Lexus NX 300h 2014 Review

Unlike some in the office, I am a fan of the Lexus corporate ‘spindle grille’ front-end treatment. It offers distinction in a world of vanilla styling.

When applied to the NX 300h, it further distinguishes the latest Lexus SUV’s design, enhancing the front corner slashes, flared arches and distinctive LED light signature, while contributing to a drag co-efficient of 0.33; a very low figure for an SUV.

Another outside standout is the ‘world first’ patented door handle design, which contains a concealed key barrel, only required when the standard keyless entry system is on the blink.

Other available 'firsts' include power-folding second-row seats in the top-spec Sports Luxury variant. This adds convenience when altering the seat-up luggage capacity of 475 litres to the full 1520 accessible when the seat is folded down.

The Lexus NX range commences with the $55,000 (plus on-road costs) Luxury. It is the only variant to come in front-wheel drive form, though for an additional $4500 you can specify the Luxury with an on-demand all-wheel drive system that uses a 50kW electric motor mounted in the rear to provide additional traction where required.

Key standard equipment for the Luxury includes sat-nav, a reversing camera, drive mode select with eco, normal and sport modes, third-generation ‘Lexus Remote Touch’ interface, tyre pressure warning, front and rear parking sensors, a powered rear tailgate, heated front seats with eight-way adjustment, smart start, a 10-speaker audio system and 18-inch alloy wheels.

A moon roof is a $2500 option for either version.

Stepping up to the mid-spec, all-wheel drive only F Sport (from $66,000 plus ORCs) brings adaptive variable suspension (accessed via drive mode select, which also offers a sport plus function and a specific damper tune), a 360-degree panoramic camera view, blind spot monitor, rear cross-traffic alert (for the first time in this segment), all-LED headlamps, a wireless (inductive) phone charger (for iPhone and some Android applications), 10-way electrically-adjustable front seats with driver memory, heating and cooling and F Sport body kit.

There are also two ‘Enhancement Packs’ available, the first adding the moonroof and 14-speaker Mark Levinson audio system for an additional $4000. The second builds on pack one, with pre-collision safety pack, all-speed cruise control, lane departure warning plus, head-up display, smart key and auto high-beam, for an additional $7500 over the purchase price.

Finally, the Sport Luxury ($75,000 plus on-roads) adds the 60:40 split-fold second-row as well as all the goodies from the F Sport’s Enhancement Pack 2, along with a specific 18-inch wheel design and wood grain trim.

All variants are powered by Lexus' familiar 2.5-litre Atkinson cycle four-cylinder engine. It produces 114kW at 5700rpm in its own right, along with 210Nm from 4200-4400rpm.

The 650-volt AC synchronous electric motor can generate a total output of 105kW and 270Nm. The battery pack is Nickel Metal Hydride, generating 244.8 volts. Combined, the power sources produce 147kW, with power hitting the road via a six-step continuously variable transmission (CVT), which has a kick-down function for the first time.

Fuel consumption is a claimed 5.6L/100km on the combined cycle for the two-wheel drive, or 5.7L/100km in the all-wheel drive variants.

Lexus offers NX 300h buyers a four-year / 100,000km warranty (whichever comes first) with an eight-year / 160,000km warranty covering the hybrid battery. No capped-price servicing plan is arranged, but Lexus does provide the convenience of a loan vehicle or pick up / drop off to your designated location when you drop your car in for its service.

At launch, our first opportunity to drive the NX 300h comes in F Sport form.

The seating position is high, yet the small side and rear window openings means the lane departure warning and blind spot monitor are welcome. The price of distinctive design…

As ever, the quality of Lexus trim and appointments is welcome, although the dash-to-glovebox layout is a little clunky compared to key rivals such as the Audi Q3, Mercedes-Benz GLA and BMW X1/X3.

Also clunky is the updated touchpad interface. Although improved ergonomically over the similar item found in the Lexus IS, the touchpad remains too sensitive and less intuitive than the rotary control found in most rivals.

Pulling away in EV mode, the NX 300h is of course near-silent, though it remains surprising just how quickly the petrol engine cuts in to assist in accelerating the near-1900kg NX up to traffic speed; in one instance, a mere 15 per cent throttle travel at 30km/h engages the four-cylinder.

EV mode is also disengaged at speeds above 52km/h, though when coasting the computer will cut the fuel-feed to minimise consumption.

Although the petrol motor engages smoothly, it is under throttle that it makes its more utilitarian heritage known, sounding thrashy in the cabin and at odds with the otherwise refined experience.

It’s a noise exacerbated by the CVT calibration, which seems to hold the motor at a constant 4500rpm for extended periods. Even engaging the wheel-mounted shift paddles to ‘manually’ shift over six steps fails to alleviate this drone.

The NX 300h rides very well, the sophisticated adjustable damping of the F Sport providing solid body control, though it could use firmer springs to reduce roll in normal mode. It tightens up noticeably in sport plus, however, the lateral movement is never truly alleviated, and the steering remains highly-geared.

Less noticeable is the engagement of the rear axle under heavy acceleration; you could be forgiven for thinking the F Sport was front-wheel drive only in most conditions.

Consumption also suffered on the twisty roads chosen for the test loop, with a fuel reading of 12.8L/100km on a climbing road section. Around town, the F Sport returned a more acceptable – though still far from claim – 7.8L/100km.

Moving into a front-wheel drive Luxury, you immediately miss the heated, cooled front seats and premium audio found in the F Sport, though the vehicle remains well equipped and looks stylish on its 18-inch alloys.

Lacking the variable suspension and high performance dampers of the F Sport, the Luxury rolls more freely, and gives up tyre grip more easily. It also sounds more ‘electric’, the regenerative capability of the hybrid system more intrusive.

Although Lexus should be applauded for thinking differently, it has to be said that German turbo-diesel rivals offer a more complete package, with more accessible performance and better real-world economy.

Having said that, if its interior comfort and adventurous styling you are after, we’d urge you to consider a Lexus NX 300h.