are a couple of wee irks. Transference from one to the other can be plainly felt, evidencing generally as a momentary jerking.

Don’t blame the driver. It’s the car. Also, the electric drive aspect has some intriguing sound signatures. Most electric motors have whine, but this one has a particular repertoire of shrillness that it shares not just with the occupants but also the greater world.   

General driving attitude is one of quiet resolve. Even though this is the most powerful MG you can buy, it’s not a tally-ho type by any means: The cited 0-100kmh time of 6.9 seconds is a surprise. The powertrain has effective oomph at 100kmh, but it’s pretty clear the development programme didn’t put driver involvement as a top priority. There’s a softly-softly suspension tune to consider. The trade-off for it having good urban ride is that it isn’t a top choice car for those who relish twisty roads. Plus there’s a degree of inconsistency to the power assistance to the steering.

That, and even the driver’s seat being of a shape that looks sportier than it feels, with a lack of lower back support ultimately arising (could just be me, as I’m a tall bloke) all influencing how you feel about it after extended time at the wheel.

Still, while it isn’t as accomplished in absolute terms as some others, in overall terms it does have solid appeal. For one, MG has delivered a well-rounded car in respect to its overall spaciousness and utility; it has the air of being a car that will turn out to be quite useful at practical level if you have a family to haul and perhaps a pet as well. The big glass sunroof doesn’t impede headroom and there’s plenty of space for adults in the back, and while at 463 litres the boot isn’t a class leader for capacity, it’s well shaped and you can lower the rear seats to give even more space. Load height is reason able as there’s no battery under the floor – but no spare wheel, either. There is a charge cable cubby.

Safety is also well considered - the MG Pilot suite of safety and driver systems ticks off all the big requirements – and not only is build quality impressive but so, too, overall the selection of materials. Most of the plastics wouldn’t look out of place in pricier cars. Where is does reveal a bit of a budget air is in the faux leather and how some aspects operate. For instance, while it’s great to get a powered tailgate at this money, it’s not the fastest. The car’s delivery of a touch screen and digital dash is also tempered by these being of slightly older styles with slightly slow processing pace and dated graphics.  

 Those are niggles easily lived with though, if an update is coming, then job one for MG will be to revise the infotainment system to the new type employed by the latest ZS EV. The one here is controlled through a 10.1-inch touchscreen whose interface isn’t great to look at and isn't the slickest to use, even if it has lots of functionality, including Apple CarPlay and Android Auto smartphone connectivity, and a welcome set of physical shortcut buttons. The digital instrument panel is more successful and deliver lots of information, including comprehensive read-outs showing how the hybrid system is working.

 The Essence spec on test does deliver plenty of equipment as standard; alloy wheels, auto lights and wipers and silver roof rails, that massive ‘stargazer’ glass roof, rear parking sensors, an excellent 360-degree parking camera system, keyless entry, two-zone air conditioning and adaptive cruise control, electric adjustment for the driver seat and heating for both front chairs seats. The seven year warranty deserves mention, too.

As much as the HS PHEV struggles to be an absolute best at anything, it does stand out as strong value. Regardless the previous Outlander was almost certainly a barometer (would you be surprised to know the MG’s metallic blue paint so very close to a hue the Japanese maker used on their first-gen PHEV model?) and is also very good, it has also become a much larger car and more expensive now, to point of abdicating the price zone the MG sits in.

Lexus NX450H + F-Sport

TOYOTA’s premium brand has knocked out all sorts of cars over the years; some better than others, one or two utterly sublime.

Those in the latter category I’ve had good fortune to enjoy first hand include the original LS400 and the LFA V10 supercar. Both were stunning achievements; the latter not just of its day but in the here and now.

They’re in a select club into which the NX, in its ultimate form, has chance of earning entry, on the same grounds that made the others feel special.

