Lexus’ NX Top Model

2014 Lexus NX300h AWD review

The Japanese have always had a knack for doing things that have been done many times over but in their own special and unique way. From the first Sony Walkman to robotics, the Japanese aren’t afraid to venture out with whacky ideas. Who would’ve though a sport where two fat men charge at each other could be so entertaining and exhilarating? And queueing for a train is one of the most extraordinary experiences I’ve had in my life. Everyone stands and waits accordingly for a train that’s always on time.

I love the way the Japanese do things. It’s always so efficient, well executed, and every now and then a bit mad. Take Lexus’ new design language as an example of this. You have to applaud the balls of Lexus’ design team for their current cars. The bold, edgy, and aggressive look is a far cry from Lexus’ of old and was sure to split opinion. That was the point. It was a risk to lure new customers in to the brand but also to keep the current fan base coming back for more. While I can’t speak for all Lexus owners, I can safely say I’m one of the converted. I absolute adore this design language. In my opinion the three best looking sedans on sale at the moment are the Maserati Ghibli, Aston Martin Rapide, and the Lexus IS F-Sport.

It’s such a wild departure from what Lexus used to be 20, or even 10 years ago and a two-finger salute to the conservative Germans. That’s probably what I admire most about this design language. The moment you see one of the new Lexus on the road you immediately know what it is. Which is funny as you can’t really say that about the Germans these days. Finding the difference between an Audi, BMW, VW, or Mercedes is as easy as finding the difference between German towns. In a way that’s quite ironic as Lexus was always thought of unashamedly copying the Germans but now it seems they’ve found their identity whereas the Germans are losing theirs.

That brings me on to the all-new Lexus NX. And I do mean all-new. This is one of the rare instances where I get to sample an all-new car and not a follow up to a previous model. The NX is Lexus’ first foray into this segment. Previously the least expensive way of Lexus SUV ownership was via the RX which competes in the segment above. But Lexus has seen how this end of the market has grown and have waded into battle against the likes of the BMW X3, Audi Q5, Porsche Macan, Volvo XC60, and Range Rover Evoque. Mercedes’ GLK isn’t available in right-hand drive and the GLC replacement is still a year or so away. So the NX is in the company of some very well established and very German rivals, with the exception of the Swedish XC60 and British Evoque.

With the Evoque and arguably the Macan aside, most of the cars in this segment are conservatively designed and look quite similar to one another. That’s where the NX comes in with its trump card – its bold styling. Where the others look like they’ve been formed out of a slab of granite, the Lexus looks like it’s actually been styled. Some call it fussy, I say someone has taken the time to put some effort into making it stand out from the crowd. Beautiful isn’t a word I’d use to describe it but there’s something about it that really appeals to me. It’s a great combination of aggressive looks, athletic details, and just an all round cool looking thing. I’m not alone on this, driving around Central Wellington this thing turns more heads than an anti-government protest. One chap even said it looked like a concept car that’s driven straight from a motor show.

This test car is equipped with the F-Sport pack and brings with it more aggressive styling. The F-Sport NX probably has the biggest spindle grille of any Lexus and that’s the first thing you notice as you see it from the front. That and those futuristic headlights. Three LEDs are housed in each headlight and give a moonlight-like effect as they illuminate the road at night. As with the IS and RC, the daytime running lights are separated from the headlights. They’re the same exaggerated ‘L’ shape and I still maintain they’re one of the better looking DRL designs. One of my favourite design details is the pointy bit of the front bumper that connects the DRLs to the fog lights.

Round the side the NX has a similar profile the RX, albeit slightly shorter. There’s so much about this car’s exterior styling I like and could talk about. The diamond-like look of the sills to the squared off design above the rear wheel arches. I even like the shape of the windows purely because they’re not German-like. The rear is more often than not the part of a car’s design that’s forgotten. Many rear-ends look like an afterthought. Not so in the case of the NX where the wild creased, edges, and ‘L’ theme continues. The taillights aren’t as extreme as the those on the IS but they do have the same L graphics and I like those it sort of cuts through the lighting cluster.

Suffice to say I’m a fan of the exterior, and it’s the same story inside. The moment you open the door you instantly know this is a quality car. At night the door handles illuminate and they also have the same slide-to-lock function as the IS. Climb inside into one of the most welcoming seats in any car, the door closes with a nice reassuring thump. Unlike its rivals that have go for a minimalist interior with touchscreens and rotary dials to control everything, Lexus has chosen to go down the shock-and-awe route. It’s not a bad thing in particular, it’s just a bit overwhelming at first. Luckily you get used to where everything is and it all become second nature. Even if I hadn’t driven an IS350 prior to the NX I still think I would’ve found where everything was blindfolded. But then if I were blind folded I wouldn’t be able to appreciate the design of the dash.

Layers, layers, and more layers. That’s probably the best way to describe the styling of the dashboard. The great philosophical figure that is Shrek once said “Ogres are like onions, they have layers”. Well perhaps if Shrek had been familiar with a Lexus NX he would’ve said Orgres are like the dashboard of a Lexus NX. You have top dash but which goes down to a stand-alone screen (possibly the most German looking thing of the NX). From there the centre console extends out with the air condition vents, analogue clock, and climate control buttons. It then goes back in where the CD autochanger and media buttons are. Then it slopes outwards for the driving mode controls, gearstick, and cupholders on the transmission tunnel. You don’t get this kind of complexity from its rivals that’s for sure. It may sound overly complex but it’s surprisingly comfortable and it means you’re never bored sitting inside the NX.

