What does NX stand for? According to Lexus it’s short for “Nimble Crossover”, a fitting name or so I found out after a weeklong
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| Photo: Karen Tuggay, Canadian Auto Press |
test drive. As for me, the NX represents what’s NeXt in the premium compact crossover segment, a vehicle that’s been a long time coming and one that was well worth the wait.
At first glance you’ll notice it’s hardly a “me too” design. If they were to offer it in bright orange, lime green or matte black it might cause some to expect a Lamborghini badge on the hood and tailgate, and even when sprayed in more conservative hues many will be shocked to see Lexus’ familiar circled “L” right in the middle of its strikingly bold spindle-shaped grille. Revealed almost a year ago at the Beijing International Automotive Exhibition, the NX is no wallflower.
My tester was done up in top-line F Sport trim, an even more aggressively penned alternative. Its chiseled design looks as if it was shaped from a scalpel, starting with
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| Photo: Karen Tuggay, Canadian Auto Press |
the top outward edges of that aforementioned hexagonal grille that lead into dangerously sharp headlights infused with a trio of quadrilateral LED lenses, Lexus’ signature checkmark LED driving lights just below, unique blade-like chromed mirror supports a third of the way back, radically designed dagger-like keyless door handles, bulging squared-off wheel arches, angular bodyside creases, pointy rear quarter windows, jagged taillight clusters, and multi-angled chromed exhaust tips. There’s nothing remotely round about the new NX, it’s origami all the way. But is it a sheep in wolf’s clothing or did Lexus endow it with legs that run as quickly as its styling appears it can?
Before answering this question I must admit that upon first hearing the NX was based on the recently redesigned Toyota RAV4 I was left wondering how well it would perform. I wasn’t surprised at Lexus’ choice, mind you, as building a premium
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| Photo: Karen Tuggay, Canadian Auto Press |
SUV on a lesser variant is hardly a new way for automakers to optimize economies of scale. And the RAV4 is an excellent compact CUV, but even on its best day nobody would try to put it up against an Audi Q5 or BMW X3. That Audi, however, is based on a Volkswagen Tiguan, as is the new Porsche Macan, while a number of other premium crossover utilities utilize the basic core of mainstream underpinnings, from Acura’s RDX (Honda CR-V) and Cadillac’s SRX (Chevy Equinox/GMC Terrain) to Lincoln’s new MKC (Ford Escape), some using more parts from the volume branded model than others. As it stands, the NX only shares a small portion of the Toyota CUV’s components, primarily its body structure and wheelbase, while its body panels, two powertrains, suspension parts, interior design and materials, feature set, and even the way it’s all put together along with the specialized plant that builds it, is 100 percent Lexus.
Nowhere
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| Photo: Karen Tuggay, Canadian Auto Press |
is this more obvious than inside where the NX’ folded and creased theme continues without a shred of RAV4 visible. Truly, I searched every inch of the new Lexus and could only find power seat controls that are the same general shape, size and layout, but still a bit different. Likewise for the ignition button, the same size and shape but a different shade of grey plus reversed wording. Where some premium badged vehicles I’ve tested, especially in entry-level compact segments, make use of the same steering wheel stalks, power window switches, electronic interfaces (other than changing the graphics), trunk and gas cap releases, and more, it’s apparent Lexus didn’t want those moving up from a Toyota model like the RAV4 feeling too at home in the NX. While the RAV4 is pretty
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| Photo: Karen Tuggay, Canadian Auto Press |
special on its own in top-line Limited trim, the NX is in another league altogether.
I was sitting inside the new Lexus CUV at night, about to jot down some notes, when I reached up to turn on the overhead lamp and it immediately came to life with just a touch, resulting in crystal clear LEDs glowing down on what is a masterful combination of high-tech gadgets and resplendent luxury, albeit in contemporary fashion. Hard angled surfaces join circles for an eclectic mixture of geometrics that somehow combines in perfect symmetry. Finding any trace of hard plastic is difficult unless meant for effect, such as those surfaces covered with a classy satin-silver metallic. The multi-piece dash top is layered with stitched leather-like synthetic that looks and feels authentic, as are the armrests and padded portion of the lower console that acts as a place to rest your palm while
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| Photo: Karen Tuggay, Canadian Auto Press |
scrolling through the infotainment system’s new touchpad remote interface. It all matches the contrast stitched leather bolsters on the seats that are carved out aggressively for the high performance driving this little ute is capable of, standard items in the F Sport model I tested and noteworthy for their liquid foam injection that allows evenly distributed cushioning. The process works, as they’re ultimately comfortable and supportive while the perforated and smooth leathers were ideally stretched across each portion for a uniform look.