 Everyone understands that Lexus sets – and generally always meets - stratospheric targets when it comes to engineering and build quality. The NX in this format does all that, but box ticks as the LS and LFA did; by delivering beyond expectation and, moreover, in a way that could not be considered anodyne. It involves, it invites. It’s not just a very good example of a plug-in hybrid. It’s an exceptional one.

That won’t wash with those who have dished out criticism of Japan’s No.1. The make that was once the absolute favourite with environmentalists for the Prius mild hybrid it popularised more than two decades ago is now under fire for not working faster on phasing out petrol-powered cars, for its lobbying on climate policy, for its argument about hybrids still making sense in markets where infrastructure is not ready to support a faster move to full-out electric vehicle.

None of this, nor the exploration of the viability of green fuels for internal combustion engine cars, including hydrogen, has gone down well for those who have already switched off from fossil fuels and into mains power. 

To EV-addicts, everything Toyota and its upmarket brand does seems a waste of time and resource. Incredibly, even its first fully electric cars have come under fire. To the ‘righteous’, it can do no right.

And yet, when driving this NX, surely only the most close-minded will be truly challenged to nail down any aspect that does anything particularly wrong.

My only big niggle with this car is the same one I have with the UX 300 e full electric; their dedication to AC replenishment of their lithium ion drive battery seems a missed opportunity when the DC route is not only faster but, given the way the NZ charging infrastructure is developing, will rapidly become more convenient.

It might seem a pity, too, that while NX stakes a claim by now only offering with petrol-electric - all part of Lexus aiming to have 95 percent of its range to be electrified in some way by 2024 – this is the only version with the mains-replenished system, the two others maintain conventional hybrid.

Cost? There’s $6000 between the ‘Plus’ and the next step down NX 350 H Limited, and more between those and the entry edition, but that might be accounted for the F-Sport treatment in itself, rather than the tech per se, though it is more powerful. The entry car is also front-drive, whereas the others are all-paw. 

Standard to all is a new 2.5-litre four-cylinder engine, but F-Sport gets a 134kW/270Nm front electric motor, a 40kW/121Nm rear electric motor -that’s the set-up that gives it all-wheel-drive - and a lithium-ion battery with 18.1kWh that resides in the floor, with a smaller NiMH battery that handles the 'regular' hybrid driving modes. It has an official range of 76km on electricity alone and a combined maximum power output of 227kW is quoted.

That’s a fair bit of power and, assuredly, the NX feels strong when you need it to be; there’s a six-cylinder like effect in waiting here.

Yet as much as you’d imagine you will be asked to drive very softly for efficiency or lose economy in pursuit of outright effervescence, reality is that the NX will lend both without one impacting on the other.

From this experience, it’s quite challenging to drain the fuel tank; an indication of its resistance to burning hydrocarbons came after after 100kms’ running - the gauge was still showing full and the estimated hybrid range was just under 800kms.

Unlike some rivals that quickly fall back to petrol power when the battery is flat, the NX continues to favour electric drive, to point where the EV mode operates confidently at 100kmh and higher for some period. No wonder fuel efficiency is such a strong point, Surely this must be second-only to the UX 300 e for low running costs.

My home is in the countryside, and though it’s only a short drive to hit city limits, that part of the run is all at 100kmh. No worries. I found its electric-only range covered all daily needs from Monday to Friday and, further, that though it’s far from an ideal for deep-dive replenishment, topping up every second night from a wall plug at home was enough to keep the battery in good health.

It did visit a commercial charger for a bigger zap, but that was for a long distance weekend run after the battery was run down; supposedly to zero though I doubt it was, as even then the fuel burn average was 6.1L/100km. Clearly all that hybrid nous Toyota has accumulated over the years is paying off massively with this car.

That’s not just in respect to the efficiency. Peerless refinement is a Lexus thing, yet the hybrid system favouring electric drive is to the point of making this a particularly quiet car. It even maintains that decorum, by and large, when the driving modes are in their extreme Sport S and Sport S+ settings.

