Lexus was late to the party with a 2-liter turbo. Will having the best one in the market make up for that?

This week Lexus brought automotive journalists from around the world together in Nashville to sample the 2015 NX 200t. This is a new model for Lexus, and we took careful notes on the vehicle. Torque News also studied the engine. This new 2-liter turbocharged engine, called 8AR-FTS by Lexus insiders, is all-new for Lexus and company officials have made it clear the engine will migrate to other Lexus models and ultimately find its way into Toyota and possibly Scion models as well. Here is our detailed report on this amazing new engine.

Lexus 2-Liter Engine Architecture
The Lexus in-line, four-cylinder, two-liter engine in the 2015 NX 200t includes a balance shaft with resin gearing. It uses a twin scroll turbocharger. The engine also has an air to liquid intercooler. Fuel is delivered to the engine by both port and also direct injection. The VVT-iW cam and valve timing system can allow the engine to operate in both the Otto and also Atkinson cycles. The exhaust manifold is built into the cylinder head and is cooled to keep exhaust gases from causing too much strain on this super-hot area of the engine. Let’s dive deep into this engine design now and take a closer look at every aspect of what could be the most important Toyota/Lexus engine in a decade.

Lexus 2.0-Liter Engine Turbocharger Details
Turbochargers compress the intake charge to aid in combustion. The twin-scroll turbocharger on the Lexus 2015 NX 200t is different in many key ways from competitors’ turbos. The first unique aspect is that Lexus is making its own turbo. Most automakers don’t make turbos. They source them from companies outside. This slows development; means automakers are fitting a standard part to their engine, rather than making it a custom fit, and the quality program now involves two corporations. Lexus takes ownership of this turbo and it was designed entirely in-house by Lexus and manufactured in the Miyoshi plant. Lexus controls its turbocharger from raw material processing to installation in its vehicle.

Most automakers are using twin scroll turbos now with aim of reducing complexity (compared to twin turbos), space, and of course turbo-lag. Lexus’ design focused on not just power, but also fuel efficiency and emissions. Lexus and Toyota live and die by QDR, quality, durability, and reliability. By making this turbocharger themselves Lexus controls its own QDR destiny.
Lexus’ new turbo design has a focus on reduced friction, efficiency optimized turbine blades, and a reduction in noise, vibration, and harshness (NVH). This focus on reduced NVH is apparent when one stands outside the car while it runs. The engine is silent. Stand next a BMW 2.0 liter turbo, such as that in the BMW X3 28i and you will immediately sense the difference in Lexus’ reduced NVH.

Lexus’ turbo impeller is forged to near its final shape which helps control distortion. The impeller wheel uses electron beam welding to continue this attention to dimensional accuracy. The turbo housing itself is a new cast-steel material with reduced nickel content Lexus says helps the casing deal with and resist heat distortion and wear.

Lexus 2.0 Turbo Intercooler Details
Intercoolers remove heat from the compression of the air by the turbo and aid in combustion. A cooler air intake charge is more dense, and thus has more oxygen for combustion (PV=nRT). Lexus mounted its intercooler downstream of the turbo (of course), behind the engine and low in the engine bay. This has many advantages including lower center of gravity (radiators are heavy) and to move the weight back toward the centerline of the vehicle.

Lexus Cam and Valvetrain Details
Lexus uses an ultra-lightweight valvetrain with sodium filled valves. The variable valve timing (VVT) system now used by Lexus is called VVT-iW. The i stands for intelligent, and the W stands for wide. The upshot of the new system is that it operates over a wider segment of the intake timing. The system can advance and retard timing so much that the engine actually operates at times in the Otto cycle, and at times in the Atkinson cycle. Say goodbye to the debate over whether to use Otto (more power overall) or Atkinson (better fuel efficiency in some circumstances).
Lexus Exhaust Manifold Details
The Lexus exhaust manifold is a 4-pipe to 2-pipe to 1-pipe system that is integrated directly into the cylinder head. Lexus uses engine coolant to remove heat from this critical part to prolong life. It also prolongs the range that the engine can be operated in with the optimum air-fuel ratio. Lexus designed the exhaust manifold to work with the turbocharger to reduce exhaust gas pulsing.

