#<br> nx modelling

[robertkstone]

2017 Mazda CX-5 Long-Term Verdict

When MotorTrend road test editor Chris Walton first drove the thoroughly refreshed 2017 CX-5 in the spring of 2017, he came away impressed. Mazda improved on an already winning package (the previous generation won a comparison), adding a quieter, more refined interior, sharp new exterior, and retaining its fun factor. In June 2017, the 9,550 CX-5s sold made up 42.7 percent of all Mazdas sold that month. The vehicle is Mazda’s bread and butter, so we had to have one for a year to see how the redesign would hold up.

From the first week with the CX-5, I knew I would like it. My previous long-termers needed a few months to convince me of their worth, but the CX-5 won me over pretty quickly. I was struck by its curb appeal: Its chiseled face and character lines gave it an upscale look, and the optional Machine Gray paint sparkled in direct sunlight while the LED headlights, foglights, and taillights add to the luxurious look at night. The looks have aged nicely, as opposed to some rivals whose jarring lines and creases have already gotten a bit old. I, along with almost every first-time passenger, was also impressed by the interior’s simple elegance. Passengers were always surprised to find that level of luxury in a Mazda; I think the white leather makes it feel more upscale than the all-black interior, which can look a bit bland. Speaking of that white leather, it held up better than I thought it would after almost 30,000 miles. It didn’t get as dirty as I expected, and by no means do we baby these cars. The CX-5 gets passed around, and it’s been used to haul tons of photo gear haphazardly thrown in. Broken trim pieces and scratched leather are common in a support car, but neither had happened before the CX-5’s year was up.

Other things I appreciated were the 40/20/40 split rear seats, which made hauling long Ikea boxes and our helpers during a recent move a breeze. It was also very quiet at highway cruising speeds, a welcome trait for my ears on the many long road trips over the year. It’s as quiet as a Lexus NX cruising at 65 mph, according to a recent MotorTrend comparison. Mazda’s adaptive cruise control also aided in reducing my stress while sitting in traffic during my commute home. The system works well in stop-and-go traffic, and it was smooth enough to let me relax a little bit. It was great for commutes, but when I had to chase a couple of Workshop 5001 Porsches or a Mustang PP1 and Camaro 1LE up some twisty roads to shoot, it demonstrated it still had the fun and playful chassis we came to love in the previous CX-5. It also proved it can tackle some light off-roading when we took it on a 1,700-mile road trip through Utah.

There are a few things that keep the CX-5 from being the perfect ride. The engine felt underpowered, especially with a car full of people (learn about the 2019 model’s new, second engine option here). Gas mileage was also a bit underwhelming at 24.7 mpg after 28,307 miles compared to our long-term CR-V, which averaged 28.6 mpg over 12 months and 20,447. The seats are too flat and lack support, and the seat bottoms feel a tad too short. The front USB plugs are only 1.0 amp, which made for very slow charging compared to the 2.1-amp second-row USBs. I would sometimes run a phone cord to the rear USBs for faster charging. Apple CarPlay and Android Auto would’ve been nice to have, as well, but Apple CarPlay is now available for the 2019 model year. I also couldn’t stand the overzealous blind-spot monitoring that would warn me of cars that were two or three car lengths back.

The CX-5 went in for four scheduled services, which cost $340.57. For comparison, our 2015 CX-5 cost a total of $320.37 for three service visits, and our 2017 Honda CR-V cost $417.60 for two, not including the unscheduled battery and differential fluid change. IntelliChoice calculates a five-year cost of ownership of $36,310 and gives the CX-5 an average value rating. A CR-V Touring AWD would cost a similar $36,484 over five years, so the Mazda’s cost is on par with its competition.

From downtown L.A. to off-roading in Canyonlands National Park to chasing purpose-built Porsches on Malibu canyon roads, the CX-5 has proven to be a well-rounded ride. It’s stylish, a decently capable off-roader, loaded with convenience and luxury features that rival crossovers from more luxurious brands, yet it’s been trouble-free and has held up well over our time with it. If I were in the market for a small crossover, the CX-5 would be at the top of my list. According to Mazda’s November 2018 sales numbers, its improved formula is selling better than ever, with 10,882 CX-5s sold in November, up 20.6 percent YTD. Now that Mazda has added the 2.5L I-4 turbo from the CX-9 and Mazda6 as well as Apple CarPlay and Android Auto, the CX-5 is a sure bet in my book.