There are two kinds of interiors; one where you sit in it and are comfortable or one where you sit in it and it makes you feel special. The NX’s falls under the latter. Being inside the NX is a fantastic experience. From the design to the sheer quality of everything you touch, it never stopped making me feel like I was in something a bit different. Lexus, whether you like them or not, you can’t argue that they know how make cars of top-class quality. First the materials. If it’s not trimmed in soft leather, it’s soft touch materials. It’s as if the designers scoured the world in search of the most worthy materials to use in here. Why can’t more manufacturers take the time and effort to make cars as well as Lexus? All the controls; the stalks, buttons, and even the touchpad have an expensive feel to them. They’re amazingly damped. Sure there’s a lot of buttons but pushing them is so satisfying I don’t even care.

It’s all about the small details. Take how the cupholders grip your drink so no matter the size you’ll never arrive with a wet crotch. Or the fact that everything that opens always closes in the softest and quietest manner. Even something as ordinary as turning on the interior lights becomes an event. You don’t simply push them but rather swiping them with your fingers to turn them on and off. Brilliant. Oh and I mustn’t forget to mention the random handheld mirror found on the centre console. I have no idea what purpose that serves other than being a fantastic selling point to soccer mums. Again, it’s just one of those things where Lexus do things a bit differently to its main rivals. It’s the same with the tech on board too. Oooh there’s a lot of tech on board. The NX is the first car to come with a wireless charging tray for your Qi compatible smartphone. Unfortunately my iPhone 5 wasn’t compatible. I tried using an HTC One and Samsung Galaxy S4 but with no success either. I later found out you need a special case in order for it to work. Disappointed I didn’t get to use but it’s a great idea and feature. It also means less cables and somewhere to keep your phone hidden.

Where Audi, BMW, and Mercedes have central infotainment system controlled via rotary dial and/or touchpad, the Lexus only use a touchpad. It replaces the old mouse-like controller is a vast improvement in terms of usability and reducing driver distraction. Using it is as easy to use as a touchpad on a laptop. Swiping your finger up, down, and across to get around the various menus and then pressing down to select. There are quick jump buttons located above the touchpad for easier access. Home directs you to a split screen showing energy information and audio. Menu displays Climate, Nav, Media, Radio, Lexus Enform, Info, Vehicle settings, etc. It’s very intuitive to use and doesn’t require your eyes to stray from the road ahead too often once you’ve gotten used to it. However, I don’t think it’s any better or worse than what the Germans use. Just a nice change though.

The screen is brilliant. It’s wide and has great resolution. The information displayed is just enough and isn’t crammed in or crowded. Things are easy to read thanks to simple fonts and good sizing. The sat-nav in particular is great and easy to use. Inputing destinations can literally be done in a matter of seconds. But what I want to talk about is the reversing camera. It’s not the clearest in the world but the 360° view camera is great. What’s even better is you can select different angles to from the top view, side view, and rear view. That not only makes parking easy but it also feels like you’re directing a film. Equally cool is the semi-virtual instrument display. It’s not quite as extreme as the one on the Lexus IS, or LFA for that matter, but it’s still a pretty cool touch. The speedo on the right stays the same, however the dial on the left changes depending on the drive mode you’ve selected. In EV or Normal mode the left dial is a Charge, Eco, Power dial and in Sport or Sport+ it’s a rev counter.

Getting comfy inside is easy, the adjustable electric front seats provides drivers of different shapes and sizes a driving position that’ll be comfortable for them. The optional F-Sport seats are a particular highlight of the interior. They’re some of the most comfortable and supportive seats I’ve ever come across. They offer the perfect balance of being plush and luxurious while hugging you tight and keeping you upright as you drive around twisty corners. In fact I’d go as far as to say they’re some of the best in the business. And the leather is of such great quality too. Smelling and feeling the leather is an experience in itself. Of course, this being a Lexus, the seats are heated and cooled. I must say, they work very well and have almost immediate reactions.

The rear seats are also pretty damn comfortable. Like others in this class they recline back but what makes them even better is the way you just sort of fall into a daze. They welcome you like your bed after a day’s work. To further enhance the business class feel there’s literally acres of legroom. It’s bettered by a missing intrusive transmission tunnel so even the middle occupant can be comfortable. The reason for the lack of a transmission tunnel is because the rear axle is powered by electric motors. This affects boot space a bit, the NX300h having a 475L capacity whereas the electric motor-less NX200t has 500L.

Good thing the interior is so stylish and nice to be in because the NX comes with so much equipment as standard. There’s actually so much kit fitted it’d take me all of eternity to list them all. But some the highlights are the 14 speaker Mark Levinson sound system. No idea who Mark Levinson is but he can make some damn good speakers. Then there’s all the tech on board as mentioned before such as a heads up display, Qi wireless charger, and electrically operated seats trimmed in the finest leather. The NX300h also comes with keyless entry and go (with slide to lock door handles, oh and they illuminate at night too), an electric tailgate, and front and rear parking sensors with all round cameras. The amount of safety kit is befitting of a car scoring 5 stars in the EuroNCAP crash tests. There’s adaptive radar cruise control, lane keep assist, blind spot assit, rear cross traffic alert, pre-crash brake assist, and all the other safety acronyms.

The NX will be available with two models. The NX200t is Lexus’ first turbocharged petrol engine since the 1990s and it’s an engine that will find its way to other Lexus models. That won’t be available in NZ until early next year. For the moment only the NX300h petrol-hybrid is available. There won’t be a diesel version so as far as economy goes this is the only choice. Lexus claims an average fuel economy of 5.4L/100km. I got around 7.7L/100km but if you’re careful then you could get close to the claimed fuel figure. Hybrids tend to be easier to get close to the manufacturer’s claimed figures than other cars. Utilising a 2.5-litre four-cylinder engine and an electric motor, the NX300h has a combined output of 197bhp and 210NM of torque. Far from being the sportiest of SUVs, it goes from 0-100 km/h in 9 seconds. It feels it. It’s aggressive and sporty demeanour on the outside may suggest a take-it-by-the-scruff-of-the-neck beast but in reality it’s from being a Porsche Macan rival.