Lexus 2.0 Turbo Engine Performance Specifications
In its current form, the new Lexus engine in the NX 200t has a 10:1 compression ratio. It produces a maximum of 235 horsepower through the full range of 4,800 RPM to 5,600 RPM. It also produces 258 lb-ft of torque from a very low 1,650 RPM all the way up to 4,000 RPM. This means that in normal driving the engine uses its peak torque all the time. It also means that the engine has a broad plateau of power at the high end when drivers need power for passing, or merging, or just for fun.

The approximately 4,000 pound NX 200t can accelerate in AWD form to 60 MPH from 0 in just 7 seconds. That is very competitive in the class and will make this a hot engine when used in the Lexus IS 200t. Lexus does not have official fuel economy numbers yet. The company is predicting that the NX 200t will match the fuel efficiency of the BMW X3 without the need for an annoying stop-start system, and without the need for the expensive “Efficient Dynamics” which uses brake energy regeneration to power the electrical system. Lexus can always add these systems later to improve fuel economy if it chooses. Lexus is projecting that the all-weather drive NX 200t will test out at 21 City, 28 Highway, and 24 MPG overall.

Driving the 2015 Lexus NX 200t Turbo
Driving the crossover by Lexus with this engine reveals its refinement. As we mentioned earlier, the lack of any noise is impressive. The engine revs smoothly, and turbo lag is not apparent. In normal starting and cruising one never hears or feels any “turbo sensation.” There is no dead spot at low RPMs. Most importantly, the engine not does not roar to life at 2500 RPMs in the way that many poorly designed turbocharged engines do. Rather, it feels like a small in-line 6-cylinder. Is there a higher compliment?

Hammer the throttle and the engine does begin to produce power immediately, it builds linearly to about 4,500 RPM and then the VVT-iW, variable valve timing system does seem noticeable. This is a very Lexus-like and Toyota-like feeling. I own two V6 Lexus engines, and both do this. If one uses the transmission (paddle shifters or the gear selector in M) to start off in the higher ranges, say above 3,500 RPM and then floors the accelerator, from the high 3,000 RPMs to redline the engine is strong.

The sounds the engine makes under hard acceleration are all enjoyable to hear. The Active Sound Control in some models is a nice enhancement to the sounds. Are you not a fan of these systems? It turns off, and it is always off when in Eco mode.

Final Thoughts on the 2015 Lexus NX Turbo Engine
Having driven, heard, and seen the new Lexus turbocharged 2.0-liter engine we now know why Lexus waited so long to introduce it. It is one of the quietest, most fuel efficient engines of its type, and it is made entirely by Lexus which means that its quality, durability, and reliability will be unrivaled. Look for it to be the mainstay of the Toyota/Lexus line for the next decade or more.

Lexus brought automotive journalists to Whistler to sample the 2015 NX. The new 2-liter turbocharged engine, is brand new and is the first original turbo charger Toyota has produced in years. Steve from Steve's POV channel brings us this quick review.

The next big crossover from Lexus is small.

Toyota’s luxury brand finally jumps into the crowded upscale compact SUV fray with the new Lexus NX. Sure, they’re several years late to the party, but it doesn’t look like the SUV market is ready to call it a night anytime soon.

After spending several days with this all-new model, we think there are several things consumers need to know:

The NX isn’t just a gussied-up Toyota RAV4

Sure, the NX is based on a modified version of the highly popular RAV4 small SUV, but the models diverge on equipment, style, and utility. Whereas the NX will accommodate a young couple’s needs, it doesn’t have the spacious rear seat and squared-off commodious cargo area as the more family-friendly RAV4. (Hopefully, the structural changes will improve upon the RAV4’s Poor test result in the Insurance Institute for Highway Safety’s small offset set crash test.)

Most NX buyers will probably be willing to forego some space for its stylish exterior, snazzy interior, and the luxurious ownership experience. The NX is noticeably upscale, with the tight cabin festooned with padded surfaces accented with stitching and stylish gauges.