Read more about our long-term 2017 Mazda CX-5:

Arrival

Update 1: Shifting Upmarket

Update 2: Mileage and the Blind-Spot Monitoring System

Update 3: Assessing the CUV’s Active Safety Tech

Update 4: Interior Design

Update 5: Road Trip to Utah

Our Car SERVICE LIFE 13 mo / 28,307 mi BASE PRICE $31,635 OPTIONS Premium package ($1,830: driver seat memory, power front-passenger seat, heated steering wheel & rear seats, active driving display, wiper de-icer), premium paint ($300), rear bumper guard ($125), cargo mat ($30) PRICE AS TESTED $33,960 AVG ECON/CO2 24.7 mpg / 0.79 lb/mi PROBLEM AREAS None MAINTENANCE COST $308 NORMAL-WEAR COST $32 3-YEAR RESIDUAL VALUE* $24,500 (72%) RECALLS None *IntelliChoice data; assumes 42,000 miles at the end of 3-years

2017 Mazda CX-5 AWD (Grand Touring) POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 151.9 cu in/2,488 cc COMPRESSION RATIO 13.0:1 POWER (SAE NET) 187 hp @ 6,000 rpm TORQUE (SAE NET) 185 lb-ft @ 4,000 rpm REDLINE 6,500 rpm WEIGHT TO POWER 19.5 lb/hp TRANSMISSION 6-speed automatic AXLE/FINAL-DRIVE RATIO 4.62:1/2.77:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 15.5:1 TURNS LOCK-TO-LOCK 2.7 BRAKES, F; R 11.7-in vented disc; 11.9-in disc, ABS WHEELS 7.0 x 19-in cast aluminum TIRES 225/55R19 99V (M+S) Toyo A36 DIMENSIONS WHEELBASE 106.2 in TRACK, F/R 62.8/62.8 in LENGTH x WIDTH x HEIGHT 179.1 x 72.5 x 65.3 in GROUND CLEARANCE 7.6 in APPRCH/DEPART ANGLE 17.0/20.0 deg TURNING CIRCLE 36.0 ft CURB WEIGHT 3,653 lb WEIGHT DIST, F/R 57/43% TOWING CAPACITY 2,000 lb SEATING CAPACITY 5 HEADROOM, F/R 39.3/39.0 in LEGROOM, F/R 41.0/39.6 in SHOULDER ROOM, F/R 57.1/54.8 in CARGO VOLUME, BEH F/R 59.6/30.9 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.7 sec 0-40 4.2 0-50 6.1 0-60 8.3 0-70 10.9 0-80 14.5 PASSING, 45-65 MPH 4.5 QUARTER MILE 16.3 sec @ 84.0 mph BRAKING, 60-0 MPH 124 ft LATERAL ACCELERATION 0.81 g (avg) MT FIGURE EIGHT 28.0 sec @ 0.59 g (avg) TOP-GEAR REVS @ 60 MPH 2,000 rpm CONSUMER INFO BASE PRICE $31,635 PRICE AS TESTED $33,960 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 6: Dual front, front side, f/r curtain BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles FUEL CAPACITY 15.3 gal REAL MPG, CITY/HWY/COMB 19.7/31.2/23.6 mpg EPA CITY/HWY/COMB ECON 23/29/26 mpg ENERGY CONS, CITY/HWY 147/116 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.76 lb/mile RECOMMENDED FUEL Unleaded regular

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[jesusvasser]

2019 New and Future Cars: Lexus

Lexus was quite busy going into the 2018 model year, rolling out the all-new LC coupe, a redesigned LS sedan, a three-row version of its popular RX midsize SUV, and a fresh face for the NX compact crossover. 2019 is shaping up to be quieter, but the big news we know of so far are the redesigned 2019 ES sedan and all-new UX subcompact CUV.