Let’s be honest though, most buyers of these sorts of cars aren’t wanting hot hatch levels of driving involvement. Approach the NX with this in mind and you won’t be disappointed. Otherwise you might find the F-Sport pack is writing cheques the drivetrain can’t pay. It’s not hideously slow, there are moments where the instant torque from the electric motors gets the NX going but it just doesn’t feel like it wants to be going around in a rush. Rather, it’s as if it’d rather cruise and enjoy the journey to your destination rather than get there in the fastest time. That makes it different to the Germans you see. In those cars you feel like you need to drive as if every road you’re on is an autobahn. In the Lexus you’re more relaxed, you’re heart doesn’t beat as fast and you can bask in the knowledge that you can put it in EV mode and drive around in a $100k SUV emitting zero emissions. Shove that up your pipe and smoke it Greenpeace!

As hybrids go though, the NX is one of the best I’ve driven. Actually scratch that, it is the best I’ve driven. Toyota and Lexus know a thing or two about them, given they invented the damn things. The default setting for the NX after starting it up is it’ll be powered by the electric motors alone. You can select it to run purely in EV mode but only up to speeds of 40 km/h and given you’re not too heavy with your right foot. I do enjoy the idea of driving around the city in pure silence and using no fuel. The batteries for the electric motors recharge as you drive along and also recuperate energy from braking and downhill driving. With this, the NX300h makes a lot of sense if you primarily do urban driving. And let’s not kid ourselves here, that’s where these types of cars spend most of their time. Should you require extra oomph the petrol engine kicks in with the smoothest transition of any hybrid I’ve experienced. It’s a great powertrain and there’s more than enough grunt to suit city and motorway driving. It’s only on twisty hill roads does the idea of an NX200t become slightly more tempting.

Letting its sporty side down is the CVT auto. Again, in town or on the motorway it’s perfectly fine. I couldn’t fault it. Other reviewers have complained about a ‘droning’ noise from the CVT. I couldn’t pick up on the noise. The car I reviewed last week, now that thing droned like there was no tomorrow so compared to that the refined Lexus was a huge improvement. No, it’s not the drone (or lack of it) that was the problem bur rather it couldn’t get the right ‘gears’ I wanted. Sure, a CVT doesn’t have traditional gears but even in Sports mode and via the paddles it didn’t have the same responsiveness as the sportier Macan. That said, in town or on motorways the CVT works like a charm seamlessly shifting gears to get the most out of the economical hybrid powertrain.

Handling-wise the NX isn’t all that brilliant either. The light steering (if a bit lifeless) and tight turning circle make it great in the city and car parks but it doesn’t make for an all too sporty drive. This is possibly where Lexus could learn a thing or two from the Germans. Around corners the NX does lean a bit, but not too much that it’s uncomfortable. It’s just something expected for a car of this type. However, I was surprised at the amount of lean it had as it was sitting on F-Sport suspension which were a tad firm. Personally I don’t mind a firm ride as long as the seats are comfortable like they are in the NX. However, I could imagine a few people finding it edging a bit on the firm side for their liking. Simple solution to this is to just get the standard NX or the comfort-biased Limited.

So we’ve established it’s no back road blaster but as a cruiser it’s hard to beat. NVH levels are virtually non-existent. The near silent hybrid powertrain continues even as you get to motorway speeds. There is slight wind and road noise but barely much to make it a nuisance on long distance driving. The driver’s seats, as mentioned before, are very comfortable and supportive. At no point did my back or bum ache at all. Visibility is good too, the wing mirrors in particular are the perfect size for a car of this size. The C-pillar is a bit intrusive by the array of driver aids negate this. The active driver aids also make motorway driving just that bit easier. Active driver assistance systems are all standard fit features that help make life for the driver all the more comfortable. I’d see no problem commuting each day in this and with a near 800km range from a full tank you wouldn’t need to visit petrol stations much either.

That’s the thing though, other rivals are available with diesel engines which are better for long distance driving. An Audi Q5 TDI for example offers better range on a tank, while a petrol powered Macan has a more spirited drive thanks to instant reflexes. Placing the NX in the market is not quite as simple as it sounds. Its size, price, and spec put it on par with the likes of the upcoming Land Rover Discovery Sport, BMW X3, Range Rover Evoque, Porsche Macan, Audi Q5, and in other markets, the Mercedes GLK. However, the NX also has to fend off other posh crossovers in the segment below such as the Audi Q3, BMW X1, and Mercedes GLA. Quite a hard task for Lexus’ first attempt at cracking the small premium SUV segment.

The NX is the classic case of all show and little go. It looks great, feels great, and is actually pretty great overall. But it’s not the sporty SUV its pointy and edgy styling would have you think. The hybrid powertrain is good for driving around in the city and the EV mode gives you a few kilometres of guilt-free driving, however for the most smiles a Porsche Macan has it licked. What it does offer is something different. It does the whole posh SUV thing with its own Japanese style. You wouldn’t buy it for the way it excites, you wouldn’t buy it for the way it handles, and you might not even buy it for the economy. What you might buy it for though is the way it makes you feel. The comfort, the luxury, and the quality all come together in perfect harmony to make you feel special. It’s not like the Germans which get on with their job efficiently, the NX’s layered innards never look conservative. Then there’s the way this looks, which is why I’d get one. Like the interior it’s nothing like anything else in its class. Then again, isn’t that the point of these types of cars? They’re a status symbol and image is everything. Well other SUVs don’t turn quite as much heads as this one does.

