2015 Lexus NX 300h

The 2015 Lexus NX 300h corrects a wrong perpetuated by the Japanese luxury brand since its inception 25 years ago: a decision to ignore the entry-level premium crossover space.  While rivals Acura (the RDX), BMW (the X3), and Audi (the Q5) have enjoyed the benefits of selling small, yet comfortable people movers to upwardly mobile couples and families, Lexus has sat on the sidelines, a strategy made even more puzzling by the strong success of its mid-size RX SUV.

The all-new Lexus NX 300h doesn't just extend an olive branch to those seeking a compact crossover from the brand, but it also makes a strong statement about efficiency by way of its hybrid drivetrain (a NX 200t gas-only model is also available).  I spent a week behind the wheel of the NX 300h in a bid to evaluate just how well this cute 'ute would fit into the average daily grind, and to see if Lexus' hybrid technology was up for dealing with winter's sub-zero chill.

Models and Prices

The 2015 Lexus NH comes in three distinct models: the 200t, the 200t F Sport, and the 300h hybrid.  I'm going to focus on the latter, which retails for an MSRP of $39,720 and represents the priciest, although best equipped (out-of-the-box) version of the crossover.  Standard with the model are LED headlights, fog lights, and running lights, along with dual automatic climate control, imitation leather seats with power adjustment for the front passengers and a recline feature for those sitting in the rear, a seven-inch LCD infotainment display, HD and satellite radio, Bluetooth connectivity, keyless entry and ignition, power tilt and telescoping for the steering column, and 17-inch rims.

As with most members of the Lexus family, it's possible to customize the NX 300h with a variety of additional gear, and the tester I drove was packed to the brim.  It featured the Luxury package (18-inch wheels, heated and cooled front seats, genuine leather upholstery, a power liftgate, a sunroof, a heated steering wheel, a tow package, automatic windshield wipers), the Navigation package (the Remote Touch vehicle interface, a navigation system, a louder stereo system, the Enform suite of apps), all-wheel drive, adaptive cruise control, premium 'triple-beam' LED headlights, power folding rear seats, parking assistance front and rear, and a blind spot monitoring system.  The total price of the NX 300h I drove came to $52,660, which translates into a heady $13,000 in optional equipment.

Design

What’s New:

• The 2015 Lexus NX 300h is an all-new model.

The 2015 Lexus NX strikes a pose as the most controversial implementation of the new Lexus spindle design language.  Not only does the crossover feature a prominent trapezoidal grille, but it also proffers a sharply angular front bumper and highly-creased sheet metal along the sides and at the rear of the vehicle.  When I first saw the NX in the summer of 2014, I was impressed by how aggressive Lexus was willing to be with the SUV's attitude, a character trait that carries over to even the ostensibly efficiency-minded 300h hybrid model.  I'm quite taken with the looks of the Lexus NX, which is a nice counter-point to some of the blander efforts made in the compact crossover arena.  There's no doubt that the word 'polarizing' perfectly paints this luxury personnel carrier, but judging from the reactions I got during my time with the Lexus, I'm not the only one applauding Lexus' efforts in the style department.

Once inside, the Lexus NX 300h is less revolutionary but still for the most part satisfying.  The cockpit feels snug, what with the dual-plane center stack and high console herding you in on the right, and the leather-wrapped armrest keeping you in place on the left.  The passenger compartment risks sterility with its abundance of metal-look trim (balanced out by a hint of wood on the door panels and the passenger-side dashboard), and there's a certain matter-of-factness about the NX's interior design that helps it feel luxurious, but not plush.  'Purposeful' is the word I think I am looking for.

Comfort and Cargo

What’s New:

• The 2015 Lexus NX 300h is an all-new model.

It's important for small crossovers to double as miracles of packaging, for while we all want to drive something that's easy to park, most people also need their compact SUVs to feature a usable amount of interior room.  The 2015 Lexus NX 300h doesn't disappoint, as its second row of seats are quite spacious even with a full load of five passengers packed in for the ride.  It's nice to be able to recline the back row, too, on longer trips, and when it's time to load something other than people into the vehicle the NX's power fold option can be accessed either from the sides of the seats themselves or from the driver's position.

53.5 cubic feet of gear can be stuffed inside the Lexus, and I was able to transport two hockey sticks without having them come close to touching the front seatbacks.  You'll note that the NX 300h is only one cubic foot smaller than the non-hybrid NX in terms of its total cargo volume, which is a rare triumph of battery placement not eating up too much utility.

There is one weird feature of the NX 300h I'd like to point out, and that's the strange panel behind the wrist-rest / leather hump on the center console that can be removed to access a surprisingly deep mini-storage pocket.  I don't know what I would keep there, and I don't know why someone added a leather pull tassel to lift it up and out of the way, but it's an interesting example of the NX's quirky personality.

Features and Controls

What’s New:

• The 2015 Lexus NX 300h is an all-new model.