2019 Lexus ES 350

The latest generation of the Lexus ES rides on a new, lighter platform and boasts a new multilink rear suspension design. After our first miles in it, we found the updates made for a definite improvement over the old ES, offering sharper handling while still delivering the comfortable, quiet ride the ES is best known for. But silly secondary controls mean it’s nowhere near as user-friendly as past models. A 3.5-liter V-6 with 302 hp and 267 lb-ft mated to an eight-speed automatic is the primary powertrain. Of course there’s a hybrid version, too—the ES 350h with a 2.5-liter four-cylinder engine and an electric motor serving up a combined 215 hp and stellar fuel economy for the segment at 44 mpg combined. Lexus will also offer an F Sport package, which sharpens the design and handling, for the first time in the ES.

Lexus set out to change the ES’ boring-to-drive reputation. Mission accomplished. But now it needs to do something about the overly complex infotainment controls.

On sale: September 2018 Base price: $39,500 (est)

2019 Lexus UX

Call it what you want—subcompact crossover (Lexus preferred), tall wagon, or biggish hatchback—just don’t call the new Lexus UX a rebodied Toyota CH-R. Lexus has worked hard to make the UX stand out, beginning with its new Global Architecture-Compact (GA-C) platform, which Lexus says helps give the UX a lower center of gravity than any vehicle in its class. The UX 200 is the base model, with a 2.0-liter four-cylinder making 168 hp mated to a continuously variable transmission. There’s also the UX 250h featuring the marque’s fourth-gen hybrid-drive system with the 2.0-liter and an electric motor at the rear axle making a combined 176 hp and enabling on-demand all-wheel-drive capability. Tuned-up F Sport versions with the requisite Lexus appearance and suspension package updates will also be available.

On sale: Late 2018 Base price:  $32,000 (est)

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[eddiejpoplar]

2019 Lexus UX Rolls Out in Geneva

Lexus is quickly expanding its crossover lineup. After debuting a three-row RX and a two-row LX late last year, the new 2019 Lexus UX will sit at the opposite end of the spectrum as a compact crossover. Expect the millennial-mobile to arrive in the U.S. this December.

The 2019 UX features the highly contentious spindle grille that has come to define the Lexus brand. But Lexus has revamped the design so that it features a new block-shape mesh pattern with individual parts that change shape as they radiate out from the Lexus emblem.

The UX keeps the full-width taillight design we first saw on the UX concept. Seventeen and 18-inch wheels cover the range, and there is a special 17-inch wheel that was designed to increase airflow to the disc brakes for cooling purposes.

It’s true that Lexus already has a small crossover in its stable: the NX. But the UX is smaller still, measuring 177 inches in length compared to the NX’s 182.6 inches. Meanwhile, the UX has a wheelbase of 103.9 inches compared to the 104.7-inch wheelbase on the NX.

The UX is also the first Lexus vehicle to sit on a new platform dubbed GA-C. This platform, which stands for Global Architecture-Compact, helps the UX achieve the lowest center of gravity of any vehicle in its class, Lexus claims.

The 2019 Lexus UX should attract buyers in their 30s, says UX chief engineer Chika Kako. The small luxury crossover is designed for urbanites seeking easy maneuverability in the city, with its claimed 34-foot turning radius.

As expected for a city vehicle, power isn’t the main focus of the UX. The standard UX 200 model comes with a 2.0-liter inline-four producing 168 hp. This unit comes paired to a special CVT that uses an additional gearset for starting off from a stop, making it feel quicker than in a traditional CVT, the automaker says.

A hybrid version of the UX called the UX 250h will also be available, pairing the same 2.0-liter engine with a nickel metal-hydride battery and motor system. An additional electric motor sits on the rear axle to enable all-wheel drive.

When the UX detects a loss of rear-wheel grip, it sends 80 percent of power to the rear at speeds up to 43 mph to increase stability. The hybrid model also boasts a feature that analyzes the driver’s habits and current traffic conditions to optimize the use of the battery. A total of 176 hp is on tap.

For improved performance, Lexus is offering F Sport versions of the UX 200 and UX 250h. Buyers can choose an F Sport suspension or the Adaptive Variable Suspension that adjusts damping force to the driving situation, minimizing roll through corners and bolstering ride quality in straight-line driving.

The F Sport model also gets an exclusive rear bumper design, black trim on the front and rear moldings, and front sport seats, F Sport steering wheel, and aluminum pedals. If you’re still concerned about the lack of sportiness of a CVT, an Active Sound Control feature can at least mimic the sound of up-and-down shifts of a regular automatic transmission.