Verdict: 8.5/10
Pros: Styling, interior, quality, refinement, comfort, equipment, tech, value, EV mode, something different.
Cons: Not all that sporty, smaller than average boot, .
Lexus’ NX is a worthwhile option to consider simply because of the way it does something traditionally German with all the wackiness of a Japanese anime convention. It has potential to very well be Lexus’ best selling model.

Specifications:
Engine: 2494cc four-cylinder petrol, electric motor
Power: 197bhp, 145kW
Torque: 210NM petrol
0-100 km/h: 9.2 seconds
Top Speed: 180 km/h
Transmission: CVT automatic
Fuel Economy: 5.7L/100km
C02 Emissions: 125g/km
Drive: Four-wheel
Weight: 1800kg
Width: 1845mm
Length: 4630mm
Height: 1645mm
Fuel Tank: 56L
Luggage Capacity: 475L

Take Me To Kuga Town

2014 Ford Kuga 1.6 EcoBoost Trend AWD review

You should’t believe everything you read, especially on the Internet. Except for this, you should believe everything you read here. But delve into the depths of the internet and you’ll find some random things that’s hard to believe. Modern media would like to have you believe that every young male across the globe have fantasies about ‘cougars’, women of a certain age that ‘prey’ on younger men. Think Madonna and whatever pre-teen she’s dating this week or that shows such as ‘Cougar Town’ and ‘Desperate Housewives’.

It’s a generalisation but doesn’t mean there isn’t any truth to it. This phenomenon of young men having an interest in older women could do with a number of things. One theory is that there aren’t enough young celebs to fancy, most of the popular female celebrities are in their late 30s-40s. Charlize Theron springs to mind.

Another sort of thing that gets said a lot and is based on a generalisation is when car reviewers claim that an SUV feels like a hatchback to drive. This isn’t always the case. The Hyundai i30 is a good car to drive but the iX35 doesn’t feel quite as nimble. It’s a well known fact that tall things aren’t made made for cornering, which is why basketball players run up and down a straight court. Is it a court in basketball? Field. Whatever.

But the new Ford Kuga/Escape really impressed me because it genuinely felt like a less elevated car to drive. The Kuga is a new name for Australian/New Zealand markets. As a much need replacement for the prehistoric Escape, the first generation was introduced into our market in 2010, which was quite late in its life. The second generation was launched in 2013 and has been a great success for Ford.

It’s not hard to see why. It’s a genuinely handsome thing, even in this gold/green Gingerale Metallic (I love that name!) colour. And I’m not just saying to win favour with Ford in hope they’ll let me drive the new Mustang when it arrives here next year (hint hint). No, the Kuga is genuinely good looking. It manages to look taut and aggressive without shouting about itself. Ford is set to facelift the Kuga in a year or so to bring it in line with Ford’s new design language but it’ll be hard to improve on its current design.

Ford’s ‘One Ford’ policy is key to the conception of the Kuga, not just its design. Previously Ford had two mid-sized crossovers sold in different markets across the world. The first Kuga was sold almost exclusively in Europe with the exception of a few Asian countries such as Japan getting it as well, albeit in small numbers. Catering to Asia-Pacific markets was the old Escape which wasn’t as quite as good or as mordern as the Kuga. The ‘One Ford’ policy consolidated the two cars which meant the Escape’s practicality was merged with the Kuga’s style, sophistication and European dynamics. The Kuga is sold as an Escape in other markets such as North America and Asia.

Ford had to be cautious in designing the Kuga so that it’d work as well on the streets of New York and Shanghai as it will in the Italian countryside and the Australian outback. To me the exterior is the perfect blend of global tastes. The interior however isn’t quite a effective. It’s not a horrible place to sit in by any means, in fact being stuck in traffic the vast amount of buttons can keep you entertained. It’s a classic case where more isn’t necessarily better. Once you’ve gotten used to where the buttons are and what they do it’s not as bad, but at first it was a bit daunting.

I wasn’t a huge fan of the small 4.2-inch display screen either. Not only was it small but it felt like it was in a galaxy far far away. The top of the line Titanium trim gets a larger display screen but it seems a bit unfair to have to go all the way to the top of the line just to get a decent looking display screen. The ‘Trend’ trim as tested came with iPod connectivity and a bluetooth compatible stereo. Connecting my phone to the stereo was quick and simple. The MySync system wasn’t as easy to use, though I’ve yet to come across a voice control system that was. The quality of the sound was good through the Sony sound system.

Other things I wasn’t particular fond of were the strange SelectShift auto. It’s not that it doesn’t work as a gearbox but feels like it can’t quite decide which gear it wants to be in. It lingers on a gear and when you put your foot down it suddenly decided to change down a couple of gears. Drive it sensibly and it works jolly well. Change gears yourself via the thumb shifter and it solves the problems of the indecisive gearbox.

However, when you do its not quite as simple as you’d think. To change up and down gears you use a button on the right side of the stick so you have to use your left thumb. Granted, it’s a novel way to change gears and at first it does feel strange but after a while it was surprisingly easy to use. That could have something to do with me being part of the ‘Playstation generation’ though. It’s not a big deal as its not exactly an out-and-out sports car and really I’m just knit picking because the rest of the Kuga is hard to fault.

