http://en.wikipedia.org/wiki/BMW_X3

As a precursor to the X3, BMW presented the xActivity concept vehicle at the Detroit Auto Show in 2003—based on the 3 Series platform and featuring a vestigial frame-structure convertible roof with reinforced, longitudinal rails connect the A-pillars to the rear of the car on both sides, eliminating B- or C-pillars and creating a distinct profile.

The X3 premiered in September 2003 at the Frankfurt Auto Show (Internationale Automobil-Ausstellung), sharing its rear suspension with the E46 330xi and using an automatic four-wheel drive system marketed as xDrive. The system used an electronically controlled multiple-plate clutch to enable infinitely adjustable, fully variable distribution of torque from front to rear with the capability of up to 100 percent of engine torque going to either axle. The X3 was conceived to combine the agility of a compact model with the driving experience of the company's X5. The X3 featured an upright, high H-point seating configuration, marketed as "command seating". Styling exhibited interacting concave and convex surfacing, characteristic for the company at the time along with a reinterpreted Hofmeister kink.
2006–2008 BMW X3 (E83) 2.5si, Australia

BMW upgraded the model in 2005 and facelifted the model in 2007, with revised body bumpers, engine, interior trim, and suspension.

http://en.wikipedia.org/wiki/Volkswa...B-based_models

The Volkswagen Group MLB platform is the company's platform strategy, announced in 2012, for shared modular construction of its longitudinal, front-engined, front-wheel drive automobiles. Volkswagen Group markets the strategy under the code name MLB, which stands for Modularer Längsbaukasten, translating from German to "Modular Longitudinal Matrix".[1][2] MLB is one strategy within VW's overall MB (Modulare Baukasten or modular matrix) program which also includes the similar MQB strategy for its vehicles with transverse engine orientation.[3]

While a model may be said to use an MLB platform, it is not so much a platform per se, but rather a system for introducing rationality across disparate platforms that share engine orientation — regardless of model, vehicle size or brand. Thus, MLB uses a core "matrix" of components across a wide variety of platforms — for example, sharing a common engine-mounting core for all drivetrains (e.g., gasoline, diesel, natural gas, hybrid and purely electric). The only things that are non-variable are the pedal box, firewall, and front wheel placement, as well as the windscreen angle; other than this, the vehicle can be stretched and shaped to fit any body style, size range, or drivetrain required. As well as reducing weight, the concept allows diverse models, including those from the company's various brands, to be manufactured at the same plant,[4] further saving cost.[3] Ulrich Hackenberg, chief of Volkswagen’s Research and Development, called MB a "strategic weapon."[3]

Jalopnik said "the biggest feature is the uniform position of all motors and transmissions" and that "by fitting all motors into the same place (the company) hope(s) to cut down on engineering costs and weight/complexity when porting the car over to other models."[5] The British magazine, Car, said "the idea heralds a return to basic principles of mass production in an industry where over the last 100 years, complexity has spiralled out of control. By creating a standardised, interchangeable set of parts from which to build a variety of cars, (the company) plans to cut the time taken to build a car by 30%."[6]

Contents

1 Current MLB-based models
2 Projected MLB-based models
3 See also
4 References
5 External links

Current MLB-based models

Audi A4 (B8) (Typ 8K)[7]
Audi A5 (Typ 8T)[7]
Audi Q5 (Typ 8R)[7][8]
Audi A6 (C7) (Typ 4G) [7]
Audi A7 (Typ 4G) [7]
Audi A8 (D4) (Typ 4H)

Polarizing, Cylon-inspired styling? Definitely, but the all-new NX crossover would otherwise be a smash-hit for Lexus

WHISTLER, British Columbia — What the bear made of it, we’ll never know. As insects buzzed in the long grass on either side of the quiet side-road, the plump young bruin simply ambled across the road, glanced briefly at the shining grille of the Lexus crossover, then roll-shouldered along his way, off in search of ripe berries, fat grubs, or unattended pic-a-nic baskets.

To be honest, I half expected him to leap six feet in the air and then sprint for the treeline in a panic. This might be the hybrid version of the latest addition to Lexus’ fleet, but it doesn’t look like it’s particularly interested in saving nature. It looks like it’s been designed to make shoestring french fries out of the local wildlife.

With a quarter-century of sales under its belt, Toyota’s luxury arm seems to have gone all bonkers in the last few years. First, there was the LFA supercar, which backed up its outlandish looks with a howling V10 and the sort of price tag you’d find on a gold-plated Ferrari. Next, the spindle-grille migrated through the sedan range, changing the ordinarily reserved-looking Lexus fleet from subtlety to Cylon invasion.

The 2015 NX is the latest Lexus to wear the Cylon-inspired spindle grille.
The 2015 NX is the latest Lexus to wear the Cylon-inspired spindle grille.
Brendan McAleer, Driving
Polarizing? You betcha. Both the public and the critical juries are still out as to whether Lexus’s gamble on a bleeding-edge futurism is a success or not. Sales are up, and cars like the IS350 F-Sport are winning accolades for performance chops to match their shouty looks.