The NX feels surprisingly personal and intimate inside

The NX’s dashboard and door panels wrap around you, making it feel cocooning and personal. That’s a departure from mainstream SUVs, which emphasize space and airiness. And yes, it feels a lot different from a RAV4.

The NX is further distinguished by small windows and a high beltline, with a cumulative effect that is great for ambiance but bad for visibility. The rear view is especially tight. Thank goodness a rear camera is standard; buyers should strongly consider opting for the blind-spot monitoring system, too.

The NX is offered as a hybrid

There’s a reason why almost every small upscale SUV is packing a 2.0-liter turbocharged four-cylinder under the hood. Global tax rules and fuel economy demands push automakers towards this seemingly universal answer. The Lexus NX200t’s engine makes 235 horsepower and feels relatively quick and refined, helped by electronic active sound control masking any nasty sounds. We expect to see this engine appear soon in the Lexus IS.

More unique is the NX300h’s four-cylinder hybrid drivetrain, making 194 combined horsepower. We think lots of buyers are clamoring to buy an upscale-but-small hybrid SUV. (Among rivals, only the Audi Q5 offers a hybrid, and not many people buy it.)

Like the NX200t, it’s available in front- or all-wheel-drive, the first four-cylinder Toyota hybrid sold here that can power all four-wheels. We wonder if and when this drivetrain will make its way to the RAV4.

Lexus’ new touchpad controller can be challenging

Fancy luxury cars typically have complicated controls; not many automakers escape this curse. Since the NX’s center dashboard screen is too high and a far reach to be a convenient touchscreen, selections are made through a flat touchpad mounted down on the console. Scrolling around the screen and tapping the pad to make selections is distracting.

It doesn’t drive like your stereotypical Lexus

For years, Lexus channeled their inner old-school Buick, building cars that were soft and isolating. The NX aims to win buyers away from sharper-driving competitors like the Audi Q5 and BMW X3. Decked out in optional F-Sport trim, the NX200t we drove felt tight and responsive; we’ll see how the conventional NX drives when we buy our production test car. That said, we predict it will drive better than the Acura RDX, the Lexus’ most direct rival.

A pull-out mirror in the center console

Affluent women buyers will represent a big number of NX owners, and this hidden feature is aimed right at them. It’s hard to say if this is clever, or pandering.

Reflecting on all of this, we think the NX is going to be a big hit for Lexus. Stylish, well-trimmed, and available as a fuel-efficient hybrid, the NX aims to please its owner more than fulfill family obligations. For plenty of buyers, this recipe packs lots of appeal.

—Tom Mutchler

Reflecting on all of this, we think the NX is going to be a big hit for Lexus. Stylish, well-trimmed, and available as a fuel-efficient hybrid, the NX aims to please its owner more than fulfill family obligations. For plenty of buyers, this recipe packs lots of appeal.

As compact luxury SUVs go, the 2015 Lexus NX combines enough driving fun and occupant comfort to deserve a look, but anyone with serious cargo needs should look elsewhere, or stick to the brand's popular RX.

As badge engineering goes, Toyota's luxury division has more hits than misses. The ES midsize sedan feels considerably nicer than a Toyota Camry; the GX bears little resemblance inside or out to its Toyota 4Runner sibling. And so it goes for the NX, a car Lexus calls "loosely related to the RAV4," Toyota's popular small SUV. Still, Lexus insists the NX has 90 percent different parts and a structure that's 20 percent more rigid.

Indeed, the two seem like distant cousins, at most. The NX hits U.S. showrooms in December and pricing is still to come, but at a media preview in Seattle, I drove preproduction versions of the gasoline-powered NX 200t and the gas-electric NX 300h hybrid. My early take is that the NX holds promise.