First the engine. This particular Kuga had a 1.6 EcoBoost engine which pumps out 178 bhp and 240NM of torque sending power to all four wheels. In fact all Kugas in NZ are AWD. This little engine has revved its way to my heart. It’s a fantastic bit of engineering. 1600cc with a turbocharger and can get this 1.6 tonne from 0-100 kph in 9.7 seconds. While it doesn’t sound like a lot, the torque is available low down (as little as 1600rpm) so the punch comes earlier than expected. It’s responsive too, however the auto does struggle a bit when you demand more from it. The upshot to this small engine is big fuel savings. Ford claims a combined fuel consumption of 7.7L/100km. So it’s as aggressive and pushy as a ‘cougar’ at a bar but drinks considerably less. That’s mighty impressive indeed. If you want better mileage you can opt for a 2-litre diesel which can return 6.2L/100km and produces a healthy 162bhp and 340NM of torque.

What impressed me most about the Kuga though was the handling. It’s very good for an SUV of this type. I’d go as far as to say its the best in class, certainly compared to rivals I’ve driven. It has more life to it than the Hyundai ix35 and compared to the Nissan X-Trail it has a sportier edge. There are reports saying this new Kuga doesn’t have the dynamics of the old one but I find that hard to believe. This one is already so good the old one must’ve been like a Focus ST.

There’s little body roll around corners and the steering is light and precise. You can place it just where you want to. It doesn’t offer telekinetic levels of feel but its about as good as it gets for this sort of car. The downside to the good handling though is a slightly harsh ride, especially compared to the velvety smooth X-Trail. This is most noticeable when you encounter pot holes or harsh road surfaces where it shows its disapproval. Most of the time I found perfectly acceptable.

Around town its very easy to drive. The high driving position gives you good visibility all round and the large wing mirrors with blind spot assist are a godsend. I honestly don’t know how I’ve gone through life without blind spot assist. That said it is a must have driver aid on modern cars as the c-pillars seem to get bigger by the day. The ones on the Kuga aren’t as bad as others however its the thick A-pillars that annoyed me most. I found myself leaning forwards to to see cars at intersections.

Parking the Kuga is good, rearward visibility is good and the park pilot gives good audio and visual aids. Thanks to the light steering manoeuvrability was very good too. Go for the top-spec Titanium and you get Active Park Assist which does the tricky bits for you like it does in the Focus.

The sporting nature of the Kuga doesn’t take away from its family car credentials. It’s as vast inside as a desert and there’s lots of storage spaces scattered around the cabin for you to lose your children. The cubby hole under the central armrest is chilled too. Its easy to get comfy in the front, electrically operated seats allows anyone to find the perfect position. The sports seats offer great support, especially the side bolsters, as well as comfort.

Space in the back is great, there’s virtually no transmission tunnel interference so the floor is pretty much flat. The back seats are comfy and could easily seat three adults in comfort, let alone children. You sit slightly higher up as well giving a sort of stadium feel. It get’s better round the back. Open the large tailgate and you get easy access to a large boot, 406L of space to be exact. Its 71L more than the previous Kuga but isn’t quite class leading.

Because it’s aimed at families the safety equipment is generous. Along with more airbags than I can count all the safety acronyms typical of a 21st Century car, you get passive safety aids such as blind spot assist and Forward Alert which came in handy when I got a bit too close to the car in front. Similar to the Collision Prevention Assist in the Mercedes A-Class, the car warns you by making a loud noise and bright lights on the dash when you get too close for comfort. It’ll partially apply the brakes as well to get its full stopping power ready when you eventually hit the pedal. There’s even a drowsiness monitor.

With prices starting from $39,990 for the 1.6 EcoBoost Ambiente AWD and comes with everything you need as standard it presents good value compared to most of its 2WD-biased rivals. Step up to the Trend model for $4,000 more and that comes with everything you want such as Adaptive Cruise Control, Lane Keeping assist and City Safe with Forward Alert. The option of a diesel (from $45,990) sets it apart from the petrol-only Japanese offerings.

Thinking back to it the Kuga is a good SUV but the X-Trail is a better family car. The X-Trail does all the important practical stuff better, the 7-seat option is a massive advantage and so is the bigger boot and simpler controls. However, the Kuga has something else. It’s a very likeable car and it made me smile. That, above all else, is what matters to me and for that reason I’d rather have the Kuga.

Compact SUVs, mid-sized SUVs, crossovers… whatever you want to call them, this particular segment is as crowded as a Tokyo subway at Monday morning rush hour. It’s more competitive than Olympic athletes and is more important to car manufactures than Jesus. Almost every manufacturer has an SUV be it Dacia or Porsche. The choices car buyers have these days if they’re in the market for a practical, high riding family car is insane. You have to stand out if you want to do well. Look at the Mazda CX-5. That sells well because it looks good, drives well and is economical yet fun to drive. The RAV4 sells well because its a Toyota and will survive a nuclear apocalypse while the Holden Captiva 5 doesn’t sell because it’s quite ugly.

I’ve seen a few Kugas around and they’re generally driven by women. I’m guessing these are mums and I can see the appeal. The Kuga is certainly one of the more fashion-conscious choices in this segment and the fact that it works well as a family car and the sporty way it drives are just bonus points. What makes the Kuga great though is yes it’s appealing and yes it’s a very easy car to recommend. You know how some people say ‘you are what you drive?’ Well the Kuga is an example of this. I’d wager that most of the women driving a Kuga, mum or not, would indulge in this whole ‘cougar phenomenon’. There is a caveat though, just remember not to believe everything you read.

