- 2015 Lexus NX
- Interior / Exterior »
The NX retains the basic two-box form of the crossover utility vehicle, though its sharply angled tailgate makes it far less rectilinear than the Audi, BMW, and Mercedes. There are a lot of sophisticated shapes in its lines, with lots of slashing angles and sharp points in the body creases, lights, and window lines.
A sharp crease angles up from the base of the front wheel well through the rear wheel to the line of the thin taillight, with a deep indentation in the door forming an asymmetrical sill in the base of the door. The front leads off with the most aggressive-yet version of the Lexus spindle grille shape, with a softly rising hoodline above it, flanked by narrow, swept-back headlights with an L-shaped band of LED daytime running lights outlining it.
The NX 200t F-Sport is likely the model that will appear in a much of the advertising for the vehicle. Its black mesh grille is significantly bolder than the chrome slats of the standard NX, and it also comes with metallic bumper moldings, black side mirrors, and two choices of 18-inch wheels. The optional 20-inch wheels give the compact Lexus crossover its most aggressive stance, and may offer the most visually appealing combination.
The interior of the NX is somewhat more restrained than its exterior. Still, the long and angled dash top and protruding console form an unusual Z-shape when looked at from the side. In keeping with its sportier positioning, the dashboard conveys more of a cockpit feel. The front compartment, in fact, has more in common with the Lexus IS sport sedan than the mid-size RX family crossover.
Colors and materials are in the usual Lexus palette of dark greys, muted silvers, and matte wood grains. The metallic accents contrast nicely with the softer trim and upholstery materials, complementing the large round gauges.
- Performance »
Unlike several of its competitors–the Audi Q5, BMW X3, and Mercedes GLK among them–the Lexus NX has no option for a six-cylinder engine. That helps cut weight, and likely let the designers package the long, sloping nose, but it means this new luxury compact crossover has to be driven hard to obtain the best performance and response.
The standard 2.0-liter turbo four produces 235 horsepower and 258 pound-feet of torque. It’s mated to a six-speed automatic transmission, with front-wheel drive standard and all-wheel drive optional. Lexus notes that the engine has been tuned to vary between the conventional combustion cycle and the more efficient Atkinson cycle, which has previously been used only in hybrid powertrains, for greater fuel efficiency. Drivers won’t notice any difference in engine note behind the wheel, but with luck, it should help cut the pain at the fuel pump: Both front- and all-wheel-drive models of the NX 200t are rated at 24 mpg combined.
The NX 200t has been tuned for fuel economy in its Normal mode to such a degree that on the road, quick acceleration takes a second or two as the transmission shifts down to a lower gear–once if not twice. Turning the knob to the “Sport” setting changes its personality: It holds higher revs longer and makes the acceleration significantly crisper, potentially at the price of lower real-world gas mileage. You can largely ignore the “Eco” setting unless you’re on flat roads and surrounded by slow traffic, preferably in nice weather so the reduced climate control settings aren’t noticeable.
Roadholding of all NX models is clearly better than the larger RX; occupants sit lower, and there’s much less body roll. It’s also a stiffer body shell than the Toyota RAV4 with which it shares some structural components. We’d have rated its driving qualities higher if drivers didn’t have to put quite so much effort into getting acceleration out of a turbo engine and transmission clearly tuned for fuel economy over immediate power.
The F-Sport option is the one to have if you really enjoy the act of driving. The combination of its retuned suspension, more performance-oriented wheels and tires, and the “Sport” driving mode produces the one NX version that proved rewarding to throw around curving roads. We drove an F-Sport fitted with 18-inch alloy wheels and lower-profile 235/55R18 summer tires, which delivered a noticeable improvement to roadholding.
The alternative powertrain used in the pricier NX 300h model is a 154-hp 2.5-liter four-cylinder engine paired to the Toyota Hybrid Synergy Drive system, which combines two electric motor-generators that can power the vehicle alone–at low speeds, under light loads–recharge the battery, or supplement engine torque with electric power.
Total output of the engine and electric motors combined is 194 hp. All-wheel drive is an optional on the hybrid NX too, but rather than the mechanical system used in the NX 200t to distribute engine torque to all four wheels, the NX 300h adds a 50-kW (67-hp) electric motor on the rear axle to provide torque to the rear wheels when the drive control system senses power is needed.
The low-volume NX 300h hybrid model drives like a smaller version of the hybrid RX mid-size crossover–no surprise there–with its engine noise almost entirely muted by the noise suppression and luxury features. In addition to the Normal, Eco, and Sport modes, the NX hybrid has an “EV” mode that powers it only on electricity (at speeds below about 30 mph) as long as the battery holds out, generally less than 1 mile.
While Lexus has put a lot of work into giving the NX hybrid a more “natural” acceleration feel and minimizing the engine’s tendency to spool immediately up to maximum speed and noise, it still doesn’t really have enough electric power to accelerate in brisk traffic on the electric motor alone. So, like the larger RX, its engine usually switches itself on to provide power when accelerating. That said, the noise suppression is so good that drivers will have to watch the power meter to determine whether or not the car’s stayed in electric mode–engine turn-on is all but imperceptible.