Inside the cabin, buyers can choose among four different colors and two different grain patterns. One trim is inspired by the grain of a Japanese paper called washi, while a leather grain finish is also available. The model also features a unique instrument panel with an upper section that appears to extend out beyond the windshield. The low design of the instrument panel as well as the thin A-pillar moldings are intended to help increase visibility.

Despite its status as an entry-level crossover, available safety features include adaptive cruise control, lane tracing assist that supports the driver while steering, adaptive high beams, and road sign assist. A Pre-Collision system has been improved to detect pedestrians at night and recognize cyclists during the day. Pricing for the 2019 Lexus UX will be announced at a later date.

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[jonathanbelloblog]

First Drive: 2019 Infiniti QX50

LOS ANGELES, California — Despite countless obituaries predicting its gasping, sputtering demise at the sleek hands of the electric revolution, the 132-year-old automotive internal combustion engine has a watershed moment. The culmination of 20 years of R&D, the all-new 2019 Infiniti QX50’s VC-Turbo is the world’s first variable compression engine, making it quite possibly the most important leap forward for the technology since the proliferation of forced induction.

Additionally, along with the first-gen Q45 and the third-gen G35, this is one of the most significant cars to wear the Infiniti crest, leading the brand into a future with an increased focused on design and technology. The decision to launch the VC-Turbo in a compact crossover speaks volumes about Infiniti’s confidence surrounding the revolutionary powertrain. Even removed from the powertrain hype, the new QX50 is an exceptionally important car for the brand, and no one would have batted an eye if they played it safe and launched the engine in a lower-volume model like the Q60 or QX30 as a market test.

Then again, there’s nothing unsure or prototype about the new engine. Two decades of work have created a fully realized product, one that will surely find its way into nearly every nook and cranny of Infiniti’s lineup. I’m not going to go super in-depth on the VC-Turbo here, as it would surely pale in comparison to Senior Editor Nelson Ireson’s excellent deep drive, but I’ll give a few key points.

Essentially, this turbocharged four-cylinder engine infinitely adjusts between the min/max compression ratio of 8:1 and 14:1, continually switching on the fly depending on throttle input. This is achieved through a motorized lever that adjusts the length of the piston’s stroke, increasing or decreasing compression to either maximize performance or efficiency.

The result is 268 hp and 288 lb-ft of torque routed through a CVT. Compared to the ubiquitous 3.7-liter V-6 that the VC-Turbo (VCT) seeks to replace, power seems a little down from the sixer’s 325 hp. To compensate for the power dip, the VCT packs noticeably more torque than the six-cylinder, available from lower rpm to boot. On the flipside, thanks to the temporary high-compression cycle, efficiency is better than ever before, seeing a 35 percent boost in combined MPG when compared to the outgoing QX50, and ostensibly the most efficient non-hybridized CUV in the segment with 27 combined mpg for the front-wheel-drive model.

In practice, the engine is deceptively pedestrian. In a blind experiment, I would be hard pressed to pick the VCT out from a lineup of turbo-fours. From the commuter crawl to on-ramp blasts, the engine feels like a regular–if not noticeably punchy–turbocharged four-pot. It’s not buzzy, clunky, or unfinished in any way. All the changes occur behind the aluminum block curtain, and its only better for it. The regular, nine-to-five driver will be none the wiser.

Don’t think the QX50’s new threads are just a shiny wrapper for the VCT. From front to back, this is one of the most cohesive and well-designed Infiniti’s I’ve ever driven. Dimensionally, it fits right in line with the compact crossover segment, vastly differentiating itself from the outgoing QX50, a car which suffered from dated hatchback proportions and ancient platform architecture. The new QX50 is 2.1-inches shorter, 3.9-inches wider, and a whopping 4.2- inches taller, resulting in a proportional design that’s often lost in this segment.

It certainly looks the part as well. The 2019 QX50 is a mass of taut, flowing lines that incorporates the best from the Q50, Q60, and QX30. The familiar gaping Infiniti grille is there, as are the raised hood lines and the kinked rear window. It’s a handsome, on-brand design that will do well in a hyper-competitive segment.

