The redesigned NX looks similar to the previous model, but beneath the surface there’s a quicker, more fuel-efficient, and swankier vehicle. It’s a pleasant all-around small luxury SUV, even though Lexus still hasn’t managed to capture the engaging driving experience—nor the strong road-test scores—of the Audi Q5 and BMW X3, two main rivals.
We tested both a conventional gas-only NX350 AWD with a turbocharged four-cylinder mated to an eight-speed automatic transmission, and the NX350h AWD, which combines a four-cylinder engine with electric drive matched to an electronically controlled continuously variable transmission (eCVT). Not only does the hybrid deliver a dramatic improvement in fuel economy—38 mpg overall vs. 25 mpg overall—but it feels more refined during normal, non-sporty driving. On balance, the NX hybrid is the better choice.
One of the aspects we enjoy about the NX350h is the initial shove of electric power off the line. Once underway, it transitions smoothly back and forth between gas and electric power. When pushed, the gas engine wakes up with an unpleasant “vroom,” and the eCVT can cause the engine to rev quite high during acceleration, a quirk known as “rubberbanding.” The NX350, with its 275-horsepower turbocharged four-cylinder, has more power and is slightly quicker than the hybrid, according to our instrumented testing. While its conventional eight-speed automatic transmission upshifts smoothly, we were put off by some jolty downshifts, an abrupt delivery of power off the line, and the engine’s gritty sound during hard acceleration.
There is also an NX250 (available with front- or all-wheel drive) that uses a 203-hp, non-turbo 2.5-liter four-cylinder, and the NX450h plug-in hybrid, which has the ability to drive on electric power for up to 37 miles.
The gas-only NX350 turned in a much better braking performance than the hybrid. Not only does it stop about 10 feet shorter than the hybrid, but its brake pedal delivers a more solid, consistent feel. In contrast, the hybrid’s brake pedal is touchy at low speeds, and has a non-linear, spongy feel when slowing down from higher speeds.
In other respects, the two NXs are practically the same. Quick steering makes the SUV feel eager and responsive in corners during normal driving, but if you pick up the pace body roll sets in sooner than some of its German counterparts. Both NXs deliver a ride that’s firm without being harsh, soaking up most bumps nicely, though some harder-edged road ruts can punch through into the cabin. We found the hybrid a bit more compliant, possibly a factor of the extra weight it carries vs. the conventional model, and it minimized the occupant-jostling on undulating roads.
The NX’s snug cabin has lots of soft surfaces and quality-feeling controls. The front seats are plush, with ample side bolstering. Rear-seat legroom is tight for taller occupants, and the NX’s cargo space is modest compared with rivals. Our drivers appreciated the well-placed armrests and large left footrest. Small windows and thick roof pillars compromise outward views, particularly to the rear.
The infotainment system’s touchscreen display is easier to use than the previous NX’s fussy touchpad setup. We don’t like that the new system consolidates media and climate controls into a single screen, though, or that some relatively simple tasks require multiple steps. The electronic interior door releases are annoyingly difficult to find at night, and the gear selector is unintuitive—it’s too easy to end up in Neutral when shifting from Reverse to Drive.
Forward collision warning, automatic emergency braking with pedestrian detection, blind spot warning, rear cross traffic warning, lane centering assistance, lane departure warning, lane keeping assistance, adaptive cruise control, and automatic high beams come standard.