It’s easy to see a Lexus crossover and assume it’s a country-club cream puff with a core as soft and squishy as its leather seats. But that was the old Lexus—the new Lexus has the IS sedan and the upcoming RC coupe to reset expectations. The turbocharged 2015 Lexus NX 200t (and 300h hybrid) shares a little of its soul with the deft IS sedan—it's a Lexus crossover that won’t completely fall apart on a fun road. Here are five things I learned after a day behind the wheel.

1. It's essentially a RAV4 with serious suspension implants

The NX shares a platform with the Toyota RAV4, but so much has been upgraded, strengthened, or modified that the two vehicles don’t feel related (this is a good thing). The two crossovers do ride on the same wheelbase, but the NX is slightly longer and about 500 lbs heavier. Flip the NX on its lid like a turtle and you’ll find additional stiffening braces across the width of the frame—responsible for some of the extra heft. Although the geometry of the suspension is the same, some of the mounts, as well as the links themselves, have been re-tooled for stiffness and more accurate tolerances. All this fussing is evident on a twisty road.


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RELATED: Drive Notes - 2014 Lexus LS 600h L

2. The new turbo four is tech-savvy, but it's no fire-breather

The NX 200t features a new 235-hp, 2.0-liter turbocharged four-cylinder that generates 258 lb-ft of torque. It’s the first turbocharged engine ever installed in a Lexus and likely won’t be the last. Following the latest trends, the exhaust manifold is cast right into the cylinder head. Integrated exhaust manifolds offer a number of benefits—packaging, efficiency, and improved emissions being a few.

This 2.0-liter is the first application of Lexus's 'Variable Valve Timing with intelligence Wider' (VVT-iW). VVT-iW allows a wider range of intake-cam timing control. Under light loads, the timing can be advanced to allow the engine to operate in the efficient Atkinson cycle, improving fuel economy. Lexus says the AWD NX should hit 21 mpg city and 28 mpg on the highway. But when you get back into the throttle, the cam timing returns the engine to the Otto cycle for increased torque. The inline-four is paired to a massaged and strengthened version of the six-speed automatic used in the RAV4, and the optional all-wheel-drive system is similar to the RAV4’s, too.

The new turbo four might be smart, but oddly, it’s not super-quick off the line. Scrolling the drive mode rotary dial from 'Eco' to 'Sport' sharpens the throttle response and wakes up the transmission. But punch the right pedal from a stoplight, and—wait for it—there’s some lag before the boost hits around 2200 rpm. Lexus says the torque plateau begins as low as 1650 rpm, but we didn’t feel it that early. The NX 300h Hybrid model, which is less powerful and should hit 33 mpg city and 30 on the highway with AWD, actually feels as though it might beat it to 30 mph. Lexus says the all-wheel-drive turbo will reach 60 mph in 7.0 seconds. That’s at the low end of the class average.


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RELATED: First Drive - 2014 Lexus IS F Sport

3. This is F Sport "Lite"

The NX's F Sport transformation is nowhere near as dramatic as the IS 350 F Sport's. In fact, the NX F Sport is missing a setting: 'Sport Plus'. And that’s because it doesn’t have the sophisticated (and expensive) adaptive dampers that transform the IS F Sport into a canyon-carving luxury sedan. The transmission, too, doesn’t seem to downshift as quickly as it does in the IS F Sport.

It may not be as aggressive as other F Sport models, but the NX 200t F Sport is still the one you want. It gets beefy strut tower braces that aren’t like any you’ve ever seen before. Instead of a solid length of steel, aluminum, or carbon fiber, there’s actually a small, fluid-filled shock absorber in the center of the bar to act as an NVH suppressor. It’s brilliant. In addition to this brace, there are firmer springs, dampers, and bushings, as well as a meatier weighting to the electronic steering program.

That being said, all of these calibrations are subtle. You won’t climb aboard an NX 200t F Sport and suddenly feel inspired to strap on a helmet and hit Laguna Seca. But these parts do help it corner more flatly and diminish suspension float as you approach its limits. The whole experience is much more crisp and lively than in the standard NX 200t or its hybrid sibling. More than anything, this is not a sports package that will beat you up on a rough road. Lexus was careful to balance ride comfort, quietness, and handling in a way that’s appropriate to the vehicle.


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4. One cool interior detail, and one that's lame

COOL:The F Sport package's sport seats are formed by injecting liquid foam into their skins instead of wrapping the hides around the foam, thus eliminating those hard spots you commonly find on sport-seat bolsters from tightly-stretched leather. NOT COOL: The small dial labeled “Active Sound Control”—activating it pumps in faux engine noise through the speakers. Call us old-school, but if the engine is worth listening to, then let’s hear the actual engine, not an artificial, digitized, and amplified version of it.


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5. To appeal to the kids, Lexus has banished the wood

Every crossover and SUV that has ever worn the Lexus badge has been stuffed with deep, dark, glossy wood trim bonded to nearly every surface. It's not exactly youthful. In the NX, there's no wood—it’s not even optional. Lexus also redesigned its Remote Touch Interface, replacing the mouse-like controller with a touchpad that operates like a smartphone or tablet, allowing you to pinch and zoom quickly. We dig it.

Slide into the back and there’s an inch less of legroom than in the RAV4, but the rear seats get a slick power-folding function. The area behind those seats is compromised largely because of the NX’s sleeker roofline—halved in comparison to a RAV4, and one of the tightest amongst its peers like the BMW X3 and Audi Q5. So as comfortable and fun as the F Sport might be, you’ll probably need to pack creatively for road trips.