Inside, it’s a revelation. Gone are the acres of upscale Nissan trim and switchgear, replaced with a portfolio of new buttons and panels exclusive to Infiniti. It feels more upscale than any previous model, incorporating small changes that add up to an impressive package, including a solid metal engine start/stop button mounted flush in the center console next to an electronic metal shifter. Infiniti’s familiar dual-screen center stack still provides separate displays for infotainment and navigation, controlled by buttons piled below and on either side of the bottom screen. It’s one of the few carry-over designs from an existing Infiniti model, but it’s well incorporated enough that it doesn’t detract from the otherwise excellent cockpit.

I spent most of my time in a QX50 Essential wearing the $2,000 Autograph package that added excellent white quilted leather seating contrasted with brown leather accents and excellent deep blue trim. From the material finishing to the design, the top-spec QX50 is one of the most well-executed interiors the automaker has ever offered.

While you’re distracted by the posh new threads, the QX50 is doing its best to keep you safe with the brand’s first use of Nissan-developed ProPilot Assist. This is a package of driver assist systems that add up to a Level 1 self-driving system, incorporating standard tech like rear backup collision mitigation, emergency braking, and lane departure/blind spot warning and prevention. ProPilot also includes semi-automated cruise control with steering assist, a system that manages speed, braking, and minor steering inputs to conceivably remove stress from the driver while in stop-and-go traffic.

In practice, it works as well as you would expect, especially on the eternally clogged highways just north of Malibu. Steering assist and distance control for stop-and-go was a welcome relaxant, but the system’s intrusive alert chime that directs the driver to take over dings more than I would like. It’s far from a dealbreaker, but it slightly lessened the stress-relieving effect.

Once I was sick of letting the QX50 do most of the work, I turned onto tight California canyon roads en route to lunch. Like other Infinitis, the QX50 uses a steer-by-wire system, adapting the ratio and steering weight to both the driving mode and the steering inputs. The steering is light and artificial, as is the brake feel, but these are hardly the most relevant factors to a potential QX50 buyer.

In regular day-to-day driving, the 2019 QX50 is as amenable and easy-to-drive as any other crossover, so any complaints I or anyone else has regarding the driving experience (or lack thereof) are close to irrelevant. Regardless, the V-CT provides more than enough passing speed and the vehicle handles twisty roads better than expected. If you’re looking for a more engaging experience in an SUV, you’ll have to wait for the next-gen QX70.

Prices for the base QX50 Pure FWD begin at $37,545, putting it a smidge above the Lexus NX and Acura RDX, and within $5,000 of the more expensive Mercedes-Benz GLC and Audi Q5. Hopping up to the Pure AWD adds an additional $1,800 to a $39,345 sticker. From there, two additional trims are available that add additional equipment and trim – Luxe FWD ($40,395), Luxe AWD ($42,195), Essential FWD ($44,345) and Essential AWD ($46,145).

For the internal combustion engine, the 2019 QX50 is a milestone car. For Infiniti, it’s a long, large stride toward a very bright future, one hopefully filled with the same level of technology, quality, and design as the QX50.

2019 Infiniti QX50 Specifications

ON SALE Spring 2018 PRICE $37,545 (base) ENGINE 2.0L 16-valve Variable Compression Turbocharged Inline-4/268 hp @ 5,600 rpm, 288 lb-ft @ 1,600 rpm TRANSMISSION Continuously Variable LAYOUT 4-door, 5-passenger, front-engine, FWD/AWD SUV EPA MILEAGE 24/31(FWD), 24/30 (AWD) city/hwy L x W x H 184.7 x 74.9 x 66.0 in WHEELBASE 110.2 in WEIGHT 3,810 lb (base FWD) 0-60 MPH 7.0 sec (est) TOP SPEED N/A

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[robertkstone]

2018 Lexus NX 300 First Test: All the Small Things

After a few years on the market, Lexus has decided its now second-smallest crossover could use a little pick-me-up, so the NX is getting a few upgrades for 2018. Look close, though, because they aren’t obvious.

Aside from some new paint colors and wheel finishes, the big difference you’ll see first on any 2018 Lexus NX is the number. For reasons completely unexplained by Lexus but probably having something to do with the brand’s long-running use of larger numerals, it’s the NX 200t no more and may now be referred to as the NX 300. No, that doesn’t mean it gets a V-6 now, just the same 235-hp turbocharged I-4 you know and its 258 lb-ft of torque.