Lexus has added what it calls a “kickdown switch” in the hybrid 300h to deliver immediate extra power when required; it works well enough, at the price of some increase in engine noise. The NX 300h earns EPA ratings of 33 mpg combined for the front-wheel-drive model, dropping to 32 mpg if you specify all-wheel drive. Whether the NX hybrid will match those numbers in real-world use remains to be seen, as the larger RX has been the subject of some owner complaints for underachieving on its gas-mileage ratings.
In the end, if you’re the new, younger buyer that Lexus hopes to attract to the NX–and you actually enjoy driving–the F-Sport model is the one to choose. It can deliver spirited response and rewarding on-road handling, though you’ll need to turn the drive selector to the ‘Sport’ setting to get it.
With the overwhelming success of the Lexus RX, you would have thought that Lexus would have put a size-smaller compact crossover on the market years ago. Oddly, it didn’t. And now at last, with the brand following in the format it created, comes the 2015 Lexus NX, a model that faces off with a now-crowded field that includes established nameplates like the Acura RDX, Audi Q5, BMW X3, Mercedes-Benz GLK, Volvo XC60, and Cadillac SRX.
The NX stands out in a couple of respects. First, its edgy design is truly like no other–and that’s a serious asset in a segment of the market that’s starting to fall for the ‘identikit’ styling that’s plagued sedans. Secondly, thanks to a standard turbocharged engine option in the NX 200t–the first turbo engine in any regular-production U.S. Lexus–and much sportier steering and handling than most compact crossovers, it suggests performance that’s more exciting than you might expect.
The 2015 Lexus NX brings an edgy new styling theme to Lexus’ utility vehicle lineup, and the focal point is definitely its face, where there’s an oversized, especially bold version of Lexus’ spindle grille, narrow headlights, truly aggressive lower air dam and fender sculpting, and separate Nike-swoosh LED running lights. You’ll find that same shape mirrored in the LED taillights, although at the rear it’s at its smoothest and most ordinary, with a clear family resemblance to the larger Lexus RX. Meanwhile, this is a standout design from the side or any front angle, with the NX holding its sharp, chiseled, muscled look, balanced by a swoopy, smooth roof line and punctuated by bulging wheel wells. The NX 200t will, by the way, also be available in F Sport trim, adding an even sportier look to the small crossover.
Inside, the NX definitely follows a sportier, more cockpit-like layout and aesthetic than the RX. The sport seats have a lower hip point than other crossovers, Lexus notes, which give it a more sedan-like driving feel. It also helps increase headroom. While the decent rear seating space and long, low cargo area reveal its practical, RAV4 roots, it suffers in cargo space compared to more upright SUVs. Lexus stresses the design commonality with the Lexus IS sport sedan lineup–in the dash layout, and the metallic accents that with darker, softer materials and large, round gauges. Lexus NX 200t models also have enhanced gauges with a G sensor and turbo-boost meter.
The 2015 Lexus NX is offered in just two models: the standard NX 200t, with a 235-horsepower turbocharged 2.0-liter four-cylinder engine paired with a six-speed automatic transmission, and a 194-hp NX 300h (hybrid) that the company expects to make up less than 10 percent of total sales. The sporty F-Sport package could go as high as half of all NX models, though, with its more aggressive grille, unique interior trim, comfortable sport seats, and slightly retuned suspension. Both models are offered in front- or all-wheel-drive versions, though the hybrid sacrifices the 200t’s mechanical AWD system that sends engine torque to all four wheels and substitutes a 50-kilowatt (67-hp) electric motor on the rear axle when needed.
While the handling and electric power steering are very good, getting sufficient performance out of the standard turbo engine requires aggressive driving. It’s tuned for fuel economy, meaning that the combination of turbo lag and the need to shift down a gear–sometimes two–produce delays in full acceleration. The most fun model is the F-Sport when it’s set to “Sport” mode. The hybrid is smooth and very quiet, and with a new “kickdown” acceleration mode, feels faster than it actually is.
At 183 inches long, the 2015 NX takes up about parking space of a compact sedan. It’s sized right in line with compact utility vehicles like the luxury models mentioned above, as well as mainstays like the Honda CR-V and Subaru Forester–and the Toyota RAV4 with which it shares some underpinnings. With sport seats in front, as well as a lower seating position than some crossovers, Lexus stresses that it’s far sportier than the larger RX mid-size utility vehicle intended for families. Rear-seat space is decent, though the long, low cargo floor doesn’t have much volume above it–a side effect of that fastback shape.
Crash-test scores for the NX aren’t yet available, but it offers quite a few active-safety features, including all-speed dynamic cruise control and a blind-spot monitor with rear cross-traffic alert. A head-up display is also available, and it comes standard with eight airbags.
The NX is the first Lexus to offer wireless charging for mobile phones, and it marks the debut of a new generation of the Lexus Remote Touch interface—this one featuring a touch pad, haptic feedback, and pad-like capabilities that let you trace letters directly on a surface–similar to those you may have seen on some Audi or Mercedes-Benz models.
Lexus will release pricing and final details on trim levels and options packages closer to the time the NX 200t and NX 300h arrive at dealers sometime in November or December 2014. It’s likely to start below $40,000, but will be priced to compete with the Acura RDX and the trio of German luxury crossovers.
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