But when it comes to sales volume, Lexus is a company that sells CUVs. About half of all Lexus’ sales year-to-date have been their mid-sized RX crossover, a vehicle that cuts a sizeable chunk out of the market with a straightforward and easily palatable blend of reliability and polish. It too got the spindle-grille treatment, and now Lexus is entrenching their styling decision with an all-new compact crossover they expect to match the RX in terms of sales volume.

Sharing a platform with the hybrid Lexus CT and the Toyota RAV4, the NX has been styled from the ground up to embrace the new face of Lexus. While the giant grille and twin LED check-marks are the dominant feature up front, angular fender flares and creased styling lines echo the hourglass theme. Out back, rear LED taillights present an unbroken sideways-L in a clever touch, and the side profile is made even more angular by plastic trim around each wheel well.

Can you spot the upside-down L in the Lexus NX's tail lights?
Can you spot the upside-down L in the Lexus NX’s tail lights?
Brendan McAleer, Driving
When the NX starts arriving in dealerships later this year, it will be available with two engine choices and seven trim levels. The NX200t comes with Lexus’ first direct-injection turbocharged four-cylinder engine and will make up the bulk of sales, with the NX300h hybrid available only in a top-level trim.

The 2.0L four-cylinder turbo in the NX200t has a few interesting tricks up its sleeve. Producing 235hp between 4,800 and 5,600 rpm, and churning out 256 lb.ft. of torque over a broad 1,650 to 4,000 rpm range, it’s very close in output to both BMW and Cadillac offerings. A air-to-liquid intercooler is used for packaging reasons, and the engine has the ability to switch to the more-efficient Miller combustion cycle under light loads. Without going into the mechanics of what’s happening inside the combustion chamber, this briefly trades low-rpm power for greater efficiency, and then re-engages normal Otto cycle combustion when you get on the throttle. Clever stuff.

Official fuel figures aren’t yet available, but should be a significant improvement over the 2.5-litre V6 that is currently Lexus’ smallest engine offering. Power is shunted through a six-speed automatic transmission – while other manufacturers move towards 8-speed gearboxes, Lexus chooses to play it safe with a conventional offering.

The Lexus NX200t comes standard with a new 2.0-litre turbocharged four-cylinder engine.
The Lexus NX200t comes standard with a new 2.0-litre turbocharged four-cylinder engine.
Handout, Lexus
All Canadian-spec NXes will come standard with Lexus’ all-wheel-drive system. A front-wheel biased setup, it’s relatively lightweight and can split power front to rear 50:50 – more often, power will be sent up front for efficient cruising. The hybrid version has a slightly more front-biased maximum torque split at 60:40, but both vehicles should be able to handle moderate snow and ice, if not ford a three-foot-deep river.

While there aren’t any differences in performance by moving up to the F-Sport trim in the NX200t, you do get a much more aggressive front end treatment, beefed-up sport suspension, paddle-shifters and 18-inch alloys. Lexus additionally has a higher grade of F-Sport, which includes an adaptive variable front suspension along with a host of luxury features.

The hybrid version, the NX300h, uses a 2.5-liter four-cylinder running the high-efficiency Miller cycle consistently, paired with an electric engine capable of running at up to 40km/h in electric-only mode. The total power output is 194 horsepower, with the electric engine making up for the relatively low torque output of the four-cylinder.

Meanwhile, a hybrid powertrain is optional on the NX300h, good for a net system output of 194 horsepower.
Meanwhile, a hybrid powertrain is optional on the NX300h, good for a net system output of 194 horsepower.
Handout, Lexus
The NX300h comes only as the top-level Executive package, and is very well-equipped indeed. At the highest spec, unique features include radar-guided cruise control, a camera-based lane-keeping system, and a wireless phone charger set underneath the armrest. To use this last, you’re going to need a Qi-capable smartphone, or a case set up to take advantage of wireless charging.

The NX200t can be fitted out at multiple option levels, but is very well-equipped from standard, with a backup camera, push-button starter, 8-speaker audio, and 8-way heated front seats. Also new is a replacement for Lexus’ odd trackball control system. The new device, dubbed Remote Touch, has a slightly rough touchpad that can be “clicked” and uses standard smartphone pinching and swiping controls. It buzzes with haptic feedback, and is a major improvement over the old mouse-controller, which has a tendency to skip ahead a bit.

The rest of the NX’s controls are more of a mixed bag. On a bright and sunny day, as was the experience on the Sea-to-Sky highway, the temperature readouts were a bit washed out with glare, and the twin rows of HVAC controls require a glance away from the road to use. If you’re a “set it and forget it” person, not a problem, but if you like to fiddle, it’s a bit fussy.

Lexus' new Remote Touch mimics a smartphone and can be clicked. It's a major improvement over the previous trackball-control system.
Lexus’ new Remote Touch mimics a smartphone and can be clicked. It’s a major improvement over the previous trackball-control system.
Handout, Lexus
What’s more, scrolling between screens while looking for a satellite radio signal showed a slight slowness in the display system. While Lexus was quick to point out that these were pre-production vehicles – and there was some slight panel-gap irregularities noted – an extended test of the system might be warranted.