Exterior & Styling
When the NX broke press last April, we thought it would compete with the latest crowd of subcompact luxury SUVs — namely the BMW X1, Audi Q3 and Mercedes-Benz GLA-Class. Lexus, however, insists the NX stacks up against those competitors' larger X3/Q5/GLK siblings, a group that's still a few inches shorter than the RX. The brand's spindle grille draws similarities to the rest of the Lexus lineup, but the standard four-bar design combines with the NX's thin lights and pinched nose to evoke an angry, rat-like expression. F Sport versions extend the grille lower, swap in a crisscrossing insert and finish out the bottom with a deeper, layered air dam. It's unique — sinister, really — and you should get used to it. It's what most F Sport models look like now, and I'll take Vader over varmints any day.

Seventeen-inch alloy wheels are standard; 18s are optional. F Sport versions have 18s and P225/60R18 all-season tires or optional (and wider) 235/55R18 summer high-performance tires.



How It Drives
Roughly the size of a Q5 or X3, the NX is still longer and wider than the original 1999 RX 300. In two generations since then, Lexus' mainstay has grown; today's RX 350 is 5.5 inches longer than the NX. It's also more than 230 pounds heavier than Lexus' new smallest SUV, whose lighter weight benefits drivability and efficiency. The NX 200t's 235-horsepower, turbo four-cylinder speeds ahead with sufficient punch, and its six-speed automatic performs better than the RX's clumsy transmission, holding lower gears and kicking down adeptly. Using Lexus' familiar Drive Mode Select, the Eco and Normal modes introduce occasional gear-hunting in passing maneuvers, but Sport mode imbues the transmission with satisfying decisiveness.

All told, Lexus says the NX 200t hits 60 mph in the low 7-second range. That's a hair slower than the competition's base gasoline engines, but the expected fuel efficiency justifies it: Lexus pegs gas mileage at 22/28/24 mpg city/highway/combined in the front-drive NX 200t and 21/28/24 mpg with all-wheel drive. Final EPA figures are still pending, but if those figures pan out, the NX will impress in this class. One pesky detail: The NX 200t requires premium gas, something many competitors merely recommend.

The NX's ride quality is busy at times, but it still feels more composed than the sometimes-choppy RX. I couldn't detect a huge difference between the normal and F Sport suspensions; the latter have performance shocks and retuned springs, but most of our brief seat time in an NX 200t F Sport was over smooth pavement in moderate traffic.

We'll have to put an F Sport through our handling loop around Cars.com's Chicago headquarters to get a better sense of the ride/handling differences. In all trims, the steering feels a bit numb at low speeds; feedback improves as you speed up. Still, a non-F Sport 200t pitched hard into corners — a quick reminder that this is no sport sedan. The 200t's all-wheel-drive system biases power up front, though it can split power 50/50 (front/rear) if needed. You can enforce the split with an all-wheel-drive lock switch on the dash. The 300h, meanwhile, gets a unique all-wheel-drive setup with separate motors for the front and rear axles.

The 194-hp NX 300h (which doesn't come in an F Sport version) cedes more of the fun factor. There's plenty of droning, rubber-band responsiveness from its continuously variable automatic transmission, along with a slow climb up the revs when you floor it; even at full bore, power feels adequate but never energetic, and the regenerative brakes have a degree of pedal vagueness that evokes earlier hybrids.

Indeed, Lexus says zero to 60 mph takes a modest 9.1 seconds in the hybrid. It feels like that, but the payoff comes in impressive efficiency. Lexus estimates the NX 300h will get 32 to 33 mpg combined, depending on driveline — figures that trounce any immediate competitors, hybrid ordiesel. What's more, premium gas is only recommended, not required.

Interior
The NX's interior packs a lot of eye candy, mostly thanks to stitched, leather like synthetic materials that cover portions of the dashboard, center console and doors. Less convincing is the molded stitching that adorns upper sections — similar to the dash materials in the Camry and ES — as well as the big chunks of faux-metal plastic trim that flank the center controls. The layered approach does, however, look sharp overall.

Lexus' standard NuLuxe upholstery helps, too. It's fake leather, but it's damn convincing. Real cowhide is optional, but you'd be hard-pressed to tell the difference. Seat packaging is good: The reclining rear seats offer good legroom and a higher seating position than the backseat in the RX, which is too low to the floor. Still, taller adults may want more headroom; sitting upright, my 6-foot-tall frame brushed the ceiling. The optional power-folding rear seats work with one touch, and if something is in the way — say, a mischievous child trying to pancake his sibling — they stop and retract. You can work them from the backseat or cargo area, too; in the backseat, the hip-level buttons double as power recliners.


