This is a brand new car from Lexus, and one
that it needs to get right: in western Europe, Lexus sales are healthy, but the
NX should make up a third of all Lexus’s volume (nearly 17,000 cars) when it
arrives later this year. With those sorts of figures, the company can’t afford
to get it wrong.
One thing’s for sure: the NX isn’t going to
fade into the background. It borrows heavily from the controversial LF NX
concept, but the edgier aspects of the concept have been toned down.
The
Lexus NX 300h F Sport is a visual standout from every angle, inside and out
Underneath all those angles, there’s a
typical level of Lex-centricity. So, no diesel option, despite the majority of
European SUV sales being diesel – Lexus argues its case by saying that diesels
will struggle to pass future emissions targets. Instead, there’s a choice of
two 4cyl petrols: either a parallel-series hybrid 2.5-litre with 153bhp and
155lb ft, or an all-new 2.0-litre petrol turbo with 235bhp and 258lb ft –
0–62mph times are 9.2 seconds and 7.3 seconds respectively. It doesn’t take a
genius to work out that the hybrid is more focused on economy – 116g/km and
56.5mpg if you opt for the 2WD version – and the turbo’d car more biased
towards performance. Though you may be surprised to hear that in the blown
engine, we struggled to get anything better than low 20s on our test route.
That’s sports-car running costs.
The
NX's cabin is both appealing and well designed
So it’s a mark of how average the hybrid is
that we’d rather own the turbo. The NX hybrid is plainly on the far side of
boring – the batteries aren’t capacious enough to power the car on
electric-only for anything but the most token speeds, and because of the CVT
gearbox, the engine drones away like an accountant discussing tax law. The only
way it becomes even vaguely alluring is if you have it as a company car,
because 116g/km is very impressive for a machine of this size, saving you a
fortune in tax.
Touch-sensitive
controller features haptic feedback and replaces the previous joystick
The turbo is generally more interesting. It
makes the car feel lighter – because it is, though not by as much as you might
expect: 1,735kg vs 1,785kg – and the new six-speed gearbox does a far better
job than the CVT. Dare we say it, but the engine even sounds interesting now
and again, revving away happily and it’s almost quick too. In-gear acceleration
is impressive, and despite only being 2.0 litres, it still manages to haul the
NX along easily. This powertrain is almost, almost, fun.
The trouble is that neither version offers
a credible alternative to rivals’ offerings. Real-world, BMW’s 2.0-litre diesel
is just as economical as the hybrid, and just as sprightly as the turbo. The
bald truth is that Lexus has to start recognizing the standard of the
competition if it wants to be anything other than a left-field choice for
European buyers.
Centre
console controls are pared back compared to previous Lexus models
The chassis is also not up to BMW’s lofty
benchmark. Lexus wanted an “engaging and agile driving experience”, but the NX
falls short. The steering doesn’t have enough feedback, and the chassis doesn’t
have the level of adjustability that you’d want from a car that’s aiming to be
a sporty SUV. Normally, this wouldn’t be a problem – this is a Lexus after all,
and if you want cornering ability, a saloon is a better bet. But the trouble is
that in trying to create an SUV that handles well (variable dampers are
available across all models, and performance dampers on the F Sport), Lexus has
forgotten to make the NX comfortable. Basically Lexus’s new premium small SUV
thumps, crashes and chatters to the point where you’ll get irritated very
quickly.
To be fair, there are ways that
specification can soften the literal impact, to a certain extent. Don’t opt for
the all-wheel drive, as it adds weight and makes the NX bang through potholes
with a greater appetite for spinal discs, and don’t opt for the F Sport trim.
Neither tweak will transform it, admittedly, but they’ll help.
Paddles
are largely redundant with the CVT; wheel has right balance of buttons and
simplicity
There are, of course, positives. It looks
punchy, the interior is roomy and the build quality can’t be faulted – the
leather on the dash is especially good. And it’s impressive value, because
prices start at $49,205 for the 300h FWD. That’s where we’d be tempted to head,
to the end of the model range where less is more. That’s where the NX has a
point of differentiation with rivals – as soon as it starts getting pricier,
the NX doesn’t have as much going for it.
It’s a pity, because let’s not forget,
Lexus has got form with moments of brilliance. The Japanese have also built
cars that waft you along in the sort of luxury and comfort that an oligarch would
expect, where a 1,000-mile journey would present as much of a challenge as
popping out for a pint of milk. But where the NX comes unstuck is that it tries
to do both, but doesn’t manage either. It’s a car with an identity crisis.