Downsized but on point

2015 Lexus NX 300h (© Photo: Mark Atkinson)

Photo: Mark Atkinson
Whistler, B.C. – Lexus has taken heat for its long entrance into the red-hot compact luxury SUV segment, but to be fair they didn’t need to rush. The Canadian-built RX, one of the segment originators, continues to populate driveways year after year thanks to an ideal combination of features, a posh interior and badge appeal. So when deciding how to complement the RX with a smaller sibling, important and risky questions were asked.

On the one hand, Lexus could have churned out a smaller version of the RX – a cushy and comfortable if anonymous little crossover. It would have certainly sold well in North America. However, with the global market on Lexus’s mind, it went the bold route for the NX. It’s certain to be a bit of a stylistic shock to North Americans, but will undoubtedly cause buyers from Europe and Asia to perk up and take note.

Turbo engine a first for Lexus

2015 Lexus NX 200t (© Photo: Mark Atkinson)

Photo: Mark Atkinson
Our first impressions of the new NX are pretty good with the on-paper specs looking competitive. The NX 200t features Lexus’ first turbocharged engine, using a 2.0-litre direct-injection four-cylinder that has a twin-scroll turbocharger, intercooler and variable valve timing. Its final ratings of 235 horsepower and 258 lb.-ft. of torque plateauing from just-over 1,600 rpm to 4,000 rpm, are similar to its rivals. Interestingly, the engine can run on the ultra-lean Atkinson cycle when conditions permit, presumably in an effort to save fuel.

To combat the increasingly common turbodiesel versions popular with rivals, Lexus counters with the 300h hybrid. The Atkinson-cycle (there it is again!) 2.5-litre four-cylinder and two electric motors combine to deliver 194 horsepower. And while Lexus quotes the gas-only torque figure as 152 lb.-ft., the electric motors obviously add something to the mix. This combination is also found in the Toyota Camry and Lexus ES 300h where it drastically lowers fuel consumption at the cost of motivation and aural pleasure.

As you’d expect from a premium SUV to be sold in Canada, all-wheel drive is standard on every NX, although not an especially sophisticated system. In ideal conditions like straight-line cruising on dry pavement, the NX remains front-drive, but if slip is detected, power can be sent rearwards, up to 50/50 front-rear. It can’t, however, send all of its power to the rear wheels, or torque vector – the ability to alter the power split between the left and right sides of the car.

Transferring power from the engine to the wheels is done via a six-speed automatic transmission in the 200t and a CVT in the hybrid. Why only six speeds when others are already offering seven- and eight-speed 'boxes? Lexus program head Takeaki Kato figured it would be simpler to design and meant fewer headaches during development.

Fuel mileage figures absent for now

2015 Lexus NX 200t engine (© Photo: Mark Atkinson)

Photo: Mark Atkinson
While official fuel-economy ratings haven’t been announced, my observed averages over the day’s driving looks in the ballpark of what rivals provide. Starting in Whistler village, the 300h was pounded up and down the Sea-to-Sky route, ending in North Vancouver for lunch. During the trip, it averaged 9.7 L/100 km. The 200t went back the same way, passing Whistler, heading up around Pemberton before turning around and finishing back in the village. It averaged 10.2 L/100 km by the trip's end. Lexus claims an identical curb weight between the turbo and hybrid models – 1,755 kg. While in isolation that appears portly, in reality it’s around 100 kg less hefty than the Germans, and on par with the V6-powered Acura RDX.

The chassis shares similarities with the CT although the NX is significantly larger. MacPherson struts are used up front and a double-wishbone setup in the back. The majority of NX’ use 18-inch wheels, although base models do have 17s. Volume 200t and 300h models are tuned for a comfortable ride, but it’s not especially satisfying for enthusiasts. That’s left to the F Sport, which has a tighter setup with retuned springs and dampers, and optional active shocks that Lexus engineers figure puts the NX into the same league as its competitors’ in-house performance divisions.

The remaining differences between F Sport and regular NX models are purely visual. There’s a unique lower front fascia that looks even more enormous in the flesh, but really improves the silhouette. Most of the exterior trim pieces are colour coded or black rather than chrome, and there are F Sport-only wheels that are the best-looking of the bunch. Inside, you’ll find unique sport seats that are seriously supportive, a different steering wheel with paddle shift controls, some different badging and small details that are nicely executed.

Nicely appointed cabin

2015 Lexus NX 300h (© Photo: Mark Atkinson)

Photo: Mark Atkinson
Regular 200t and 300h models are well presented too, with easily adjustable heated leather seats, and nicely chosen materials for the dash, doors and console. Also appreciated? Unlike several brands that have switched to finicky capacitive touch controls, Lexus has stuck to regular buttons. Yes, you read that correctly. Kudos, Lexus.

The new eight-speaker audio/media system has a standard seven-inch screen with traditional controls on the dash, secondary controls on the steering wheel, and on base models, a big twist-push dial on the console. With the optional navigation system, the dial gets replaced by Lexus’ new touch-pad system, which is supposed to mimic and recognize gestures common with smartphones and tablets. In practice, it’s much easier to use than the old mouse controller found in the GS and RX. While I didn’t get the same reaction, my driving partner found the haptic feedback too strong, making quick jabs at the pad, his hand retreating like it was shocked every time.

Other neat touches include a hidden sunglass cubby just beside the cup-holders, and the optional cordless charge mat located under the armrest, which Lexus says is the first offered by a manufacturer.

Rear-seat room is decent, and visibility is pretty good, although only the toddler test will confirm for sure. Cargo area is 500 L with the rear seat up, and 1,455 L fully expanded. Lexus claims to offer the longest trunk in its class, and the 60/40 split rear chairs are optionally power foldable and heated. Also, in the 300h, the hybrid battery pack is stored under the rear seat, and doesn’t alter any of the 200t’s figures or abilities.

