2015 Lexus NX
Another episode of MotorWeek, another new compact crossover to check out. Or so it seems of late. But wait, this one is also luxurious! Sorry for the cynicism, but with all the downsized, fancied up crossovers we’ve driven lately it’s a bit like our road test playlist is stuck on repeat. But, we haven’t heard from one of the kingpins of affordable luxury yet: Lexus. That in until now with their all-new NX.
The 2015 Lexus NX is just the latest in a shifting crossover landscape to smaller luxury-minded utes. It’s hard to say whether it’s the search for additional fuel economy or the realization that maybe we don’t need so much space after all that’s powering the shift; but Americans are buying into smaller utilities of all types in larger numbers.
And while the benefits are obvious, so are the compromises, as there’s less area to spread out, as well as less space for cargo.
Most interior measurements of the NX are very similar to the Toyota Rav4 on which the NX shares basic underpinnings. Except for cargo space which due mostly to a faster roof is much less, at 17.7 cubic-ft. behind the rear seats and 54.6 with them folded.
While unmistakably Lexus, the NX design is another clear step in the brands attempt to trade a soft image for a more dynamic one. Indeed, when you step inside things are much more “sporty” than over the top luxurious. Even the seats are sport-minded, yet still very comfortable. And the tight space with wide center console also implies sportswear more than business casual.
Rear seats however, feel more generous; and more in-line with what you expect in a luxury-minded crossover. And you can take it further still if you go the F SPORT route, which instead of the usual cow and tree materials, things go black and metallic.
Front seats are even more aggressive, and the LFA-inspired gauges, with boost gauge and G-meter, set the tone when you trigger the start button. There are aluminum pedals for your feet, a unique steering wheel with paddle shifters for your hands, and for your ears, Active Sound Control that lets you dial in as much engine sounds as you want.
Those sounds come from the first turbo engine ever in a Lexus. It’s a 2.0-liter unit with an integrated intercooler and exhaust manifold, and a twin-scroll turbocharger. Output is 235-horsepower and 258 lb-ft. of torque.
It’s a sweet engine. Both smooth running and quiet when you want it to be; powerful and aggressive when you don’t. And it works very well with the standard 6-speed automatic transmission.Lexus claims a 0-60 time of 7.0-seconds.
In addition, there’s also a hybrid NX 300h. It uses a re-tuned version of the Camry’s 2.5-liter I4 gas-electric system with total output of 194-horsepower. And like the Highlander, all-wheel-drive is available with the addition of a motor generator mounted in the stern that drives the rear wheels.
Government Fuel Economy Ratings are yet to be finalized, but Lexus claims 21-City, 28-Highway, and 24-Combined for an all-wheel-drive 200t; and 35-City, 31-Highway, and 33-Combined for a front-wheel-drive 300h.
For our early drive time around Whistler, British Columbia we naturally chose the athletic F Sport and were not disappointed. Handling is great, nothing at all like the rolling couch-like manner of the RX. Handling is aided by the front axle’s “pre-load” differential.
But as much as we were enjoying the nimbleness, the rougher ride that accompanies it is a bit much for most buyers in this segment. The ultra-antagonistic look might also be a turn off, but the more time our eyes spent with it, the more they liked what they were taking in. Sharp angles are without a doubt the theme; and L.E.D.s are used for lighting both front and rear. Here again, F Sport brings even more to the table with a mesh grille, black side mirrors, and exclusive 18-inch wheels.
Pricing hasn’t been finalized as of yet, but we think a mid-$30,000 start would be just about right, based on other recent compact luxury entries.
One thing is certain. Lexus knows how to do plush, luxury crossovers well; evidenced by over 1-million RX sales. And while there is certainly a demand for a smaller version of the RX; the 2015 NX is not that at all.
In its continuing effort to replace some of the brand’s traditional opulence with excitement, Lexus has created a very dynamic looking and performing compact luxury crossover. And it looks like from here on out, instead of wondering whether they’ve gone far enough, people will be debating whether this time Lexus has gone too far.
Specifications
- Engine: 2.0 liter
- Horsepower: 235
- Torque: 258 lb-ft.