Other than that, the front seats are relatively spacious, though my long-torso’d driving partner was a bit cramped against the low roof. The F-Sport models have spectacular-looking seats, with gorgeous curved moulding for greater support, and all models have entirely reasonable rear head and legroom. The rear trunk is quite shallow, and has only two-thirds the volume that an Audi Q5 has – or about half the space of a RAV4.

It’s a good looking interior though, and has some clever touches such as high-friction cupholders that make it possible to open a water-bottle with just one hand, and a hidden sunglass compartment with a cover that doubles as a hand-mirror. The bamboo-trim in the luxury models is much more convincing than the available carbon-fibre treatment on the sport versions.

Opt for the F-Sport package and that adds a number of sporting touches inside the NX, including carbon fibre-like trim and unique seats.
Opt for the F-Sport package and that adds a number of sporting touches inside the NX, including carbon fibre-like trim and unique seats.
Handout, Lexus
Where the NX200t is concerned, power is certainly adequate, but it’s being pitted against a full 1,755 kilograms. In the default normal driving mode, a little enthusiasm is required with the throttle in order to execute an uphill pass, although sport mode is much peppier. Twisting the drive-control **** to the left selects Eco mode, best only for a very relaxed driving style as it numbs the accelerator in the name of better fuel-economy.

The hybrid’s lesser 194 horsepower has its work cut out for it on the long uphill climbs, but is perfectly capable of clipping along at a respectable rate when the road flattens out. Instead of the six-speed automatic, the NX300h uses a continuously variable transmission, and here Lexus has dialled in slightly more responsiveness than previously seen. Driving enthusiasts should stick to the turbo, especially on these winding roads, but the hybrid should handle the urban environment very well.

If not plumping for the tauter F-Sport, the NX handles in a way that won’t surprise RX owners. Body roll is relatively controlled, but there’s a focus here on ride quality over handling. There’s a lightness to the steering in the turbo models – though the hybrid is strangely heavy-feeling – but the non-sport NX200t doesn’t encourage you to push it.

Had it not been for the polarizing styling, the Lexus NX crossover would easily be a runaway hit.
Had it not been for the polarizing styling, the Lexus NX crossover would easily be a runaway hit.
Handout, Lexus
In fact, if it wasn’t for the polarizing styling, this car would likely be a slam-dunk sales success. The smooth, quiet drive, and probable strong scores for efficiency and reliability promise the exact same winning formula that has made the RX the backbone of Lexus sales for more than a decade.

But rather than going with handsome, Lexus has plumped for edgy. When we’re talking about that LFA or the upcoming V8-powered RC-F with the gumption to back up the aggression, the LED war-paint is justified. When it’s a compact luxury-oriented crossover, all this styling might be just a little too much for some folks.
That aside, the new NX range is a perfectly competent drive, and depending what Lexus does on pricing, might well represent good value. Just don’t expect to impress any bears with it.

Pricing for the 2014 Lexus NX hasn’t been announced, but it will be available in the last quarter of 2014.

Nimble Lexus NX Rather than taking on the BMW X3, Japan’s new posh SUV is for those finding the RX too big, conservative and pricey

The compact sport-utility vehicle is now an essential product for luxury car markers because demand for such a kind of vehicle is expected to continue growing in the next decade.

That’s why Land Rover chose to chase earlier adopters like the Audi Q5 and BMW X3 with the Range Rover Evoque. And to make sure the Evoque stands a chance of selling in an increasingly crowded sector, its designer gave it spanking looks to die for. Realising that good design sells, Lexus is doing likewise with its brand new SUV called the NX which slots below today’s RX. Speaking of that, this is a good start for Lexus’ new entry-level SUV that would eventually become not only an important product for world markets but also for Thais who find the RX too big, conservative and pricey. After driving the NX for the first time in Canada last week, it’s safe to say that Lexus has a decent challenger for the Evoque on the catwalk. While not too outrageous as the super-flashy concept car preceding it, the NX definitely feels more exciting to look at than both the Q5, X3 and Volvo’s XC60.

The NX is a further evolution of what can be seen in the IS junior executive saloon and possesses intricate design details that really help make for a major selling point, as how Lexus is rightly wishing it to be.

Like in other existing Lexus models, the F Sport treatment further embellishes the NX’s appearance with a flashier and bolder face.

But what the NX seemingly does better than the Evoque in visual terms is the interior design, which is equally as frisky as the exterior. The jagged console design feels like no other, although several functions on the upper part can be difficult to read under glaring sunlight.

Then there’s the latest steering wheel and finely upholstered leather that’s great to look at and touch. Two new notable features in the cabin are the touchpad with fingertip operation replacing the mouse-like one in other Lexuses and a wireless charger for smartphones.

While the NX is designed to be smaller than the RX, there’s still sufficient amounts of passenger and boot space, even if an X3 looks to be the more practical one.

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