Lexus has a history of taking a sensible Toyota and turning it into a “posh Eastern Suburbs kerb crawler”. Usually, that involves a lot of leather and a princely price tag. LBX continues that tradition in the nicest possible way. They have taken the smallest group platform to build a proper luxury car. Remember the Aston Martin Cygnet? The posh super-mini was a badge-slap Toyota iQ with quilted leather and a ludicrous price tag, but no go to match the show.
LBX is a bit different. Lexus went to a bit of effort, for a price. The surprisingly good result is the Lexus breakthrough into the uber-cute world of city-car fabulousness. It is a bit more than a car that exists because someone in a boardroom decided that posh folk in leafy seaside city suburbs wanted convenience without sacrificing their dignity.
Let’s dispel a few myths:
If you are one of those people who insists this is just a Toyota Yaris Cross that’s had a touch-up in quiet, you are wrong. You are also likely annoying at parties.
While the LBX shares the GA-B platform with its unbearably boring cousin, Lexus has performed a minor miracle. This is not a case of gluing a badge on and calling it a day. Every single exterior panel is unique to the Lexus. There is zero sharing of doors or guards. The bonnet is aluminium to save weight and the B-pillars are made from hot-stamp material. That’s right ladies and germs, Lexus did not just redress the Yaris; they rebuilt it from the ground up.
The engineering OCD goes right to the bone. Lexus added 19 metres of structural adhesive to the chassis. They included 300 extra short-pitch welding points to ensure the body is as taut as a teen’s todger. This is why the LBX feels solid and reasonably silent while the Toyota feels like a tin can in a hailstorm. On the AWD version, they even added a spot of extra bracing across the rear suspension members for better handling. It looks like a premium product because it is.
Under the bonnet sits an underwhelming 1.5-litre three-cylinder hybrid engine. I know what you are thinking. A three-cylinder engine in a Lexus sounds like a recipe for a tantrum. Most three-cylinders sound like a lawnmower struggling with thick grass. Lexus solved this by adding a resonator to the engine intake to reduce cabin noise by 10 per cent and using flexible exhaust construction to cut vibrations by 25 per cent. It gives the LBX more poke than the limp Yaris Cross, but it is all relative. The 0-100 is 9.6 seconds (slower than the 2WD models) and the 3.8L/100k promise was never better than 5.5L/100k on our test using the systems long term readings. It delivers a combined 100kW, which is enough to zip around the city but is a little breathless when entering a frantic freeway.
The E-Four AWD system adds a second hybrid transaxle at the rear with a minuscule 4.7kW induction asynchronous motor generator. While it sounds a bit wet, the E-Four can distribute torque between the front and rear axles in ratios from 100:0 down to 20:80. When moving from a standstill on dry roads, torque is punted predominantly to the rear for smooth, stable acceleration. It actually works, and although the aforementioned 0-100 sounds glacial, it feels frisky. If the LBX senses slip on sodden surfaces, it shuffles surer strength to the sturdiest stays. The e-CVT isn’t a CVT in the traditional sense, but there is still quite a lot of droning emanating from LBX’s nethers.
Above: This Week’s VIDEO Review –Omoda 9 | 11,000km on one tank? My real-world test results
#Omoda9, #PHEV, #LuxurySUV, #GayCarBoys, #CarReview, #chery
ABOVE: Lexus LBX range
Now, my favourite bit: the AWD model scores sophisticated double-wishbone trailing arm rear suspension instead of the awfully inadequate simpler torsion beam secreted under the 2WD. The rear set-up was specifically developed to fit the microscopic rear motor while improving ride and stability. As for the 2WD and it’s el-cheapo suspension, Torsion beams do not belong in a Lexus, and that’s that. GET IN THE BIN.
Both the rear upper and lower arms are light yet strong, giving the LBX an unexpected agility despite the extra hardware. The AWD is bestowed with larger, thicker rear brake discs (281mm x 12mm) for all that weight and power. Yes Joyce, I’m joking about the weight, and the power.