What’s it like to drive?

2015 Lexus NX 200t F Sport (© Photo: Mark Atkinson)

Photo: Mark Atkinson
Although all-wheel drive comes standard in Canada, our driving impressions were limited to U.S.-spec front-drive models. Thankfully, conditions and drive-routes – i.e. both dry and paved – meant there were probably fewer places where the all-wheel drive would have made a big difference. Thankfully, conditions and drive-routes – i.e. both dry and paved – meant there were probably fewer places where the all-wheel drive would have made a big difference. Merging onto Hwy 99 with full beans from a stop, there were a couple instances of chirped tires, but the rest was entirely civilized. A couple times, the 200t exhibited some mild torque steer under vigorous acceleration, but nothing wrist-snapping. Otherwise, the turbocharged NX proved comfortable and reasonably quiet.

Three different driving modes – normal, eco and sport – are selected via another console-mounted dial, and there’s a noticeable difference between them. Steering effort, transmission shift points, throttle sensitivity and power delivery are all adjusted to suit the appropriate ‘personality’. Given the challenging elevation changes, eco mode was quickly discovered, tested and then relegated to history. The gear lever can be moved over to choose ratios manually, or also using the F Sport’s paddles.

The 300h proved to be similar in feel and tuning to the 200t, and when pushing hard or traveling up steep hills the engine is vocal. Not being a fan of CVTs in general doesn’t help here, but at least Lexus allows you to select six predetermined ratios manually if needed. Using the regenerative ‘braking’ to maintain velocity downhill was easy, but there were a few instances where keeping up with traffic required winding the four-banger out. More power would’ve been appreciated. During the in-town portions with the hybrid in its element, there were far fewer complaints.

Features and pricing

2015 Lexus NX 300h (© Photo: Mark Atkinson)

Photo: Mark Atkinson
The 200t's standard equipment list is long, and includes eight airbags, a backup camera, keyless ignition, 17-inch wheels and LED low-beams, DRLs, fog lights and tail lights. Stepping up to the premium package adds 18-inch wheels, a bunch of power-operated gadgets and tailgate, ventilated seats, a moonroof, heated steering wheel and ‘full’ LED headlights (i.e. both low- and high- beam). The Luxury package includes leather seats, navigation with touchpad and 10-speaker audio system, blind-spot monitor, rear cross-traffic alert and rear parking sensors. Finally, the Executive package adds active cruise-control with full braking, pre-collision and lane-departure warning, a heads up display and auto-dimming high beams.

F Sport models can be equipped with two packages that not only include the unique exterior and interior accents, but get equipment levels roughly equal to the Luxury and Executive packages. In Canada, the 300h will only come one way: fully loaded in Executive trim.

We’re still waiting for official pricing details, and Lexus reps promised they’d be competitive with the market. When pressed about rivals like the new Mercedes-Benz GLA and Lincoln’s upcoming MKC that start at $40,000, there was a quick reply about not chasing that price level. So figure $42,000 starting price, moving a couple thousand with every increasing step. Our guess is that the F-Sport will probably start at around $47,000, with the Hybrid starting from a hair under $50,000.

While the NX has made a good first impression, it will be nice to drive Canadian-spec cars and have both the pricing and fuel economy blanks filled in. But credit to Lexus for delivering a solid starting point with lots of luxury appeal, both to current and future customers.

2015 Lexus NX
Price (est.): $42,000-$52,000
Type of vehicle: AWD compact luxury crossover
Engines: 2.0-litre, 16-valve, DOHC I-4, turbocharged (200t); 2.5-litre Atkinson-cycle I-4 w/electric assist (Hybrid)
Power/Torque: 235 hp/258 lb-ft (200t); 194 hp/ 152 lb-ft (Hybrid)
Transmission: Six-speed automatic (200t); CVT (Hybrid)
0-100 km/h (est.): 6.9 seconds (200t)
Fuel consumption (city/hwy): TBA
Competitors: Acura RDX, Audi Q5, Buick Encore, BMW X1, BMW X3, Infiniti QX50, Land Rover LR2, Lincoln MKC, Mercedes-Benz GLA, Mercedes-Benz GLK, Porsche Macan, Range Rover Evoque, Volvo XC60

PREVIEW SUMMARY

PROS
F Sport styling
Strong turbocharged engine
Laundry-list of luxuries

CONS
Hybrid could use more ponies (electric or otherwise)
Touch-pad control feedback
Simple AWD system

Two models are available in Canada to start. Both are equipped with all-wheel drive and enough features to stand up to any and all rivals including the Acura RDX, Audi Q5 and BMW X3.

The sea-to-sky highway from North Vancouver to Whistler is one of the most picturesque stretches of road in Canada. Dramatic curves and twists wind through the mountains, meters away in some cases from the Pacific Ocean coast below. From above, rock slides can happen at any moment. Some protection is provided by fencing that cascades down to the asphalt, but you never know what is just around the next corner. It is truly a sight to behold and one I never get tired of driving.

Such is the location for our first test drive of the all-new 2015 Lexus NX. Based on the successful platform of the new 2014 Toyota RAV4, the NX is the Transformer version with angular styling and futuristic good looks. At rest or in motion, it looks impressive from all angles. My only question is, will the style prove relevant 10 years down the road, or will the look of the new RAV4 have a longer shelf life?

Two models are available in Canada to start. Both are equipped with all-wheel drive and enough features to stand up to any and all rivals including the Acura RDX, Audi Q5 and BMW X3. When it comes to comfort and overall drivability, the new Lexus NX is right there in the mix, if not at or at least near the top.