In respect to those tunings, while the F Sport name might lead you to think the NX can extend to performance driving, that's not really the case. The car is certainly more responsive in the sportier modes, but really it steps along well enough in anything but the ‘must have, never use’ Eco setting.

The variable dampers are in firmest setting too rigid; maybe that’s the Lexus way of reminding that even in its warpaint, this car is about putting comfort and refinement to the fore. The eCVT is certainly among those transmissions that really prefers not to be pressed to hard.

Even when the combustion engine spools into life, so long as you aren't stomping on the throttle it’s in hushed fashion, so much so that in slower situations the engine is hardly perceptible at all. 

Working the transmission enlivens it. You’ll have to use the paddle shifters rather than the stubby gear selector, which really acts as an access to Drive and Reverse when you start out and has an odd action in that you have slide the shift lever over and down or up, and then it returns to its normal resting spot. The paddles are much slicker but, frankly, the NX seems happier when left to its own devices.

The last NX seemed gawky to me, but even though the new adopts an evolutionary look, switch to the new ‘GA-K’ platform has it sitting on longer wheelbase, and has a wider track. The stance and dimensions are better now and the angular origami-like bodywork creases of recent Lexus models are mellowed.

The front grille - a key feature of all Lexus models - is still a spindle-like design and from front on it has a neat and modern appearance. But the rear is the highlight; it looks especially muscular, with a slim light bar that stretches across the boot lid to connect the taillights. The Lexus wordmark instead of a badge is a good touch.

As is the norm, the interior has a classy and upmarket ambience, but what’s more compelling is that the dashboard and control layout is all-new and much, much better for it.

Lexus for so long stuck with a horribly flawed trackpad-controlled infotainment system. So pleased to see it has been dumped. The new system involving a 14-inch touchscreen is much better. Some of the graphic fonts are still stuck in yester-year, yet it is impressive in relation to clarity and responsiveness. Android and Apple smartphone mirroring is brilliant, too.

The instruments are inspired by the layout seen in the LFA. The interface between the head-up display and steering wheel buttons is clever; hold a finger lightly on a button and the function is shown on the head-up display. It’s all about spending less time with your eyes away from the road. The touchscreen can be voice-activated as well. Just say “hey Lexus’ and go from there. It does okay with Kiwi speak.

As with many upmarket Euros, it now has some neat ambient lighting. Plus more USB connections.

The big centre console maintains Lexus tradition of having a padded top that acts as an armrest and opens on either side. The wireless phone charging tray slides out of the way to reveal more hidden storage beneath.

The driving position offers an elevated view but headroom is fine even for the tall and, even at its low position, the seat base leaves enough room for the feet of passengers in the back. The driver’s seat is great; being supportive, hugging and comfortable.

Rear seat legroom is reasonable. The seat backs split and fold flat, too, increasing the 545-litre cargo area to 1436 litres. Usefully, Lexus provides very decent under-floor storage.

Apparently simply opening a door by orthodox means is so yesterday. Well, that’s Lexus’ thinking. They’ve reinterpreted the whole concept, with releases push-button actuated outside and inside. The interior door handle requires pushing the lever instead of pulling it. Twice.

Lexus says the set-up is tied to its Safe Exit Assist, which can stop a door opening if the car senses an approaching vehicle or even bicycle. Yes, but …

 Much of the week was spent striving to achieve a seamlessness to the required action. Initially I’d thought I’d got it, only to push the door and find it hadn’t actually unlatched properly. After a while, you get the knack, but discovering every door has –likely as a mandated safety feature - a discreet back-up handle that operates in utterly orthodox fashion makes you wonder why they’ve crated such an unnecessary antagonism in what is, overall, a well-polished product.

Insofar as overall impact goes, there’s no doubt it’s a good thing. Lexus and its parent tend to be criticised for being slow to deliver their tech to market (not true, but that’s the sentiment) but the NX in this format reminds that what they’re really up to. It’s all about delivering above and beyond. Which it does. Comprehensively.

(Photos: Richard Bosselman; photo montage Callum Crawley).