Cargo & Storage
Lexus says four golf bags fit behind the rear seats. If that's the case, certain competitors must be able to fit the bags plus a caddy. The 2011-2014 X3, plus the Q5 and Acura RDX both have 25-plus cubic feet behind their rear seats, but the NX 200t has just 17.7 — a little more than the GLK's undersized cargo area, but small for the class and less than half the cargo space of the RX. Fold the seats down, and the NX's 54.6 cubic feet makes up some of the lost ground, falling near most competitors. (The NX 300h's battery pack sits beneath the rear seat, cutting about 1 cubic foot of volume in either configuration.)


Ergonomics & Electronics
I'm less enthralled about the brand's next-gen Remote Touch interface, which comes on navigation-equipped NX models. The latest setup abandons a stubby joystick for a square surface that's similar to a laptop touchpad. It's straightforward and retains haptic feedback, but it suffers clunky map interactions and menu items that are too easy to miss. Pinch-to-zoom map functions operate with halting lag, and scrolling the map still takes too much hold-and-swipe dexterity. Sans navigation, the NX gets a simpler directional joystick ****.

The standard CD stereo has HD and AM/FM/satellite radio, Bluetooth audio streaming, Siri Eyes Free compatibility, USB/iPod connectivity and DVR-like real-time audio recording (AM/FM only, unfortunately). An optional wireless smartphone charger works through Qi, a wireless charging standard (much like Bluetooth is a wireless data-streaming standard). Navigation-equipped models add extra stereo speakers, including a subwoofer. They also add Lexus' Enform system, which can stream apps ranging from Yelp to iHeartRadio off a compatible smartphone once you download the Enform app.



Safety
The NX had not been crash-tested as of publication, but standard safety features include eight airbags, a backup camera and the required antilock brakes and electronic stability system. Front parking sensors and blind spot, lane departure and forward collision warning systems are optional. The lane departure warning includes automatic steering correction, and the forward collision warning — packaged with all-speed adaptive cruise control — can automatically apply brakes if the driver misses its warnings.


Value in Its Class
Lexus expects to sell about 36,000 NX SUVs in the U.S. annually — about a third of RX sales, but right in the thick of Q5/GLK/X3 numbers. And very few of those should come from RX shoppers; Lexus officials predict just 5 or 10 percent of sales will come at the expense of the brand's mainstay SUV. Pricing information is due in fall 2014. The NX comes fairly well-equipped: eight-way power front seats with driver's power lumbar; keyless access and push-button start; Bluetooth phone/audio with Siri Eyes Free integration; and that backup camera are all standard. The German competition starts just less than $40,000 (all prices include destination), but Acura's 2015 RDX, at $35,790, is the value pick of the litter. We'll see which direction Lexus goes. The NX can't, however, start too close to the RX, which starts at less than $42,000 for 2015. With the right pricing, the brand's latest SUV deserves attention.

Finally, a fun-to-drive Lexus crossover. This from the same brand that makes the RX? There's hope, after all.

We didn't have high hopes that the newest Lexus luxury crossover SUV (or CUV), the NX, would offer much in the way of smiles per mile. Yes, Lexus has tried to shed its staid image by getting sportier (there seems to be an "F Sport" trim for just about every model), and it's even succeeded in some cases - mainly with the recently redesigned IS sports sedan and the larger GS sports sedan. But no one thinks of the mid-size Lexus RX - the staple of suburbia - as a sportster. Enter the all-new NX.

Based on the Toyota RAV4, the NX is aimed at late-30s urban-dwelling men and women (with and without children). Its aggressive styling and small size scream "city car," and it's possible that just as many, if not more, NXs will wind up in condo parking garages as suburban driveways.