Power for the NX 200t comes in the form of a 2.0-litre twin-turbocharged 4-cylinder engine. It produces 235 horsepower at 4,800-5,600 rpm and 258 lb.-ft. of torque at 1,650-4,000 rpm.

Matched to a 6-speed automatic transmission, it feels powerful on smooth straightaways, as well as the twisty roads climbing ever higher to the sky. Coming back down, we notice the transmission shift smoothly into a lower gear, keeping the revs in sync to match the speed required while using cruise control. It works extremely well, never missing a beat.

At the press conference, I ask Mr. Takeaki Kato, Chief Engineer for the NX, why they chose a 6-speed automatic and not a 7 or 8-speed transmission as is most often the case these days. His answer is that they did a great deal of research and found the 6-speed transmission provided a better overall driving experience. Offering more gears made the connection between driver and vehicle seem somewhat ambiguous. Sometimes too much of a good thing isn’t really such a good thing after all.

A second model, the NX 300h, is powered by the esteemed 2.5-litre 4-cylinder Atkinson cycle gas-powered engine with electric motor. In simpler terms, this is basically the same hybrid engine technology driving the 2014 Lexus ES 300h. Here it is slightly detuned to deliver 194 net horsepower and 152 lb.-ft. of torque at 4,400-4,900 rpm.

Both models offer an impressive experience on the road. Driving the NX 200t is by far the more enjoyable experience overall as the turbocharged engine, a first for the Lexus brand, is perfectly matched to the size and character of this midsize CUV.

On the other hand, the hybrid is also well matched in terms of performance, but the overall effect means you lose some of the sportiness associated with the NX, resulting in a vehicle that feels much like every other hybrid in the Toyota/Lexus line-up. If the environment is your concern, choose this. But if you want to have fun and still get a good return on your investment at the pump, I would personally opt for the NX 200t.

Our test vehicle for the morning drive features the F Sport upgrades. This means stylish add-on’s that include F Sport 18” alloy wheels, badging, front grille and scuff plates on the outside. Inside, F Sport models get a similar dose of cool with paddle-shifters, unique gear **** and extra comfortable seating for 5.

All Lexus NX models take advantage of the exemplary outward design theme carried through seamlessly to the interior. The size is just right, there are more swoops, curves and angles than you could possibly imagine, yet it doesn’t overpower the NX to point of redundancy.

The same holds true inside. A contemporary dash is logically laid out, with central buttons for the HVAC system, exclusive analogue clock with silver bezel, pop-up navigation screen and easy-to-read round gauges. The 3-spoke steering wheel feels good in my hands, more sports car than utility vehicle. Trunk space is excellent.

Back seat room suffers a little as passengers sit higher in the NX that in the RAV4. This is due in part to the availability of a hybrid NX. I found legroom to be satisfactory, while head room was a bit of a squeeze. Those over 6 feet tall will definitely be height challenged to sit comfortably in the back.

Ultimately, the 2015 Lexus NX is not trying to reinvent the CUV/SUV market, but rather build on the successful platform of its RAV4 sibling and offer something a little different. This is a worthy goal and one Lexus is revered for setting the gold standard.

The benchmark according to Mr. Takeaki is the Audi Q5 and BMW X3. After my initial test drive, I am confident the new NX is a worthy competitor. Ultimately, your choice may come down to style and on that note; the newest Lexus offers a look at the future of automobile design with a vehicle firmly planted in the here and now. Pricing is expected to be announced later in Q4 of 2014.

Lexus is entering the growing compact CUV segment with a model that will be available is hybrid and turbocharged versions, the 2015 Lexus NX.

Lexus said the 2015 NX debuts in two versions, the NX 200t with a turbocharged 2.0-liter four-cylinder engine and the NX 300h hybrid, which brings the brand’s number of hybrid offerings to six.

According to Lexus, the hybrid offers a real driving kick, thanks to a new transmission with a kick-down function. The racers on the team insisted on splitting the hybrid battery into two separate pods for better weight distribution, with the benefit of more efficient use of cabin space.

Both NX models are said to offer their own version of pro-active all-weather drive (AWD); each model is available with front-wheel drive or all-weather drive.

In the NX 200t, Lexus explained the available Dynamic Torque Control AWD system can instantly vary front and rear torque split between 50:50 and 100:0 for optimum traction and fuel economy. The NX 300h hybrid offers the Lexus E-Four AWD system with an electric motor to drive the rear axle when required.

Lexus explained the E-Four proactive all-weather drive system in the NX 300h hybrid uses an electric motor to drive the rear axle, while the front axle is propelled by gasoline or electric power, or a mixture of both. The sophisticated E-Four system varies torque distribution to the rear wheels, depending on driving dynamics and road conditions, and provides some rear-wheel torque at start-off to minimize chance of wheel-spin under acceleration and on slippery road surfaces.

E-Four is said to save energy and fuel, because the vehicle only uses all-wheel drive when needed. When the system detects loss of traction of the front wheels it reduces the electricity supply to the traction motor in the transaxle and increases supply to the rear-axle motor. The rear motor acts as a generator when the NX is in regenerative braking mode, increasing the amount of kinetic energy recovered.

Lexus wanted this new entry to look more sports-car than sport-utility. Meanwhile, Lexus stated the 2015 NX’s cabin is bristling with new, onboard, standard and available technology, including a Lexus-first Wireless Charging Tray for compatible phones and devices; the new Lexus Remote Touch Interface (RTI) with a touch pad; and a comprehensive Multi-information Display that features a Lexus-first G-Force meter and boost gauge.