Uniform is the key word, as the NX’ cockpit makes it the stealth fighter of compact utes, albeit a lot softer, tidier and more attractive than the interior of a Lockheed F-117 Nighthawk, the CUV’s myriad buttons, switches, digital displays, track pad, charging pad, and ultra-stylish analog clock combining for a true sense of occasion that few rivals can match. The amount of technology is almost overwhelming, from
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| Photo: Karen Tuggay, Canadian Auto Press |
functional items like paddle-shifters behind the button-infused steering wheel and rows of secondary switchgear next to the left knee, replete with buttons for the heated steering wheel, powered liftgate, auto high beam, parking sonar, and various accident avoidance sensors, to the sophistication of a head-up display system on the upper dash, and just to the right an ideally positioned infotainment screen overtop the centre stack.
This car wasn’t designed for big stubby fingers or bulky winter gloves, but the numerous tiny buttons look superb and provide direct access to functions that are all too often hidden within digital screens with frustrating effect. Some might infer that Lexus had women in mind when they came up with this design, as the finer sex normally has smaller hands than men, but at the risk of being labeled sexist I’ll point to another NX feature that most women and some men will absolutely love.
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| Photo: Karen Tuggay, Canadian Auto Press |
Lift the removable lid of a little bin that sits just ahead of the centre armrest cover and then flip it over to see exactly what I’m talking about, you. The opposite side of the lid is a crystal clear mirror. As soon as my significant other saw this feature she immediately told me the NX would be her next car. Enough said. The armrest just behind covers a sizable storage bin beneath, with the expected 12-volt adapter, auxiliary and USB inputs and an unexpected wireless charging pad, which came in really handy for reenergizing my smartphone.
This isn’t a smartphone review or I’d go on and on telling you how many problems I’ve had with my Sony Xperia Z2, but at least the NX’ message centre was able to receive and read text messages, something a number of other vehicles previously tested were not capable of doing despite offering the feature. This technology comes as part of the advanced infotainment
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| Photo: Karen Tuggay, Canadian Auto Press |
system incidentally, the dash-mounted display controlled by the track pad I mentioned earlier.
Lexus has long dubbed its controller Remote Touch Interface, and previously it was a large toggle that worked more like a computer mouse. The new one is even better as it’s basically the same type of touchpad used on laptops, with more accurate response to input and arguably a slicker looking design. The touchpad is sectioned into quadrants, appearing as if it’s a bull’s eye for dropping a bomb, playing up on that stealth fighter image I noted earlier. No doubt taking the NX to watch American Sniper on the weekend didn’t help my now militarily primed mind to conjure up the bomb targeting reference. Some others might have associated harmless memories of playing square ball during elementary school recess, although some of those games got pretty heated, but I digress. What matters is that
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| Photo: Karen Tuggay, Canadian Auto Press |
it works very well, while just ahead of the touchpad are three buttons, the one on the left dubbed “HOME”, the one at centre “MENU” and rightmost button stamped with the return symbol, or “↩”. The return button is self explanatory, whereas the home button takes you to a compass locator graphic showing exactly where you are via GPS info, as well as average fuel economy, radio information, etc., while the menu button brings up a choice of possible functions, the first being climate control, the next navigation, followed by info, audio, media, phone and system setup functions. The system is easy to sort through, the climate control panel one of the most innovative I’ve seen yet, not to mention graphically impressive; the navigation clear and precise, with
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| Photo: Karen Tuggay, Canadian Auto Press |
the ability to incorporate split screens; the info function showing average speed, elapsed time, range, and litres per hundred kilometres in a graph like setup, plus it allows you to look up past records, while the radio function displays the station you’re currently listening to plus a list of presets and various other functions including HD radio; and lastly the phone setup process is about as easy as anything in the industry. No matter the conversation you’re having or whether listening to music or a talk show, the audio system’s sound quality is excellent.
Much of this kit is standard with the base 200t, a list that also includes the pushbutton ignition I mentioned earlier, along with proximity sensing access, a leather-wrapped tilt and telescopic multi-function steering wheel, a leather-wrapped shift knob, an electronic parking brake, dual-zone automatic climate control
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| Photo: Karen Tuggay, Canadian Auto Press |
with air filtration, eight-speaker AM/FM display audio with aux and USB inputs, Bluetooth, eight-way powered front seats with heatable cushions, NuLuxe faux leather upholstery, auto up/down for all powered windows, power-adjustable heated mirrors with integrated turn signals, an auto-dimming rearview mirror, a reverse camera system, a TFT multi-information display, variable intermittent wipers, a windshield wiper de-icer, headlamp washers, LED low beams for the headlights, LED fog lamps, LED daytime running lights, LED clearance lamps, LED brake lights, 17-inch alloys on 225/65 all-seasons, ABS-enhanced four-wheel discs with electronic brake-force distribution and emergency brake assist, traction and vehicle stability control, all-wheel drive, hill-start assist, all the usual airbags including one for the driver’s knees, and Drive Mode Select.