Verdict: 8/10
Pros: Handsome looks, energetic engine, space, handling, funky interior, capable family car, price and spec, made me smile
Cons: Weird auto, small and outdated display screen, thick A-pillar, funky interior
Does many things just as well as rivals but rises above the rest in particular area; it made me smile.

Crossing Over The Trail Tracks

2014 Nissan X-Trail 2.5 Ti 4WD review

It could be argued that today’s world has reached a point where political correctness has gone absolutely mad. If you haven’t heard, recently an often outspoken figure in the motoring press has been at the centre of a controversial storm. Some have accused him of being ‘racist’ for mumbling a particular word in a nursery rhyme and some have gathered a lynch mob outside his home calling for his head on a spike. Has the world gone mad? Are we really at a point in civilisation where we’ve been so sheltered that the slightest detraction from the ‘social norm’ must result in ending a man’s life? This is the witch trials all over again.

I won’t get in too deep about this because I’ll be here all day. But this whole political correctness gone mad does bring me on to the new Nissan X-Trail, weirdly. The first generation X-Trail was launched way back in 2001. That was the one that had a rugged boxy look. It was replaced by a second generation in 2007 which also sported a rugged boxy look and offered something different to other crossovers. The first two X-Trails also offered more capable off-roadability compared to its more road-orientated rivals. As a result the first two generation X-Trails were hits. It was function beating form.

This third generation of the X-Trail has gone through an ‘x-treme’ makeover and now follows the hegemonic styling of this class. In the world of crossovers, the new X-Trail is politically correct. Gone are the old rugged looks and in is a sleeker and sportier design. It’s a good looking thing. The prominent Nissan grille gives it a macho presence and the daytime running lights grabs people’s attention. The side is nice and sculpted without looking too fussy. The rear of it has drawn comparisons to the second-generation Lexus RX. Admittedly, they do look similar but that should be seen as a compliment. The styling follows on from Nissan’s latest SUVs and is a mix of Juke, Murano and Pathfinder. However its the new Qashqai that it resembles most. Which is no coincidence as while not only replacing the previous X-Trail, this also takes the role of being a 7-seat option for those wanting a bit more practicality from their mid-sized crossovers.

And people want crossovers. Everyone likes to think they want to save the world and buy a Prius or a Golf or something in in fact they want a high-riding SUV or crossover of some sort. Case in point my test drive of the X-Trail was shorter than my other test drives as people were lined up to take it out for a spin.

I understand the appeal of an SUV completely. It’s been a while since I drove an SUV but when I climbed into the X-Trail and got myself comfortable in its high driving position I have to admit it felt good. There’s a strange ‘feel good’ sensation sitting higher up than other motorists be it in a Nissan X-Trail or in a supercharged Range Rover.

Read into that what you will but there’s no denying the upside to visibility. You get a better view out of the road ahead which means you have time to change your driving style to suit conditions ahead. Which makes SUVs all the safer for families.

That’s crucial. Keep in mind that its families that’ll be buying these sorts of cars, not Sebastian Vettel. So if you approach it with that sort of mindset you’ll be quite impressed at how the X-Trail drives. There’s very little body roll and the 4WD version I drove felt very surefooted and safe. 4WD X-Trails come with an ALL MODE 4×4 i-system control dial which allows you to switch from 2WD to 4WD.

In 2WD mode it felt like a normal car with decent steering though feel and feedback were a bit diluted. It could be because the roads were wet. In 4WD the steering felt heavier. It could just be how the electrically assisted steering was set up. Around corners the X-Trail comes with a few techy bits to keep in check. As if 4WD grip wasn’t enough it comes with something called ‘Active Trace Control’ which uses many clever electronic brains to monitor speed, steering angle and throttle to brake the necessary wheels to avoid understeer. Then there’s Active Engine Break to help it stop faster. Clever stuff. Really only the inconsistent steering feel lets it down but even that won’t be a concern for most buyers.

What might concern some is the lack of a 4WD option for the 7-seater X-Trail. At the moment only the 7-Seater is only available in base ST trim. All 5-seater X-Trails from the ST all the way up to the Ti come with 4WD as standard.

So its a decent handling thing and doesn’t roll about in corners. But what about the ride? Well I’m happy to report that’s where the X-Trail shines. Its a smooth riding thing and absorbs all the bumps and bruises Wellington’s roads had to offer. Certainly you needn’t worry about your children getting sick on the lovely leather seats. The good ride is partly thanks to the new Renault-Nissan Common Module Family (CMF) platform that’s also shared with the new Qashqai. The Active Ride Control is also responsible. This system monitors road surfaces ahead to detect any imperfections and adjusts the dampers accordingly. It’s all very clever.

Another plus point for SUVs and the sort is the amount of space they have inside. I don’t know how but Nissan seems to have incorporated TARDIS technology with the X-Trail because there’s acres of space inside. Though, that could have something to do with this new X-Trail being bigger than its predecessor in every way. Up front mum and dad will get comfy easily as the electric seats offer infinite adjustment. In the back adults will have room to spare and kids will probably get lost. If you need more room the backseats slide backwards and forwards too.

Opt for the 7-seater and you get two seats in the boot. Note that these are for occasional use only. I managed to squeeze myself in the third row and had decent headroom but my legs needed amputating. It also eats up quite a lot of the generous boot space. If you need 7-seats all of the time then the bigger Pathfinder might be a better choice.

I like that about the X-Trail though because apart from the Outlander and the avoid-at-all-cost Craptiva, this is the only one in this segment that offers 7-seats. For most something like a Pathfinder or even a Santa Fe might be too big. The X-Trail is the right size and the availability of a 7-seat option opens it up to a wider audience.