For the most part the 2015 Lexus NX 300h leverages the awesome might of the automaker's deep parts bin, which means lots of flat, easy-to-use buttons, simple stalk controls on the steering column, and an easy-to-understand panel and console layout.  There is one significant exception to this rule, unfortunately, and it comes in the form of the brand's terrible Remote Touch interface which has been updated specifically for the NX.

When I say 'updated,' I really mean 'made worse in every possible way.'  In place of the frustrating mouse controller that Lexus previously provided for drivers to interact with the car's entertainment and communications system, there is now an even-more-frustrating touchpad.  It's hard to explain just how terrible the setup is, from its haptic feedback that bounces your finger off of the pad (luckily, you can disable that), to its ultra-sensitive interface that sends the on-screen cursor shooting all over the place as you try to corral it while driving.  I did my best to use steering wheel buttons, dials, and knobs to avoid having to touch the pad, but there are some menus and features that demand you submit to its flat, unyielding thrall.  Lexus really needs to get a handle on its infotainment systems and vehicle interfaces, as the brand has fallen far behind almost every competitor in terms of graphics, design, and user logic.

Safety and Ratings

What’s New:

• The 2015 Lexus NX 300h is an all-new model.

The 2015 Lexus NX  300h comes standard with a strong list of safety gear, including a driver's knee airbag, a unique front airbag system that prevents submarining in a serious accident, seat-mounted side airbags up front, dual forward airbags, and side curtain airbags for all outboard positions.  My tester was also equipped with a blind spot monitoring system,  forward collision warning system, and a lane departure warning system, all of which performed flawlessly during our week together (although I never got close enough to the vehicle ahead of me for the NX's automatic braking system to engage).

2015 Lexus NX 300h Crash-Test Ratings: The Lexus NX 300h received a score of 'Good' in each of the IIHS crash tests, making it eligible for Top Safety Pick+ status.  The NHTSA has yet to evaluate the NX 300h.

Engines and Fuel Economy

What’s New:

• The 2015 Lexus NX 300h introduces a 2.5-liter, four-cylinder hybrid engine setup.

The 2015 Lexus NX 300h comes equipped with a 2.5-liter, four-cylinder gas engine that works together with two electric motors in front-wheel drive models and three if you opt for all-wheel drive.  Total system output for either edition of the NX 300h is listed at 194 horsepower, with the all-wheel drive models using the third electric motor exclusively to power the rear wheels when a loss of traction is detected up front.

As with all Lexus hybrids, a continuously-variable automatic transmission is charged with handling the NX's shifting duties.  Fuel mileage for the crossover is listed at 35-mpg in city driving and 31-mpg combined for front-wheel drive models (and a little less when all-wheel drive is specified), but I saw nowhere near that during my time with the vehicle.  This is not surprising: in cold temperatures, there's a strong demand placed on any hybrid to keep the windshield warm (and in the case of the Lexus, my butt and hands toasty on the seats and steering wheel, too).  As a result, the vehicle's engine is operating far more often that it would in more comfortable weather, which negatively impacts fuel economy.  If you live in a harsher climate be aware that a hybrid's fuel savings will evaporate during the coldest months of the year.

Driving Impressions

The 2015 Lexus NX 300h doesn't just hide behind its 'you talkin' to me?' looks, it actually backs them up with a surprisingly engaging driving experience.  It's rare that a hybrid crossover - especially a Lexus hybrid crossover - is able to move the needle in the fun department, but the NX 300h delivers a balanced chassis that is both comfortable and responsive, even when driven in the snow.  The NX was quite the reliable chariot during a series of storms that saw two feet of the white stuff dumped on Montreal, and despite the presence of an electronic parking brake the SUV's willingness to pirouette around a slick, blanketed corner was surprising.  It also offered up adequate amounts of thrust at all speeds, perfectly disguising its hybrid status until the rare occasion when accessory load dropped low enough to cut out the gasoline motor.

It's not that the Lexus NX 300h felt athletic in daily driving, but rather that its communicative nature shrugged off the impression that one was merely piloting an appliance.  That's a rare thing in the hybrid realm, and it speaks to the younger demographic that Lexus is hoping to snare with the NX.  Unlike the more aggressively-tuned 200t F Sport model, the 300h never jostled me or had me concerned about high speed stability, which was a boon when negotiating blowing snow and heavy traffic on the highways surrounding the island I live on.  The vehicle's all-wheel drive system contributed towards this sense of security, and it also ensured that the NX had no trouble digging its way out of an ice-packed parking space or forging across the mini-drifts strewn here and there by the city's plows and snowblowing equipment.  Through it all, the NX remained unflappably quiet inside, even with the internal combustion engine running most of the time.

Final Thoughts

The 2015 Lexus NX 300h represents somewhat of a turning point in the hybrid philosophy that has so far guided Toyota's premium division.  That the NX 300h isn't at all boring to drive nor to look at makes it a revelation to those who had dismissed the brand for its previously milquetoast battery-assisted efforts.  Throw in the fact that the hybrid NX is for all intents and purposes as practical as the gas-only edition (and that's very practical indeed), and you've got another reason to add it to your shopping list.