Inside, you might notice an 8.0-inch infotainment screen is standard, and a larger 10.3-inch screen is fitted if you’ve ordered navigation (we didn’t). The touchpad controller remains and is larger but no easier to use or less distracting. All of it comes loaded with the latest Lexus Enform apps and a new Wi-Fi hot spot. Turn your attention to the 4.2-inch display nestled between the gauges, and you’ll find the Lexus Safety System+ is now standard and brings with it automatic emergency braking, adaptive cruise control, lane departure warning, automatic lane keeping, and automatic high-beams.

Lexus also says the 2018 NX 300 gets a bunch of new suspension components to improve ride and handling, but to our instruments, it’s a mixed bag. We were certainly impressed with the NX 300’s ride quality, which is properly luxury car smooth. We were less impressed with the handling. It does turn into a corner with some enthusiasm, but that’s it. The body leans a lot in turns, heaves forward under braking, and lurches back under acceleration. On the test track, it actually performed slightly worse than a 2016 NX 200t we tested in every measure but braking distance and quarter-mile speed.

The numbers: 6.9 seconds to 60 mph (0.1 second slower), 15.3 seconds at 91.0 mph in the quarter mile (0.4 mph faster), 0.78 g average on the skidpad (0.02 lower), and a 27.8-second figure-eight lap at 0.62 g average (0.6 second slower and 0.02 g less on average). Braking remained the same at an unremarkable 127 feet.

Out on the street, this performance expressed itself with a general feeling of heaviness. Stepping on the accelerator brings forth a noise from the engine and acceptable acceleration, but it’s nothing to get excited about. Slowing down always requires more brake pedal effort than you expect it to. It leans a fair amount in corners, though the thick side bolsters on the front seats do an excellent job of mitigating that bit. The car feels as solid as if it were cast from a single piece of iron, but it rides that way, too. Thank goodness for the dampers, which do a remarkable job of isolating you from the road. It drives as if it’s perpetually loaded with five passengers and a full cargo bay when it’s empty.

It’s not such a bad thing, though. As mentioned, it rides heavily but smoothly over bumps. The turbocharged engine’s power output is so linear you’d be forgiven for wondering if Lexus slipped its old 2.5-liter V-6 under the hood. The cabin is impressively quiet, and there’s a general feel of isolation from the craziness outside the windows. As far as luxury vehicles go, it’s the real deal. As a sporty crossover? Not so much.

Although it feels heavy, it sips gasoline like a lighter car. Its EPA-estimated fuel economy is a competitive 22/28/25 mpg city/highway/combined, and it outperformed on our Real MPG test; we scored it at 22.0/31.0/25.3 mpg city/highway/combined.

Actually living with it, we again come away with mixed impressions. On the plus side, the imitation leather wrapping the seats of our base model NX 300 was shockingly convincing. It’s soft and supple and looks all the world like the real thing. Although the seats themselves were comfortable, we were less thrilled with their mounting. The driver’s seat is very high even in its lowest setting, and because the steering wheel doesn’t telescope much, those with short legs will have to really choke up on the dash. The rear seats also sit high, requiring you to climb up into them, being careful to mind your head on the roof. We do like that both the front and rear seats recline.

Up front, we continue to be underwhelmed by the touchpad controller Lexus uses for its infotainment system. We’re also not enamored with the NX 300’s ergonomics, as various controls are scattered all over the bulbous center stack. In the back, we found the cargo space disappointing for the size of the vehicle.

The place to get excited is the spreadsheet. At $36,980 to start and $40,463 as tested, our NX 300 was surprisingly well equipped. In addition to the standard safety equipment and imitation leather seats, we also picked up seat heaters and coolers for the front row, blind-spot monitoring, auto-dimming mirrors all around, parking sensors, a moonroof, and a power tailgate that opens when you kick your foot under the back of the car.

Although it might not live up to the claims of enhanced sportiness, the renamed Lexus NX 300 continues to be a solid luxury crossover and an impressive deal in its segment. We’d like Lexus to have another go at the suspension tuning and maybe give the user interface a rethink for the next model, but in the meantime, it’ll serve its target audience quite well.