There will also be an F SPORT version, powered by the turbocharged engine and named NX 200t F SPORT, which looks a bit sinister with its more aggressive grille and front lower bumper. Special wheels, black exterior mirrors and exclusive interior trim and front sport seats round out the package.

Engines

For its first-ever turbocharged gasoline engine, Lexus said it created an all-new engine architecture. The 2.0-liter turbocharged port and direct-injection engine uses an advanced valve control system to switch between Atkinson cycle and Otto cycle operation to optimize performance and fuel efficiency.

To minimize turbo lag, the four-into-two exhaust manifold system pairs cylinders according to their expansion or compression stroke to reduce pumping losses and eliminate exhaust gas interference. This results in improved acceleration response and wide torque band. The turbo engine produces 235 horsepower at 5,600 rpm with 258 pound-feet of torque between 1,650-4,000 rpm and up to 17psi of boost at wide open throttle. A balance shaft enhances smoothness.

Lexus tuned the 2AR-FXE 2.5-liter gasoline engine especially for use in the 2015 NX 300h. Enhancements include a water-to-oil cooler for the electric drive motor and a revised front drive reduction ratio, improving fuel economy and hill climbing.

Put your foot down on the highway, and you’ll feel the hybrid’s performance-tuned attitude, said Lexus. Its new P314 transmission provides a kick-down function for greater acceleration performance. The transmission consists of an electric motor generator and an electric drive motor linked by a double set of planetary gears. The planetary gearset simultaneously fulfills three roles: as a power split device between the generator and the front wheels; as a reduction gear for the electric motor and, when both work together, as an electronically controlled continuously variable transmission (CVT).

The transmission is said to offer sequential shift which allows maximum power to be delivered on demand and increases engine braking when decelerating.

The NX 300h employs Lexus’ electronically controlled braking system known as ECB-R to provide cooperative control of stopping power and regenerative braking while saving on vehicle weight.

As explained earlier, the hybrid battery pack is said to be split into two modules, each weighing 44 lbs. and located on each side of the rear seat, improving space efficiency and also center of gravity for enhanced car control. The company said this battery pack is one of the lightest among Lexus hybrids.

Package efficiency improvements listed by Lexus include downsizing the Power Control Unit (PCU) with a double-sided inverter cooling system. The PCU inverter boosts direct current (DC) voltage from the HV battery and converts it to alternating current (AC) to drive the electric traction motor and, where applicable, the rear-drive E-Four electric motor. It also converts AC from the generator to DC for storage in the hybrid battery.

Lexus added the PCU also includes a DC-DC converter to provide 12-volt power for vehicle ancillaries, including the lights and audio system. The DC-DC converter saves fuel, because the gasoline engine does not have to drive a separate alternator. The entire 2WD PCU is installed in the engine compartment. In the AWD model, the inverter and DC-DC converter are located at the rear of the vehicle.

Lexus continued by stating the 2015 Lexus NX makes extensive use of low energy consumption LEDs for front and rear lights. Two types of LED headlights are available. The NX 200t uses LEDs for the low beams and halogen bulbs for the high beams. Available for NX 200t and standard for NX 300h, the same LED light source provides the high beam and the low beam, yielding uniform light distribution with no chromatic variation. A two-color (black and clear) molding method gives the thick-walled lens a crystal glass appearance even when not illuminated.

Price and fuel consumption information are expected to be released soon.

Whistler, BC -- Global bling-pushing carmakers are all over the increasingly important and emerging compact luxury CUV segment and I offer up, as proof, the launch of said MKC, the Porsche Macan, and the new NX all in under three weeks time. The stakes are very high as these vehicles are set to become the No.1 bestsellers for each brand.

Despite the global pressure, I walked away from the 2015 Lexus NX feeling underwhelmed. The scenery and the roads in British Colombia are breathtaking, but I quickly forgot what I was driving while coasting up and down the Sea-to-Sky highway. The cabin is the NX’s high point, but the drive offers few remarkable elements. The vehicle’s styling is sharp, but the F-Sport versions are by far the ones to consider. Then, there’s the Hybrid…




What is a Lexus NX?
The 2015 NX will likely turn out to be a bestseller for Lexus, but somehow should be a better, more interesting product overall. The ex-compact RX may prove to be an issue at first given its stellar reputation. The NX’s price will make all the difference.

This compact luxury crossover is aimed at the 35-45-year-old crowd looking for a versatile and efficient way to get around in style and, possibly, use as a first family car.

It shares a number of its components with the Toyota RAV4 and the Lexus CT200h.

2015 Lexus NX Price and Specs
Pricing is not yet available, nor is the NX, but is expected to hit all 37 dealerships by the 4th quarter of this year. Pricing should range between $40,000 and under $60,000 for the most lavishly equipped versions. Final details will be announced shortly before dealer launch.

There will be two versions of the NX, the 200t and the 300h. The first will be motivated by a Lexus-first turbocharged Atkinson-cycle 2.0L 4-cylinder engine that will produce 235 horsepower and 258 lb-ft of torque. A 6-speed automatic transmission will be standard.

The 300h will borrow the ES300h’s Atkinson-cycle 2.5L inline-4 pot engine that generates 194 horsepower. A CVT ‘box will work with it to get things moving.

AWD will be standard in Canada. The 200t’s will split torque 100/0 or up to 50/50. The 300h will go up to a 60/40 from the 100/0.

The 2015 Lexus NX will be available in six trims for the 200t and a single uber-loaded version for the 300h.