That last item can be found on a rotating knob positioned on the topmost portion of
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| Photo: Karen Tuggay, Canadian Auto Press |
the lower centre console, and features an “ECO” mode, “NORMAL” mode, “SPORT” mode, and my favourite, an “S/S+” mode. Most of these modes should be self-explanatory, eco mode purposely feeling the most sluggish as it’s designed to save fuel, normal feeling normal, and sport mode heightening the car’s “senses” to provide a more entertaining responsiveness to throttle input, but what does the S/S+ mode do? Only available in “F” designated vehicles, turning the dial to the right twice takes sport mode up another notch by adding sharper steering and enhanced suspension dynamics for much more engaging performance through the corners.
This
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| Photo: Karen Tuggay, Canadian Auto Press |
is something I experienced thoroughly while on a wonderfully winding local ski resort road that I frequent often (there’s no snow this year, which is a shame, but the silver lining is a great photo location). It’s a serpentine stretch of mostly two-lane roadway that snakes its way up to a 910-metre (2,985-foot) base elevation, the trip up and down proving the NX is much more than a tarted up RAV4. Again, not to knock Toyota’s little compact SUV as it’s quite nimble in most situations, but the NX is fully in the league of premium compact crossovers with seemingly gifted handling at the limit. It grips the road fiercely while the electric power steering’s turn-in is exact and mid-corner body roll minimal, no doubt due in part to its adaptive variable suspension. My F Sport tester’s 18-inch five-Y-spoke alloys on 225/60R18 Goodyear Eagle Ultra Grip all-seasons held their ground too, breaking traction just enough to enhance the fun factor although entirely predictable while doing so, with almost totally neutral and entirely controllable behaviour, the NX’ fully independent MacPherson strut front, double wishbone
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| Photo: Karen Tuggay, Canadian Auto Press |
rear suspension setup providing strong mechanical adhesion along with the ability to soak up ruts and bumps without unsettling the vehicle even amid high-speed corners.
Speed ramps up fairly fast despite the NX 200t’s rather hefty 1,755-kilo (4,050-lb) curb weight thanks to an entirely new direct-injection and turbocharged 2.0-litre four. Yes, that 200t designation on the liftgate has never been used before, but we’ll likely see it a lot more from this time forward as this little engine would be ideal in most of Lexus’ models, at least as a base powerplant. We’ve seen others in the market go the turbocharged four-cylinder route in recent years, as it’s an effective way of achieving strong performance with fuel economy advantages, the NX 200t striking a harmonious chord in both respects. The performance numbers are 235 horsepower and 258 lb-ft of torque,
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| Photo: Karen Tuggay, Canadian Auto Press |
the latter maximized between 1,650 and 4,000 rpm meaning the 200t is not only powerful but also extremely tractable, finding plenty of twist all over its rev range. This engine is also the first to utilize Lexus Variable Valve Timing with intelligence Wide (VVT-iW), a technology that integrates standard VVT-i on the exhaust valves and VVT-iW on the intake side, the latter using a mid-position camshaft lock mechanism to retard the continuously variable valve timing when required.
I had hoped for an eight-speed automatic as Lexus has been incorporating the more advanced autobox in its F Sport models recently, but the standard six-speed unit shifts quickly enough not to bog down forward momentum and, as mentioned, can be actuated via paddles on the steering wheel for better driver engagement
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| Photo: Karen Tuggay, Canadian Auto Press |
during those moments when you want to let your hair down and really go for it, or alternatively when short-shifting to eke out as much as possible from a litre of fuel.
The NX should put a smile on your face in this respect too, with a new five-cycle tested EnerGuide rating of 10.8 L/100km in the city, 8.8 on the highway and 9.9 combined. And these are numbers you can rely on, unlike our old two-cycle testing process that did nothing but offer unrealistic comparisons. If those numbers
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| Photo: Karen Tuggay, Canadian Auto Press |
are still a bit high for you, Lexus offers all the NX style and even more standard luxury with a 300h designation on its backside, the “h” denoting hybrid and resultant fuel economy estimated at 7.1 city, 7.7 highway and 7.4 combined, while the 2.5-litre Atkinson-cycle four-cylinder engine and electrified power source combine for 194 net system horsepower.
The CVT-driven hybrid utilizes all-wheel drive just like the 200t, although only 40 percent of its power apportions to the rear wheels whereas the conventionally powered (if you can call a turbo and direct-injection conventional) can deliver up to 50 percent of torque to the rear; all of the engine’s power will remain up front to reduce fuel consumption unless needed in back.