- 0-60 mph: 7.0 seconds
- EPA: 21 mpg city/ 28 mpg highway
2025 Land Rover Range Rover Evoque
Baby Rover Continues To Evolve
When most people hear “Range Rover” they tend to think of high class, high performance and high dollars. But, Range Rover does the entry-level thing quite well too with this Evoque. It has plenty of posh attitude, along with some recent updates. So, let’s see how the Evoque continues to evolved.
Our involvement with the Land Rover Range Rover Evoque’s evolution began when this small utility first arrived for 2012. It looked more Spice Girl than Tough Mudder, but it packed a surprising amount of capability into its subcompact dimensions. This second gen arrived for 2020, and has gained recent updates at the most likely midway point in its lifecycle.
Intrigued but not necessarily enthused could probably best describe our history with the Evoque, but Land Rover always has a way of drawing us in with very tasteful designs. They pretty much got this one right back in 2020, so styling revisions are largely limited to new Pixel LED headlights and a reshaped front fascia. There’s also new super-red signature lighting in back, all of it done to bring the Evoque more in line with the rest of the Range Rover family.
And like all of its siblings, all-wheel drive is standard and it does have Terrain Response 2 with specific off-road modes, but no one’s expecting to see a lot of Evoques out on the trail, unless there’s a new Lululemon Outlet at the other end of it having a killer sale.
Land Rover has once again taken the P300 296-horsepower version of the Evoque’s 2.0-liter turbo-four out of the lineup, leaving just the standard 249-horsepower version under the clamshell hood. No complaints from us, its 269 lb-ft of torque is more than adequate to move this 3,900 lb. ute around.
And at Mason Dixon Dragway, it moved us to 60 mph in 7.7 seconds. There was plenty of traction off the line, and while not overwhelming, power feels plentiful, staying very consistent down the track. Gearchanges in the Evoque’s nine-speed automatic transmission were quick and smooth, barely a blip in the process as we finished the quarter-mile in 16 seconds flat at 85 mph. Plenty quick for a compact utility with luxury intentions.
[It maneuvered] with a substantial presence that not too many small utilities have.
It felt quite good through our handling course too, with a substantial presence that not too many small utilities have. The Evoque uses selective braking to torque vector power between all four wheels, and it enabled us to cruise through the cones quickly without any excessive understeer or oversteer. There was some nosedive during our panic braking test, but the brakes were very responsive and strong enough to bring us to a halt in a short 115 feet from 60.
But, it’s the inside experience that really matters with any luxury vehicle, particularly in a Range Rover. And here things look more high-end Swedish than Tudor or Victorian, with a minimalist cabin design that’s way more visually appealing than practical. There’s real leather covering just about everything, and what appears to be just a tablet stuck in front of the dash is a new 11.4-inch touchscreen. Not only are the inner workings much faster than the previous infotainment setup, but the entire interface of this Pivi Pro system is vastly better than the split screen approach of before.
The center console that leads up to it appears much less cluttered and frees up some additional space for storage. The shifter is still here, but it has gotten much smaller. Front seat space and comfort remain high, though rear seat room is still very tight for adults. Cargo space is not bad for a small utility, with room for 21.6 cu-ft. of gear in the hold, which expands with 40/20/40 split-folding seatback flexibility to 50.5 cu-ft.
Government Fuel Economy Ratings are 20 City, 27 Highway, and 22 Combined. That’s an average Energy Impact Score, using 13.5 barrels of oil annually, with CO2 emissions of 6.6 tons.
Land Rover has been paring things down in the Evoque lineup for years, no longer offering a two-door version or the convertible, and now have simplified things even further to just the P250 available in only two trims: S, which stickers for $51,175, and Dynamic SE, which starts at $56,375; but you can add just about every package available and still come in right around $60,000.
Luxury-minded utility vehicles are coming at us from all angles these days, but the 2025 Land Rover Range Rover Evoque is a bit unique in that it remains as sort of a cheat code for sneaking you into the Range Rover VIP experience. You’ll feel like you’re getting away with something every time you drive it.
Specifications
As Tested
- Engine: 2.0-liter turbo-four
- Transmission: 9-speed automatic
- Horsepower: 249
- Torque: 269 lb-ft
- 0-60 mph: 7.7 seconds
- 1/4 Mile: 16 seconds at 85 mph
- Braking, 60-0 (avg): 115 feet
- EPA: 20 City | 27 Highway | 22 Combined