Lexus NX 2014 Review

Lexus has been slow to react to the seismic shift in demand for smaller SUVs worldwide -- including in Australia, where crossovers are now chosen by about half of all compact luxury vehicle buyers. Hardly small, the company's RX has been a lone offering, with Lexus attempting to take-on the compact Europeans in pricing (at least) via the four-cylinder, front-drive RX270.

Until now... Enter Lexus' second soft-road wagon, the compact NX which will pitch against a number of popular European rivals – this time the small(er) BMW X1, Audi Q3 and Mercedes-Benz GLA, and the mid-size X3, Q5 and Range Rover Evoque.

Based on what Lexus claims is a platform only loosely related to the Toyota RAV4's, the NX is the product of five years' work by more than 2000 engineers. The result, Lexus says, is a vehicle that's 90 per cent new and 20 per cent more structurally rigid than the RAV.

Despite offering similar rear legroom and even more boot space than its RX stablemate, at 4630mm the NX is a substantial 140mm shorter. For the record, it's 60mm longer than the RAV, which makes it longer than the Q5 too, although about the same width at 1845mm.

According to Lexus, the NX can swallow a sizeable 500 litres of cargo behind its rear seats and up to 1500 litres in total, with hybrid versions reducing those figures by only 25 litres.

As is Lexus tradition, hybrid power is offered instead of diesel, in this case a 145kW 2.5-litre petrol-electric powertrain similar to the one in the IS, ES and GS sedans, and the Toyota Camry Hybrid.

Like the ES sedan line-up, the hybrid version is the cheapest model in the NX range. It's fitted with identical equipment to the equivalent non-hybrid variant -- in this case a cracking new turbocharged 2.0-litre petrol model.

It's an impressive powerplant and Lexus' first turbo-petrol engine. It cranks out a reasonable 175kW between 4800-5600rpm, along with a solid 350Nm over a broad 1650-4000rpm range.

Lexus is yet to reveal efficiency figures for the turbo NX 200t but is targeting less than 8.0L/100km. This makes it thirstier than the hybrid NX 300h, which consumes as little as 5.6L/100km and doesn't require 95 RON premium unleaded.

But of course the turbo model is quicker, accelerating to 100km/h in 7.1 seconds, which isn't too shabby for a high-riding SUV that weighs between 1700 and 1860kg depending on equipment.

The hybrid is both heavier (1740-1895kg) and slower, taking 9.2sec to hit 100km/h in all configurations.

Both powertrains drive only the front wheels in the entry-level 'Luxury' trim which is priced under the luxury car tax threshold from around $60,000 (local pricing is still to be confirmed). All-wheel drive, however, is standard in both Sports Luxury and the top-shelf F Sport grades, bringing the total number of model variants to six – all autos.

The force-fed engine — which incorporates a clever Toyota-designed twin-scroll turbo housing that effectively replaces the exhaust manifold and a combination of both Otto and Atkinson-cycle induction delivers noticeably quicker acceleration, aided by a lower final drive ratio (the NX 200t F Sport's is shorter still).

Indeed, performance across a wide range of engine speeds is smooth and effortless and is let down only by a six-speed automatic transmission that's tuned for economy. Even in Sport mode, it's unwilling to hold gears and up-shifts too eagerly. Downshifts are correspondingly too slow.

Although it's likely to be of less concern to most drivers, the overly sensitive traction/stability control system regularly retards engine performance off the line and out of lower-speed bends just as the turbo does its best work. Yet it fails to completely quell torque steer from a standing start, even in AWD models (the part-time multi-plate system never really seems to send much drive rearwards).

As you'd expect, the NX 300h is less engaging and brings its own familiar hybrid problems — including driveline shudder off the line, inferior brake pedal feel and disconcerting CVT auto 'slip'. Yet it does offer surprisingly spritely real-world performance as well as efficiency.

Lexus has done a good job with the NX chassis, which dances an accomplished balancing act between well-disciplined body control and supple ride comfort, although the tyres are noisy on coarse road surfaces.