The interior of the X-Trail is an even bigger leap from the old model than the exterior. The quality is top notch, almost European actually. Everything you see and touch looks and feels like it was designed to be as durable as it is stylish. It’s a good design that doesn’t offend the eyes. The amount of tech and equipment inside is nicely hidden behind a touchscreen veil. It’s a good system to use. The user interface is easy to comprehend and commands are quick. This is an interior befitting a circa-$50k car for sure.

Typical of a Japanese car, the equipment levels are generous. The top-spec Ti comes with nice little touches usually found in cars from the West. You get LED head and taillights, rain sensing wipers, a panoramic sunroof, electric tailgate and passive safety aids such as Blind Spot Warning, Lane Departure Warning and Moving Object Detection. The standard fit reversing camera and the Around View Monitor makes parking this 4656mm long SUV a breeze. I found rearward visibility pretty good anyway and the C-Pillar wasn’t as obtrusive as other cars thanks to a small but handy rear quarter light and large wing mirrors.

Performance wise the X-Trail is pretty good. It only comes with a 2.5-litre four cylinder which pumps out 171 bhp and 226NM of torque. This means a 0-100 kph time of a smidgen under 9 seconds. It’s a good engine being responsive and punchy when needed. What it doesn’t like doing is to rev though. Its not the most aurally pleasing engine out there. Keep it below 4000 rpm and its a refined contender. That reinforces that this isn’t the sportiest of the sports utility vehicle. A diesel might suit it however, Nissan being Japanese, favours petrol and hybrid.

Another thing Japanese firms seem to like is CVT gearboxes. I’ll come straight out with it that I’m not a fan of CVTs. It’s a personal thing, I just don’t trust pulleys and belts nearly as much as I trust cogs. That said the CVT in the X-Trail was smooth when left in auto and in tiptronic mode it made a convincing attempt at feeling like a conventional auto.

The plus side to a constantly variable transmission though is the fuel consumption benefits. Because its constantly trying to find the best gear it uses a decent amount of fuel compared to others in this class. Nissan claims 8.3L/100km. Certainly in Eco mode I can see it coming close to those figures. If you want less litre for your 100 kilometre then the possible hybrid might be for you. The lack of diesel option might put some off.

Prices for the X-Trail in New Zealand start from $39,990 for the 7-seater in ST trim. That’s remarkable value and comes with pretty much everything you need such as a reversing camera, daytime running lights, 8 airbags, multiple safety acronyms and an audio system that’s bluetooth and iPod compatible. The 5-seater ST with 4WD starts from $42,990. Step up to $47,290 ST-L and you get leathery bits, a 7″ LCD touchscreen, Around View Monitor and electric heated seats up front. The top spec Ti trim comes with European-levels of tech and starts from $53,290. Whichever way you look at it, it’s priced very well. It’s on par with the Ford Kuga, Hyundai iX35 and Toyota RAV4 and undercuts the Mazda CX-5, Volkswagen Tiguan and Honda CRV. All of which aren’t available with an extra row of seats.

The X-Trail all in all is a very good family vehicle. It ticks all the right boxes; it looks good; has a nice interior; decent to drive; rides well; has decent fuel economy; and comes with as much space as it does gadgets. Priced competitively it’ll give SUV buyers a harder time deciding on which one to pick. But perhaps if Nissan had kept it rugged like the previous two generations it would be an easier choice for some.

I’m sure a minority will miss the option of having a mid-sized SUV that’s capable off road but truth be told most SUV and crossover buyers rarely take their cars off asphalt. Nissan knows this hence the shift in direction of the X-Trail and Pathfinder. Some might see this change as a bad thing, that this segment that’s getting more crowded by the day is so competitive everyone has ended up making essentially the same vehicle. That consumers have no choice. SUV political correctness gone mad? Perhaps, but there’s no doubt Nissan’s new and improved X-Trail will appeal to many.

Verdict: 8/10
Pros: Styling, on road manners, interior (design, quality and space), 7 seat option, good spec levels, competitive prices
Cons: No 4WD or top spec trim for the 7 seater, lack of diesel might put some off, not as rugged as previous X-Trails
Nissan’s shift of direction for the X-Trail makes it a strong contender in a crowded marketplace and broadens its appeal. Good thing it comes with 7 seats then.

SAV-urban Outfitters

Porsche. My first experience in a Porsche was in a 996 Targa. I must’ve only been 9 or 10 but I remember it like it was yesterday. The noise, the speed, the wind. It was magnificent. For obvious reasons I wasn’t driving. No, my first actual drive in a Porsche was in a first generation Cayenne S. This was the first time I’d driven anything with a V8 and the first time I got out of an SUV and questioned the laws of physics. It was an incredible piece of engineering. The way it shed its weight and accelerated like a missile, to then 16 year old me, was out of this world. The acceleration was awesome but the cornering and braking were even more impressive. I took on tight corners at ridiculous speeds and it remained composed. The brakes were so strong I’m sure I made a ripple on the roads.

This was my first taste at a proper ‘sports’ utility vehicle. The other SUVs I’d driven prior to the Cayenne were mostly family-orientated. Toyotas, Fords… that sort of thing. But the Cayenne was in a completely different league. Since then I’d been exposed to all sorts of SUVs such as the Mercedes ML, Range Rover Sport and Jeep Grand Cherokee. All were fine SUVs but none had given me the same feeling of astonishment the Cayenne did. The closest was the Supercharged Range Rover but purely because it had 510 bhp. Dynamically though the Cayenne remains the best handling SUV I’ve tried. Not far behind though, is the BMW X5.