2018 Lexus NX 300 BASE PRICE $36,980 PRICE AS TESTED $40,463 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door SUV ENGINE 2.0L/235-hp/258-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 3,811 lb (60/40%) WHEELBASE 104.7 in LENGTH x WIDTH x HEIGHT 182.3 x 73.6 x 64.8 in 0-60 MPH 6.9 sec QUARTER MILE 15.3 sec @ 91.0 mph BRAKING, 60-0 MPH 127 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 27.8 sec @ 0.62 g (avg) REAL MPG, CITY/HWY/COMB 22.0/31.0/25.3 mpg EPA CITY/HWY/COMB FUEL ECON 22/28/25 mpg ENERGY CONS, CITY/HWY 153/120 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.80 lb/mile

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[jesusvasser]

2019 Lexus UX Rolls Out in Geneva

Lexus is quickly expanding its crossover lineup. After debuting a three-row RX and a two-row LX late last year, the new 2019 Lexus UX will sit at the opposite end of the spectrum as a compact crossover. Expect the millennial-mobile to arrive in the U.S. this December.

The 2019 UX features the highly contentious spindle grille that has come to define the Lexus brand. But Lexus has revamped the design so that it features a new block-shape mesh pattern with individual parts that change shape as they radiate out from the Lexus emblem.

The UX keeps the full-width taillight design we first saw on the UX concept. Seventeen and 18-inch wheels cover the range, and there is a special 17-inch wheel that was designed to increase airflow to the disc brakes for cooling purposes.

It’s true that Lexus already has a small crossover in its stable: the NX. But the UX is smaller still, measuring 177 inches in length compared to the NX’s 182.6 inches. Meanwhile, the UX has a wheelbase of 103.9 inches compared to the 104.7-inch wheelbase on the NX.

The UX is also the first Lexus vehicle to sit on a new platform dubbed GA-C. This platform, which stands for Global Architecture-Compact, helps the UX achieve the lowest center of gravity of any vehicle in its class, Lexus claims.

The 2019 Lexus UX should attract buyers in their 30s, says UX chief engineer Chika Kako. The small luxury crossover is designed for urbanites seeking easy maneuverability in the city, with its claimed 34-foot turning radius.

As expected for a city vehicle, power isn’t the main focus of the UX. The standard UX 200 model comes with a 2.0-liter inline-four producing 168 hp. This unit comes paired to a special CVT that uses an additional gearset for starting off from a stop, making it feel quicker than in a traditional CVT, the automaker says.

A hybrid version of the UX called the UX 250h will also be available, pairing the same 2.0-liter engine with a nickel metal-hydride battery and motor system. An additional electric motor sits on the rear axle to enable all-wheel drive.

When the UX detects a loss of rear-wheel grip, it sends 80 percent of power to the rear at speeds up to 43 mph to increase stability. The hybrid model also boasts a feature that analyzes the driver’s habits and current traffic conditions to optimize the use of the battery. A total of 176 hp is on tap.

For improved performance, Lexus is offering F Sport versions of the UX 200 and UX 250h. Buyers can choose an F Sport suspension or the Adaptive Variable Suspension that adjusts damping force to the driving situation, minimizing roll through corners and bolstering ride quality in straight-line driving.

The F Sport model also gets an exclusive rear bumper design, black trim on the front and rear moldings, and front sport seats, F Sport steering wheel, and aluminum pedals. If you’re still concerned about the lack of sportiness of a CVT, an Active Sound Control feature can at least mimic the sound of up-and-down shifts of a regular automatic transmission.

Inside the cabin, buyers can choose among four different colors and two different grain patterns. One trim is inspired by the grain of a Japanese paper called washi, while a leather grain finish is also available. The model also features a unique instrument panel with an upper section that appears to extend out beyond the windshield. The low design of the instrument panel as well as the thin A-pillar moldings are intended to help increase visibility.

Despite its status as an entry-level crossover, available safety features include adaptive cruise control, lane tracing assist that supports the driver while steering, adaptive high beams, and road sign assist. A Pre-Collision system has been improved to detect pedestrians at night and recognize cyclists during the day. Pricing for the 2019 Lexus UX will be announced at a later date.

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