Driving the 2015 Lexus NX
Fresh off the MKC launch and recent drive in a Macan, my expectations for the NX were high. Let’s not forget that the RX is one of the best in its segment and, as such, the NX could not be “bad;” and certainly it’s not, but it falls short of the expected mark. Underwhelmed seemed to be the word of the day.

I started my day with a Hybrid. Now, if a number of manufacturers are promoting hybrids as green-performance alternatives, Lexus seems to be doing the opposite. As the tested vehicles were American-spec prototypes, both my Hybrid and 200t were FWD examples. Despite this, the Hybrid felt laboured. Acceleration was adequate, if not meek-ish especially when climbing certain portions of the Sea-to-Sky. The CVT did what CVTs do, which is pin engine rpm near redline. The entire experience lacked the usual Lexus levels of refinement.

The 200t fared far better thanks in large part to the slick and smooth-operating 6-speed auto. The 2.0T pulls smartly and does not suffer from any lag, but is not especially powerful. It is no more brawny than the MKC’s 2.0T and feels less powerful than the Evoque’s and the BMW X3’s. Bottom line: Among its competitor, it is average.

That’s how the drive can be summed up, as well. The steering’s nice and beefy, brakes feel OK, and the ride is not as well sorted as the RX’s. There is no “fun” or enthusiasm to be found at the wheel of the new NX.

There are two F Sport versions. Sadly, I was only able to drive one for 5 minutes, and at very low speeds. The paddle shifters could have helped, as would have the sport-tuned suspension. Lexus expects that a large portion will be equipped as such.

Inside and Out of the 2015 Lexus NX
The contrast between the NX’s driving characteristics and its exterior styling could not be greater. The 2015 Lexus NX features numerous exterior details, the most in-your-face being the spindle grille, which is subtly repeated in the rear. The motorcycle-inspired LED L-shaped daytime running lights (as seen on the IS and RC) are very modern and hip.

Furthermore, the flared fenders are ripe for male appeal while the fancy lit-up door handles scream female attention. I may have gone too far right there… And on the subject of the F Sport, the different, deeper, and more aggressive front bumper makes a world of a difference. Another reason to go F Sport.

The cabin is, in my opinion, the best part about the 2015 Lexus NX. The dashboard layout is contemporary, well designed and generally user friendly. The same cannot be said for Lexus’ new version of its Remote Touch that now uses a touch pad as opposed to a “mouse.” I’ll need more time with it.

The seats happen to be very supportive and comfortable, far more than the MKC’s. Once more, the F Sport has unique seats, which are to die for. The trunk is capacious, but I do not think will hold as many golf bags (4) as Lexus says.

Comparing the 2015 Lexus NX
Currently, the 2015 NX deals with the Mercedes GLK, Audi Q5, BMW X3, Infiniti QX50, Range Rover Evoque, the Lincoln and even the Porsche Macan. The Germans are strong, and revised Q5s and GLKs are not that far off…

I expected the NX to be a fun version of the great RX, but it turned out not to be. A weeklong road test is in order.

It’s not exactly surprising that Lexus is finally launching a compact crossover in its all-new 2015 NX. After all, the small-and-tall wagon market is the fastest growing in the business, and Lexus already has a vice-like grip on the midsize segment with its vastly popular RX 350 and RX 450h crossovers.

However, the competition here is steep, filled with practical, stylish, enjoyable vehicles like the BMW X1, Infiniti QX50 and Acura RDX, and soon the Mercedes GLA and Audi Q3 as well.

With that in mind, the engineers at Lexus decided to go back to the drawing board. With its competitors’ focus on delivering both style and dynamics in excess, Lexus couldn’t simply leather-wrap a Toyota RAV4 and call it a day. Instead, it would require a vehicle that could hold its own against the Germans, with a drivetrain never before seen in a Lexus. They had our attention with the word, “Turbo”, a word that we haven’t heard from the Japanese brand since Toyota Supra went the way of the polar bear in 1998.

To see exactly what happens when titanic Toyota decides to take on the Germans at one of their best games, I jumped on a plane, headed to Whistler, Canada and grabbed some seat time with the 2015 Lexus NX 200t F-Sport.

Predatory

After three years of exposure to Lexus’ “spindle grille”, I thought my eye would have grown accustom to it by now. With each new model, however, Lexus’ front fascia grows increasingly menacing, more extreme.

The 2015 NX wears the most fearsome version of Lexus’ L-Finesse design language to date, with F-Sport models looking even more aggressive, thanks to their massive honeycomb grilles. Remember when the Predator removes its mask for the first time, and you see its teeth and double-hinged jaw? Yeah, Lexus is getting closer and closer to that with every new derivation. That’s not to say the NX is unattractive – I actually really dig the front end – but the styling is polarizing, to say the least.


Along with its new schnoz, the NX comes with standard LED headlamps, which can be upgraded to a gorgeous set of 32-bulb LED headlights that look plucked directly from a concept car. Around back, onlookers will find more LEDs and more edgy styling. From the side, the NX doesn’t look too far off from a Mazda CX-5, but that’s not a bad thing, either.

Inside, the cabin draws many of its queues from the new Lexus IS, giving the NX a cockpit-like feel, rather than the sensation of sitting above the road. The seated experience is more akin to a sports car, rather than a truck, and the seats are supportive and comfortable.

With the F-Sport model, drivers will find a few options beyond traditional interior palette of blacks, greys and beiges. Customers can also choose the interior in red, or in black with contrasting stitching. The steering wheel feels great and contains all of the necessary buttons to make changes to the infotainment system. That system has been updated to the newest version of Lexus Remote Touch, which is now trackpad-based, rather than controlled by mouse. It’s about as easy to use as it ever has been, and even the trackpad has haptic feedback, intended to help keep eyes on the road, and away from the screen.