As we all can expect, the NX should be as reliable as any other Lexus model, whether
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| Photo: Karen Tuggay, Canadian Auto Press |
in regular or hybridized form. First off, the Miyata, Japan factory that builds it (as well as Lexus RX models) was given JD Power & Associates’ “Gold standard” last year, and Lexus once again performed best out of all other brands on that third-party analytics firm’s 2015 Vehicle Dependability Study (VDS) that surveys owners of three-year old models. Lexus scored 89 problems per 100 vehicles compared to rivals Cadillac (114), Porsche (116), Lincoln (118), Mercedes-Benz (119), Acura (124), Audi (138), Infiniti (144), BMW (146), Volvo (174), and Land Rover (258). Specifically its ES model took top honours in the Compact Car category and GX achieved best amongst Midsize Premium SUVs, while the Japanese automaker’s Toyota and Scion brands beat competitors in five additional categories. Currently the Mercedes-Benz GLK ranks first in the Compact Premium SUV class, followed by the Acura RDX and BMW X3, but that’s because Lexus
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| Photo: Karen Tuggay, Canadian Auto Press |
has never offered a vehicle in this category until now. How do you think it will fare after three years? My money is on the number one spot.
Fortunately for those who love Lexus quality but have been yearning for a smaller, nimbler, more fuel-conscious compact SUV, the NX provides all of the above along with styling and interior design that will make many stop dreaming about less reliable alternatives. It doesn’t offer quite as much cargo capacity as some of its rivals however, but should be good for most at 500 litres (17.6 cubic feet) behind its 60/40-split folding rear seatbacks or 1,545 litres (54.5 cubic feet) when these are folded flat, and instead of 60/40 I would have liked to see more accommodating 40/20/40 folding seatbacks. The length of its cargo hold is greater than most competitors, however, so depending on your needs it might be the best choice for stowing gear. On another hauling note its 907-kilo (2,000-lb) towing capacity
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| Photo: Karen Tuggay, Canadian Auto Press |
is lower than some in this class, but I’m going to go out on a limb and guess that most aren’t going to use the NX for dragging along heavy boats or camp trailers.
The 2015 Lexus NX 200t starts at $41,450 plus $1,995 for freight and pre-delivery prep, although if the standard items already mentioned aren’t enough it can be had in Premium, Luxury, Executive, or one of two different F Sport trim levels.
Premium trim, at $44,900 includes auto-dimming side mirrors with memory that also affects the driver’s seat, plus a powered tilt and telescopic steering column, heated steering wheel, ventilated seats, powered moonroof, universal remote garage door opener, powered liftgate, 120-volt/100-watt household style power outlet, aluminum roof rails, 18-inch alloys and more.
Luxury
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| Photo: Karen Tuggay, Canadian Auto Press |
trim, at $50,450, adds leather upholstery, upgraded 10-speaker audio, remote touch infotainment with navigation, rain-sensing wipers, woodgrain accents, automatic LED high beams, blind spot monitoring, and rear cross traffic alert.
The Executive package, at $53,250, adds head-up display, wireless charging, dynamic cruise control, front and rear parking sonar, lane keeping assist, pre-collision system, powered rear seat remote drop-down seatbacks, unique 18-inch alloys and more.
The F Sport gets most of the gear noted above, as well as a special set of 18-inch F Sport alloy rims, a unique spindle grille with a mesh insert, distinctive front and lower
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| Photo: Karen Tuggay, Canadian Auto Press |
bumper trim, black “racing-style” side mirrors, F Sport doorsill scuff plates, upgraded ornament panel instrumentation, the sport seats I mentioned earlier, plus a sport-tuned adaptive variable suspension, and of course F Sport badging. The two different F Sport packages start with the Series 1 at $50,850, which along with the above-mentioned items includes aluminum foot pedals, a G-metre and the rain-sensing wipers, 10-speaker audio upgrade, blind spot monitoring, and rear cross traffic alert from the above trims, whereas the Series 2, at $53,550, adds head-up display, wireless charging and lane keeping assist. I’ll leave NX 300h features for a future review, but suffice to say that its single package configuration includes an impressive assortment of these top-level features along with a few unique upgrades of its own, plus of course its thrifty hybrid drivetrain for $59,450.
Where
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| Photo: Karen Tuggay, Canadian Auto Press |
a number of the NX 200t’s peers have had trouble getting noticed as they try to fit into the ever-burgeoning compact premium CUV segment, this new Lexus is turning heads as quickly as its winning over new owners. It’s a standout vehicle for more reasons than its sharp styling, which is likely why it will quickly become a fan favourite. Watch your rearview, as very soon there will be a lot more of these origami-shaped, hardly stealth fighters pulling up in the fast lane as they pass right on by.
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