With a tight 2.68 turns lock-to-lock, the electric-powered rack-and-pinion steering is direct and well weighted too, even if it's not as sharp and communicative as, say, a Mazda CX-5.

The turning circle is a larger than average 12.1 metres, there's no full-size spare wheel and only a 17-inch space-saver. Towing capacity is just 1000kg for all but the NX 300h 2WD, which can't tow at all!

True to Lexus form, however, the NX body feels strong, quiet and well bonded and laser-screwed together. Its contemporary interior is impeccably designed and finished — even in base form but especially in racy F Sport guise. Swathes of soft, high-quality surfaces and superb attention to detail are 'trademarks' of the NX cabin.

Clever features include what are claimed to be world-first power-folding (60/40-split) rear seats, high-friction cup-holders and a touchpad-style third-gen Remote Touch Interface with vibration feedback and two-finger zoom function. An Australian-first is the wireless (inductive) mobile phone charger.

Lexus firsts include idle-stop for a petrol engine, LED cornering lamps and touch-operated overhead lighting, while the Yamaha-developed Active Sound Control system offers the ability to dial up a throatier synthesised induction note in the hybrid.

Other cool touches include LED-illuminated door-handles, an H-shaped centre console that apes the grille, striking dual exhaust outlets, Nike swoosh-shaped LED daytime running lights, LED tail-lights, standard aluminium roof rails and a luggage cover that stows under the load floor.

Australian pricing and specifications won't be finalised until the end of August, but the lengthy standard equipment list will include eight airbags, a reversing camera with active guides, parking sensors, 18-inch alloy wheels, LED low-beam headlights, a 10-speaker sound system, sat-nav, 7.0-inch colour display, power steering wheel adjustment and a powered tailgate.

A range of advanced safety aids will be available, including All-speed Active Cruise Control, Blind Spot Monitor, Lane Departure Warning, Pre-Collision Safety System, Panoramic View Monitor, Heads Up Display and full LED headlights.

A high-end option will be a 980-Watt, 14-speaker, 10-channel Mark Levinson L7 surround sound system with high-end Clari-Fi by Harman tech, which aims to restore the quality of compressed digital music files.

And thank goodness (finally) an electric switch replaces the silly foot-operated parking brake.

Upping the aggression still further for what is one of the most flamboyant Lexus designs this side of the LFA supercar, F Sport models gain different 18-inch alloys with wider, lower-profile 235/55 tyres, a sports body kit, mesh grille and brighter leather trim colours with contrasting stitching. Sports front seats, metal pedal covers and steering wheel paddle-shifters are standard while the turbo model gets a full-colour boost meter. Sport Plus drive mode and sports suspension with variable damping and Yamaha-tuned strut tower dampers are also featured.

The 16 pre-production prototypes on hand at the global NX launch in Canada were built in January and assistant chief engineer Kei-Ichi Nichiyama said improvements would be made to body rigidity, steering, suspension and overall quality before production begins.

Local delivers commence in November with the hybrid NX 300h. It will be "early 2015" before the NX 200t turbo arrives Down Under.

On the whole, our only real bugbear was the overly busy transmission in the otherwise rewarding NX 200t, which Lexus unsurprisingly expects will be the most popular model despite its modest price premium. Fact is that's unlikely to be a deal-breaker for anyone who's ever desired a classy, distinctive, smaller SUV from Lexus.

2014 Lexus NX 300h and 200t specs:
Price: $54,990 and $56,990 (estimated, plus on-road costs)
Engine: 2.5-litre four-cylinder petrol-electric and 2.0-litre four-cylinder turbo-petrol
Output: 145kW and 175kW/325Nm
Transmission: Continuously variable and six-speed automatic
Fuel: 5.6, 5.7L/100km (FWD, AWD) and sub-8.0L/100km (est)
CO2: 131, 133g/km (FWD, AWD) and TBC (est)
Safety Rating: TBC