For both mainstream and premium brands, smaller crossovers have been among the fastest growing segments in the American market for the better part of a decade. While it might seem somewhat surprising that the pioneer in the premium crossover segment, has waited until now to launch a compact, the NX is actually something of a return to form. As is so often the case, the RX has grown with each subsequent generation to the point that today’s “compact” NX is actually slightly larger than the original RX.
Until recently, Lexus design mostly veered toward the bland, but that’s certainly not a description that applies to the NX. This is easily the most aggressive looking Lexus to date with surprisingly low greenhouse to body ratio, bulging wheel arches and the now ubiquitous Lexus spindle grille. The optional 18-inch alloy wheels and high beltline create the impression that the NX is smaller than it actually is. The impression of a Dakar rally special isn’t quite as extreme as the defunct Acura ZDX, but the chopped greenhouse certainly contributes to this feel. Unlike the ZDX, the Lexus actually has a back seat that is quite usable with reasonable leg and head room. I was certainly in the minority in liking the look of the ZDX, but judging from strong early sales of the NX, it looks set to be far more popular than the Acura.
Lexus offers the NX with two powertrain options. The NX200t is the first North American market Lexus with a turbocharged engine, in this case a 2.0-liter four-cylinder generating 235-horsepower. My tester was the more fuel efficient NX300h hybrid with the optional E-Four, electric all-wheel-drive. Despite hauling around an extra 130 pounds with 41 fewer horsepower, compared to its gasoline-only sibling, the ample 258 lb.-ft. of instant-on torque from the electric motors, makes it feel more spritely off the line. Like other hybrids, the quick launch feel is largely an illusion when it comes to all-around acceleration which is more than two seconds slower to 60 mph, but it works for day to day driveability.
Toyota and Lexus hybrids generally feel rather leaden and devoid of feedback about what is happening at the road surface. You’re certainly never going to mistake this for an LF-A or even an RC, but the NX can bend into curvy roads with a surprising amount of verve. There is some feedback in the steering wheel and the suspension does its work with some adeptness. It’s not a sports car but it’s far better than any Prius I’ve ever driven.
In addition to a pair of USB ports, the NX I drove also had a Qi-compatible wireless phone charging pad integrated into the center console just under the armrest. If you have a compatible phone, you can just drop it into the bay and close the armrest without fiddling with any cables.
The front wheel drive NX300h is EPA rated at 35 mpg city, 31 mpg highway and 33 combined. Adding the optional rear electric motor for on-demand all-wheel-drive drops those figures to 33, 30 and 32 mpg respectively. I saw a very respectable 30 mpg combined during a week of mixed driving, far better than the 18 mpg I got last fall with the 2.3-liter EcoBoost-powered Lincoln MKC. As tested with most of the available options, the NX300h stickered out at $52,013 including delivery although an entry front-drive model can be had for as little $40,645. If the looks don’t put you off, the NX is definitely worth checking out, especially if you want a fuel-efficient compact luxury crossover with surprisingly good dynamics.