Perhaps to prove how urban-yet-practical the NX is, Lexus flew media to Nashville, Tennessee - a city that happens to be located just a short drive from one of the best driving roads in the heartland, the Natchez Trace Parkway. We got to try the NX in a variety of situations: Back-road blasting, interstate cruising, and urban touring.

Before we get to what we found while testing, let's look at some basics. NX buyers will have two engines and drivetrains to choose from. There's the NX 200t, which is powered by a 2.0-liter turbocharged four-cylinder (the first ever turbo gasoline engine in a Lexus), and the NX 300h hybrid.

Both can be had with front-wheel or all-wheel-drive, and the NX 200t is available with the F Sport trim package, which adds a more aggressive grille, black sideview mirrors, special wheels, sport front seats, a lower front bumper, sportier tuning to the front and rear suspension and steering, and the Active Sound Control system, which lets the driver control how much engine noise can be heard in the cabin.

Alright young, hip urbanites with cushy bank accounts, listen up. This might be the ride for you - as opposed to say, an Acura RDX, or BMW X1/X3, or Audi Q3/Q5, or Buick Encore, or Lincoln MKC, or Mercedes' GLA- or GLK-Class.


On the Road
One Lexus exec told us that the NX is an "SUV version of the IS." While we're normally averse to PR speak, after driving the NX we can say that the above statement isn't just mere spin.

Speaking of spins, take the 200t for one and you're immediately greeted with a tall wagon that's well suited for fun. The same engine that seemed quiet during an interstate cruise came alive with a nice roar when foot was planted to the floor, and the NX pulled nicely towards higher speeds. The six-speed automatic transmission (standard on the 200t; the 300h gets a continuously-variable automatic (CVT)) kicked down promptly for extra power, with little lag.

The Natchez Trace is filled with long sweepers that require little or no braking, you simply enter at high velocity and hold on, making minor corrections and hoping that law enforcement isn't waiting around the bend. In front-wheel-drive F Sport trim, the NX felt stable throughout the process with very little body roll and steering that was perfectly weighted and highly accurate. It was easy to trust, at least in F Sport mode (our opportunity to test handling in a non-F-Sport 200t was brief and limited, and our drive of the 300h was limited to urban and suburban streets) with a competency usually seen in similarly-priced sports sedans.

When we did need to brake suddenly, thanks to an unexpected traffic jam, the F Sport's binders were more than up to the task, with linear feel and solid strength. We didn't need to be so aggressive with the brakes in the other models, but in normal driving they felt smooth and linear.

Ride was luxury-car smooth when required, but never, ever soft. Lexus has done a nice job of blending smooth and stiff here.

Of course, nothing's perfect, and the NX isn't either. The 300h, especially, is a bit of a letdown. There's throttle lag in every drive mode (Sport, Eco, and Normal), and despite the transmission's kick-down feature, which is supposed to dig deeper for more power, the hybrid didn't feel quite as quick as its turbo brethren. It also happened to get loud under power, and not in a good way.

The F Sport's Active Sound Control system didn't seem to make much of a difference in exhaust noise (it was noticeable but subtle), but that's fine, since the turbo sounds wonderful under power.

We'll have to wait to report further on the all-wheel-drive's handling prowess, as our time in the hybrid was limited to the urban grid and we weren't able to get our dirty paws on an AWD turbo. But overall, we came impressed with the NX's driving dynamics. This from the same brand that makes the RX? There's hope, after all.

Exterior
This will be by far the most divisive element of the NX. The aggressive styling looks scrunch-faced from head-on, and its snout looks like it sticks out too far when you gaze at the side profile. Additionally, the scoops on the front corners of the non-F-Sport models looks crumpled - your author thought his co-driver had hit something before realizing that the look was by design.

Opting for the F Sport solves some of this. The more-aggressive "spindle" grille and lower front bumper make the front end look smoother, and the scoops at the corners don't look so rumpled. The front of the NX becomes much more attractive in this guise.

From the rear, the NX looks much better. The L-shaped taillights blend into the hatchback and D-pillar seamlessly, and the whole look is smooth.