Let me make it clear; I’m not an X5 fan. For German SUVs I’d plump for a Merc ML because I like the design and badge more. If I wanted 7 seats in my German tank then the GL or Q7 would be at the top of my list. I don’t know why I didn’t care for the X5 much. It’s not as ugly as other BMWs and it’s one of a few SUVs with a proper split tailgate. So when I was presented with a facelift 2012 BMW X4 xDrive40d, I wasn’t sure if I’d enjoy it.

Oh but I did. First the engine. It’s a twin-turbo 3-litre diesel with 306 bhp and 600NM of torque. Let me repeat that. 600NM of torque. That gets this two and a bit tonne truck from 0-100 km/h in just 6.6 seconds! That’s quicker than most hot hatches. It was quite an engine. Okay, it wasn’t as silent as Audi’s 3-litre twin-turbo TDI but it felt just as powerful. I got a childish sense of enjoyment accelerating off the lights so quickly in such a big car. Oh god and the 8-speed ZF auto. Why don’t more manufactures use this gearbox? Seriously it’s so smooth around town but when you want to take manual control of it the shifts are as quick as DSGs. And unlike most cars where you hit the gearstick up to go up a gear, BMWs do it properly. You pull the stick down to go up and push it to go down a gear. Like you would in a proper manual.

Then there’s the way it drives. It’s a BMW so naturally it’s rear-wheel biased. You can feel this when you accelerate out of a corner. You feel like you’re being pushed as opposed to being pulled which what you feel like in something like an Audi Q5. I know it’s not really that important but it felt nice. The steering was quite good too. I think it’s electronically-assisted but it felt precise and gave good feedback. As expected there was very little body roll. Certainly less than in a Range Rover Sport.

Where it was let down was the ride. The good handling and minimal body roll means the suspension has to be firm. Couple that to the harsh run flat tyres and the X5 doesn’t make for the comfiest mode of transport for the school run. Good thing the seats are comfy. Actually, the interior is quite good. The design isn’t exactly the most inspiring but it feels well put together and certainly very premium. You sit high up, get nice big windows and the electric seats offer limitless adjustability. The boot is huge. The car I had didn’t have a third row fitted so the boot was just full of space. And with that split tailgate filling that boot up with dogs is a breeze.

Weirdly, I found the iDrive system pretty easy to use compared to my first encounter with it many years ago. Perhaps its because I’ve gotten used to using similar systems now. Anyway, the iDrive. Usual controls. Big rotating dial, quick jump buttons around it and a large display screen. I love how in BMWs you can get a split screen. Pretty much it means you can scroll though your music while still being able to see the sat-nav. That’s not the best thing about that huge screen though. No, that happens when you fiddle with the futuristic gearstick.

Ah, that gearstick. I remember being rather critical of it when it first came out. I thought it looked stupid and was completely unnecessary. While I still prefer a normal gearstick at least BMW tried to make something rather dull interesting. So, shift the stick into ‘R’ and the screen becomes a wonderful 3D video game. The reversing aids are the best I’ve seen in any car. There are lines to help guide you into the space (other cars have this too) and the colours show how close you are to crashing (green being safe, yellow getting close and red you’ve ran over your dog). It also follows the direction of the steering wheel. But the best bit is the 3D blocks that help show you the shape, size and distance of the thing behind you. Its so good not once did I look out the back window. Distraction? Hell yes. But so much fun.

But a decent driving experience and mental diesel engine isn’t enough to make it top dog. It does have a few flaws. It’s a bit big. With seven seats fitted it wouldn’t be a complaint, but five seats in a car this bulky is just greedy. It’s also not a car everyone likes so some people won’t give way to you. They’ll think you’re a massive show off with your 600NM of torque and drug-dealer spec tints. Sitting behind the wheel of the X5 I felt like I was important and powerful. BMWs just do this to their drivers, which is probably most of them behave the way they do. The X5 felt more like a BMW than the 330i, by which I mean it felt more commanding on the road. Let me out it in another way. In a Range Rover you feel like you’re sat on a throne. In the X5 you feel like you’re sat in a tank, albeit a sporty one.

That brings me on to the worst thing about the X5; it’s lack of off-road settings. Rivals such as the Audi Q7, Mercedes ML or Range Rover Sport all have buttons and switches to allow them to go off road a bit. The X5 has none. BMW cunning call it an SAV or Sports Activity Vehicle. So its strictly a 4WD car for road use. That’s fine for Yummy Mummies and well-heeled suburban housewives but for someone who lives in the countryside or where it might snow, then there are better rounded SUVs. Actually the X5 breadth of ability, and lack of it, is its biggest flaw. You see if you wanted a five-seater SUV built purely for road use then the options are endless. If you wanted a seven-seater SUV with off-road capabilities then the Land Rover Discovery is a better bet. If you want your SUV to handle well then the Cayenne is still best.

That’s the problem with the X5. When it first came out it only had to compete with a wobbly ML, an unreliable Range Rover and an Explorer with a ladder chassis. Nowadays every manufacturer makes an SUV, each with their own set of abilities. The X5 just doesn’t cut it anymore. Sure as an ‘all-rounder’ it’s a fine choice but the fact that it has no off-roadability means it isn’t perfect. Even the Cayenne can get down and dirty. It’s a fine machine, the X5. And I can see why they’re popular. Very few cars command such presence on the school run and the BMW badge has appeal to the moon and back. But for me the Range Rover Sport is the undisputed all-round king of SUVs in this price range.

Verdict: 7.5/10
Pros: BMW badge, mighty Diesel engine, sporty feel, reversing camera, split tailgate, 7-seat option
Cons: Ride, size, obvious choice