In my opinion, the only way to spec the NX is in its F-Sport guise. Frankly, the standard model just doesn’t look as good; the base car misses some of the marks without the blacked-out grille, black mirror caps, and smaller wheels. Plus, customers lose the option of ultra-stylish red leather sport seats, which are absolutely essential if drivers aim to do anything remotely sporty with the NX.

Technology … everywhere

Despite its low-ish base price, the 2015 Lexus NX offers the full suite of Lexus feature and safety technologies, as well as a new one that we haven’t seen before now. On top of the expected stuff – power everything, sunroof, LED headlights – the NX comes with a seven-inch display for its radio, climate, and navigation controls.

In terms of safety tech, Lexus offers just about every feature as its LS flagship sedan.
Choose the base model, and Lexus fits the NX with an eight-speaker setup with HD radio. Opt for the upgraded package and the robots at the factory bolt up two speakers (for a total of 10), a radio (a la DVR) option, and the touchpad with haptic feedback. To top it all off, buyers can also opt for a wireless charging pad – made by Qi – for mobile devices.
In terms of safety tech, Lexus offers just about every feature as its LS flagship sedan. Radar cruise control is available, which not only tracks the cars in front of the car, but also will allow the NX to come to a complete stop, and then restart again.

The luxury crossover also offers a pre-collision system that I thankfully didn’t need to use. However, Lexus did take the time to show me the new Lexus Enform mobile application, which gives users the ability to lock, unlock, and start the NX from a mobile device, as well as set top speeds and curfews for the vehicle, in case the teens take the NX for a spin.

Slow to the game, but smooth upon arrival

Under its sheet metal, the 2015 Lexus NX started as a RAV4. However, Lexus claims that every car has to start somewhere. By the time the NX was finally realized, the RAV4 platform had been altered by 90 percent to become a Lexus.

What changed? Lexus engineers added a totally different set of engines, entirely new suspension, and torsional rigidity was ratcheted up by 20 percent for better handling. So, while we might’ve joked about the NX being a badge-engineered RAV4 in the past, it’s safe to say that they’re nearly unique cars.

There are two available engines in the NX, both of which come standard with front-wheel drive and optional all-wheel drive, and both can be had in F-Sport guise. The NX 300h – ‘h’ for hybrid – uses a 2.5-liter four-cylinder engine and an electric motor to produce 192 horsepower, which is channeled through a continuously variable automatic transmission (CVT).

2015 Lexus NX
With this powertrain, the NX drives more like a hybrid focused on fuel savings – not unlike the CT 200h – than it does like any of the Lexus performance hybrids. Power is adequate, but the real magic is in the numbers, where’s it rated at 35 mpg city, 31 mpg highway, and a combined 33 mpg. All-wheel drive models get slightly decreased economy.

All things considered, I say you skip the hybrid.

Instead, choose the better, more interesting option: the NX 200t. It’s powered by a 2.0-liter turbocharged four-cylinder producing 235 horsepower and 258 lb-ft. of torque. Especially in F-Sport trim, which gives the NX larger, 18-inch wheels, a sports-tuned suspension and sound control to allow more engine noises into the cabin, the 200t model feels peppy, responsive, and legitimately fun to drive. It’s not quite as entertaining as the Lexus IS or GS sport sedans, but it’s certainly approaches their territory of driver engagement.

I’m not calling the NX 200t is a sports crossover; it isn’t. First and foremost, it’s a statement in style, comfort, and reliability. But, there’s something to be said for its semi-sharp handling, direct steering, and access to torque on the low end. Maybe that’s what we’d call ‘responsible fun’, but that’s not a bad place to be in the entry-level luxury market.

Highs

Handsome, comfortable interior
Wild, expressive design
Engaging driving dynamics (for a Lexus)
Presumed reliability
Lows

Modest performance for the segment
Smallish interior
Lackluster hybrid drivetrain

Imagine you were given the option of having two faces. One of them is fairly ordinary, slightly gap-toothed, but attached to an attractive enough body that you could probably make it work and not end up living alone with a bunch of cats just waiting to chew your face off when you finally go down.

The other is handsome, with a good, strong chin, character lines, the whole nine yards, and will make far better use of that body.

This, clearly, is why cars are better than human beings, because you can actually choose the face you want, particularly in the case of the new Lexus NX, which comes with two distinctly different visages.

I’d be willing to bet that the F Sport version of this new, volume-gorging mid-size SUV - which gets the cool-looking spindle grille that now adorns all properly attractive Lexuses - was the one the designers originally drew. Its cool corporate face completes what is an edgy, risky but ultimately successful design.

Sadly, the more basic models that will make up the lion’s share of sales are stuck with a horizontal bar grille that looks like a face that’s been forced to wear braces.

We’re yet to know what the price difference between F Sport variants and the basic NX 250h hybrid or all-new engined 200t will be, because the numbers aren’t set yet, but Lexus has strongly hinted the range will start in the $55,000-$60,000 range. And that the hybrid, which is more exciting than a mobility scooter to drive, but not by much, thanks to its whiney CVT gearbox and less than exhilarating acceleration (0 to 100km/h in 9.1 seconds, although you do get a claimed economy figure of 5.6 litres per 100km to compensate for your boredom), will be the entry-level model.

This is an inexplicable move in itself, given we are always told that hybrid tech is more expensive than old-school petrol engines, and the fact that Lexus knows damn well it will sell more of the 200t model, powered by a new and fiendishly clever 2.0-litre turbo engine, with 175kW and 350Nm and a 0 to 100km/h time of a respectable 7.2 seconds.