As to whether its worth paying more to go green versus choosing the more robust turbocharged edition of the NX, it's really going to depend on your personal situation.  If you live in a part of the country where chilly winters are a fact of life, you're probably not going to benefit from significant fuel savings with the 300h versus the faster, and still fairly frugal 200t.  If your commute includes a lot of warm weather bumper-to-bumper, however, then the NX 300h makes a bit more sense - especially considering that you can't buy a luxury hybrid crossover in the compact segment from anybody else right now.

Pros and Cons

Pros:

• Pleasingly aggressive styling
• Good power for a hybrid
• Roomy rear seat, practical cargo area
• Better than expected handling
• Comfortable ride
• Stable in the snow and the ice

Cons:

• Fuel mileage nowhere near manufacturer estimates in cold weather
• Remote Touch interface is the worst in its segment
• Hybrid model gets expensive fast once you start adding options
• EV mode essentially inaccessible in the winter

Lexus Canada supplied the vehicle for this review.

Watch more:  2015 Lexus NX 200t / NX 300h Detailed Review and Road Test

Although many shoppers seem to think the Lexus NX was designed to compete with the BMW X1, Mercedes GLA or Audi Q3, it is in fact a solid X3 / XC60 / GLK / Q5 competitor. Where does that leave the Lexus RX? Excellent question. The RX is a half-step larger and slots between the Lincoln MKX and Cadillac SRX in size.

While Land Rover arguably invented the concept of a luxury SUV with their first Range Rover, the 1998 Lexus RX is the vehicle that's had the single biggest impact on the luxury industry. Initially derided by the press as a lifted Camry with delusions of grandeur, calling the RX a run away sales success would be an understatement. Lexus' original crossover now accounts for over a third of the brand's total volume in America and holds the crown as the best selling luxury vehicle on our shores. Trouble is, the RX has grown over time and is now a half-step too big for European tastes. In the hopes of dominating a third of Lexus brand sales in Europe, Lexus engineers went back to the drawing board and created s little brother for the RX: the 2015 Lexus NX.

The right-sized Lexus crossover is, as you'd expect, almost exactly the same size as the Audi Q5, Volvo XC60, BMW X3 and Acura RDX. That puts the NX slightly ahead of the Mercedes GLK, four inches ahead of the 2015 Lincoln MKC and a full foot longer than the Range Rover Evoque. With 6.9 inches of ground clearance the NX should be just as dirt-road capable as the average luxury soft-roader and interestingly Lexus bothers to publish approach and departure angles. In case you're now wondering, approach is 28.7 degrees in 200t and 300h trim and 16.8 deg in the F-Sport because of the flatter front end. Departure remains 24 degrees on all models.

Before you ask, the NX isn't a shrunken RX and it isn't a luxury RAV-4 either. Lexus claims that 90% of the parts are unique to the NX and those that are shared are primarily related to the optional hybrid system. Thanks to the clean sheet design, the NX is the first Lexus that looks comfortable in the new corporate uniform. While other Lexus models (namely the LS) wear the "spindle" grille surprisingly well, other aspects of the new design language haven't translated well to the luxury brand's utility vehicles. The "Nike swoosh" LED daytime running lamp modules that look oddly out-of-place on the IS sedan actually work on the NX and I found myself wondering why. I think the answer can be found in the headlamp module which is much sleeker than in other Lexus models thanks to standard LED low beams. Overall the combination allows for a more balanced front end.

From tip to tail there's no doubt that the NX's design won't be for everyone, but I find that refreshing for a brand long known for design-restraint. I wouldn't exactly call it the looks ground breaking or polarizing, but this is as close as Lexus has even been. Although Lexus is making an NX F-Sport Hybrid, Lexus has chosen to not offer the aggressive grille and fuel-sipping engine combo in America. Under the hood beats the first turbo engine Lexus has sold in America: an all-new 2.0L direct-injection turbocharged four-cylinder engine. While the engineers spent most of their time telling members of the press how fantastic their turbo design is, I was more intrigued that this seems to be the first non-hybrid drivetrain that can switch between an Otto and an Atkinson cycle. (Mazda tells me they do not consider the SkyAcitv design an Atkinson cycle.) The technology behind this is a new variable valve timing system that can adjust the intake and exhaust cam timing independently allowing for a late intake valve closure when efficiency rather than torque is required. Also on the trivia list is an air-to-water intercooler instead of a more typical air-to-air unit. The result is 235 horsepower from 4,800-5,600 RPM and 258 lb-ft from 1,650-4,000 RPM.

Rather than borrowing the 8-speed automatic used in the RX350 F-Sport (and the XC60), Lexus chose to refresh an existing 6-speed auto and tweak it for the turbo engine's low-end torque. The engineer I spoke with claimed that the rationale behind the missing gears was that "an 8-speed automatic isn't as much fun with paddle shifters." Make of that what you will.