We applaud Lexus for taking a risk here, and we think that the younger buyers who the brand has targeted might find the angular NX appealing. If it were us, though, we'd definitely spring for the F Sport.

Interior
Like the exterior, the interior might be polarizing. Like other Lexus models, it's also a mish-mash of angles and levels, with the HVAC controls on a level above the basic radio controls. There's a non-retractable infotainment screen on top that sticks out a bit too much, and the new touch-pad that replaces the computer-mouse-like joystick from other Lexus models sits next to the shifter.

It was probably the touchpad that we took the most issue with - it's meant to be less distracting than the mouse, but we found it more so. It's not accurate with its infotainment selections, and it's not as smooth or intuitive to use as we'd like. Maybe owners will get used to it, but we didn't.

One neat feature is a wireless cell-phone charging tray. The idea of charging a phone without a cable is convenient, and it's the kind of small luxury touch that will appeal to Lexus buyers. Depending on what phone you have, you might need a special adapter, though.

We liked the reclining rear seats, and found them roomy enough even for six-foot-plus adults, but we also whacked our head on entry to the rear each time we sat back there (your author is six-foot-one). Once inside, though, rear headroom was more than adequate. Head and legroom up front is plentiful.

Most materials looked and felt class appropriate, but some bits seemed a little cheap for the price. A couple of minor nitpicks: The start/stop button seems placed oddly high, and the Active Sound Control **** is down low by the driver's right knee.

Like on the outside, Lexus has tried hard to get aggressive. The attempt mostly works, but there are some minor flaws.

Final Thoughts
There's no doubt the NX will be a conversation piece - its styling assures that. But owners can do more than just talk about the angular styling or the spindle grille on the F Sport. Buyers will be able to talk about how sporty their NX is and how that's surprising coming from Lexus.

Really, the NX is a driver's car in crossover clothes. It feels worlds apart from the RAV4 on which it's based - we'd never do to a RAV4 what we did to the NX on the Natchez Trace. And we wouldn't feel all that inclined to try.

Whether or not the public reacts favorably to the NX's looks, it's a safe bet the driver inside won't care.

Specs, Features, & Prices
Engine: 2.0-liter turbocharged four-cylinder (NX 200t), 2.5-liter four-cylinder gas/electric hybrid (NX 300h)

Transmission: Six-speed automatic transmission (NX 200t), continuously-variable automatic (NX 300h)

Drivetrain Layout: Front-engine, front- or all-wheel-drive.

Power Output: 235 horsepower/258 lb-ft of torque (NX 200t), 194 system horsepower/152 lb-ft of torque (NX 300h)

Fuel Economy (mpg): 22 city/28 highway (NX 200t FWD), 21/28 (NX 200t AWD), 35/31 (NX 300h FWD), 33/30 (NX 300h AWD)

Base Price: Not yet announced

Available Features: Bluetooth, navigation system, infotainment system, USB port, wireless cell phone charger, 18-inch wheels, moonroof, blind-spot monitoring, rear cross-traffic alert, LED headlamps, pre-collision system, heated and cooled front seats, parking assist, SIRI eyes-free system, satellite radio, power tilt/telescope steering wheel, keyless entry and starting, power liftgate, lane-departure warning system.

Car Summary
Positives: Grin-inducing driving dynamics, terrific turbo sounds, roomier than expected rear seat.

Negatives: Love it or leave it styling, low rear roofline, touchpad is a letdown.

Who Should Buy It:Trendy urbanites with robust stock portfolios.

Final Thoughts: We're willing to trade looks for a pro-driver attitude.

Appearing as though it is precision machined from a single sheet of metal, the Lexus NX will certainly turn heads when out on the roads. This premium compact crossover is a first for Lexus; its blend of edgy styling and world-leading technology making it a desirable addition to the range. The Lexus NX incorporates a choice of petrol and hybrid powertrains culminating in the highly efficient full hybrid NX 300h, and is offered in five trim levels, ranging from the entry-level S, up through SE and Luxury to the driver-focused F Sport model, and culminating in the range-topping Premier. Technology abounds on the NX, aiding both safety and convenience and making the Lexus a great place to be.