What will set this Lexus apart, int the world’s fastest growing segment - SUVs, including part-time all-wheel drive like this - is its design, which is truly eye-catching and impressively forward looking compared to its natural competitors from Germany.

The NX also falls in what Lexus likes to call the “sweet spot” between Q3 and Q5, X3 and X5, and won’t soon be joined by an X1 competitor, apparently. Its unique size and brought to you by Gillette style may well allow it to stand apart from the herd.

Lexus Australia is certainly hoping it will be a big volume seller, and they’re probably right, and the good news is that the NX will hold its own on the road.

There’s some tyre roar, but otherwise this is an extremely solid, beautifully built premium SUV, packed with technology and blessed with a nice ride/handling balance and hefty, direct steering.

It’s somewhat hamstrung by an old-tech six-speed auto, but otherwise it’s a mighty fine drive that shows few signs of its Toyota RAV4 origins - Lexus insists 90 per cent of parts are newly engineered, and the whole thing is 20 per cent stiffer than the donor Toyota.

That solidity gives the NX the bank-vault feel, and sporty handling, that premium buyers are looking for.

Throw in a high spec level and loads of trick gadgets and you’ve got a very attractive new player in the mums’ SUV market. If they can get the pricing right, it could change the face of Lexus in Australia entirely.

This is just one man's opinion, but I think Lexus has an upcoming hit on its hands.

There are two big questions surrounding the NX. First: Since it's based on the ignoble Toyota RAV4, can it possibly be a credible premium vehicle? Second: What's up with Lexus' new 2.0-liter turbo mill? Especially since that long-overdue engine is going to start showing up in other models, most notably the IS 250, replacing that car's dowdy, unloved 2.5-liter V-6. Starting with the former, Lexus claims the NX is 90 percent different than the RAV4, and that the only elements the two share are things such as wheelbase, suspension points, and holes in the unibody for speakers. I must admit I initially dismissed those claims until I got in the sharply creased Lexus and drove it. Color me a convert. The NX's ride is first-class, a strong engineering feat for a vehicle with such a small wheelbase. This is particularly true of the non-F Sport model. The steering is properly weighted and lively; the NX 200t holds the road well during fast sweeping turns; and the brake feel is about 10 times better than you'd expect on this class of vehicle. Aside from size, the only giveaway that the NX is in any way related to the RAV4 is the shape of the passenger side airbag cover, and you'd have to be a total car geek (Hi, mom!) to notice.


The NX 200t is quick. Starting with a 2.0-liter inline-four, Lexus developed a scratch-built twin-scroll turbocharger. (Twin-scroll means that exhaust pulses from the 1 and 3 cylinders hit the impeller with alternating pulses from the 2 and 4 cylinders, reducing lag.) Taking a peek under the hood reveals an unusually wide cylinder head. Reason: There is, in fact, no exhaust header. The little turbo is mounted directly to the exhaust side of head. What a world. The engine summons 235 horsepower and stumps up a useful 258 lb-ft of torque.

Gazing at the competition reveals that the Volkswagen Group 2.0-liter turbo I-4 in the Q5 makes only 220 hp but the same amount of torque. It should be noted that the Lexus NX has only a perfectly fine six-speed automatic transmission (even though the IS can be had with an eight-speed), while the Q5 has more gears, as most of the rest of the competition does.

Speaking of the competition, the Mercedes-Benz GLK doesn't have a small turbo gas motor (yet) but its comparably priced 3.5-liter V-6 creates 302 hp and 273 lb-ft of torque, with the accompanying mileage and weight penalties. Having driven the GLK, I can say it doesn't feel any quicker than the NX. The Cadillac SRX also has a V-6—a big 3.6-liter that makes 308 hp and 265 lb-ft of torque— though the Caddy's still hooked to a six-speed. Then there's the BMW X3, which in xDrive28i guise (a 2.0-liter turbo) cranks out 240 hp and 260 lb-ft of torque. The BMW figures are, of course, massively underrated. Let's not discount the new, similarly sized/positioned and quite classy-looking Lincoln MKC, which features a 2.0-liter turbo I-4 good for 240 hp and 270 lb-ft of twisting force. The little Lincoln also has an optional 2.3-liter turbo I-4 that creates 285 hp and 305 lb-ft of torque.

You might be asking -- and I know I was -- if Lexus feels it's made a mistake by bringing a muzzle-loading rifle to a shotgun fight? It says no. First of all, the 200t will (probably) hit 60 mph in the high 6-second range. Fast enough, though with 194 hp total system power, the 300h hybrid will require more than 9 seconds to do the same. Then there's the little matter of reliability, an area where Lexus has long enjoyed a hard-won reputation in the luxury category for not breaking. It claims the 2.0-liter turbo's output has been optimized for precisely that. Yes, the Lexus folks told me the engine is capable of making more power -- stay tuned. Third is fuel economy, where Lexus is estimating 22/28/24 for the FWD 200t, and 21/28/24 for the AWD model. How does that stack up to the competition? The less powerful Audi is rated at 20/28/23 and the more powerful cars are worse. While there's no diesel model (a move I say thwarts the brand's global ambitions), the hybrid 300h should return EPA numbers to the tune of 35/31/33 for FWD and 33/30/32 with AWD -- impressive from a green perspective, no doubt. My big takeaway is that the NX 200t feels plenty powerful, though even in F Sport guise, an X3-rivaling sports car it's decidedly not. Could Lexus shoehorn in its venerable 306 hp, 3.5-liter V-6? Probably, but I doubt NX customers will demand it.


Read more: http://www.motortrend.com/roadtests/...#ixzz36u4cJTig