The Cabin
The delicious interior is where the LBX kicks the opposition in the cobblers. Lexus calls it the “Tazuna” cockpit, a design philosophy meant to make the driver feel at one with the machine (I’m hearing blah blah blah in my head). Everything is positioned perfectly. The 9.8-inch touchscreen is crisp and fast (ish). It finally ditches the awful trackpads of the past, the ones that brought nothing but angst to every drive. The materials are utterly divine. You get NuLuxe (aka plastic) leather-accented upholstery that sounds like a 60s Valiant but feels like a velvet hammock.
The front seats are sportily low-slung and supportive. This improves the centre of gravity and makes the car feel more like a hatchback than a high-riding SUV. It is comfortable and cocooning. At this size of vehicle though, there is so little difference between a hatchback and SUV that it is of no never mind.
However, we need to talk about the rear seat. Calling it a seat is putting a more onerous burden on the language than is reasonable. It is a leather (ish)-wrapped shelf for your David Jones bags and that’s about all. If you try to put an adult back there, they need to pop their legs over your shoulders.
OH GROW UP!
The legroom is merely a nod, if you’ll pardon the pun, or at least you would if the headroom wasn’t so tight. It is a car for a well-heeled couple who carry nothing more than a half-packed tote and a carelessly tossed pashmina.
The 315L boot in the AWD is tighter than the 2WD’s 402. That is the price you pay for that extra rear motor (regardless of size) and the dizzyingly complex suspension. It is still enough for a weekly shop, but you will need to be clever with your packing for a naughty weekend away.
Lexus is betting big on the ownership experience to sell this car. Every LBX comes with a three-year subscription to the Lexus Encore program. This is where you get the real luxury treatment but there is much small print with which your multi-focals must cope. There are many tiers….
When your car needs a service, they will come to your country pile and pick up your prized possession and present a (free) pretender in its place. Never will Lexus leave you unable to impress, HUZZAH! They will even wash and vacuum your car before bringing it back, as well they should. Unlike Beemer owners who subscribe to heated seats and wireless CarPlay, and Merc drivers who pay monthly for four-wheel steer, Lexus owners are treated like queens.
Safety is impressive and after spending a week in the NX450h+, LBX is a not dissimilar case. The Lexus Safety System+ includes autonomous emergency braking and lane trace assist, eight airbags, intersection assistance and emergency steering assist. Much of this is now needed for an ANCAP five-star stamp but Lexus would probably have done it anyway. The Adaptive High-beam uses 12 independent LED chips to light up the road without blinding hapless oncomers at night.
Although a trifle bigger, the 10.4-metre turning circle is identical to the Toyota. The suspension tuning is the LBX’s coup de grâce. The new MacPherson strut up front avoids the skittishness that often plagues short-wheelbase cars. It feels all grown up, and extremely solid and controlled on the road. It is a fun little car that encourages you to enjoy the drive rather than just enduring the tedious commute.
The Sports Luxury uses active noise control to keep the cabin quiet. It emits anti-noise waves through the speakers to cancel out unwanted engine frequencies. There is extensive sound deadening that also helps to create a classy compact cocoon.
The 13-speaker Mark Levinson Premium Audio is something Lexus makes much of and although it sounds OK at a standstill, we found it drowned out at speed. We shall twiddle further to fondle it into a concert hall feel if it is the last thing we do. We will report again in a week.
Until next week’s full review—
Is the LBX AWD worth the $56,990 price tag? If you are looking for the most metal for your money, then no. You can buy a much larger SUV for that kind of coin. But if you want a car that is easy to park and beautiful to look at, the LBX makes a compelling case. It is stylish, sexy, and the Sonic Copper test car is simply stunning.
-
Lexus LBX Sports Luxury AWD Specifications
Category
Attribute
AWD Specification
Mechanical
Engine
1.5-litre three-cylinder hybrid (M15A-FXE)
Combined Power
100kW
Rear Motor
Induction asynchronous; 4.7kW / 52Nm
Drive System
E-Four All-Wheel Drive
0-100km/h
9.6 seconds
Dimensions
Turning Circle
10.4 metres
Kerb Weight
1415kg
Chassis
Rear Suspension
Double wishbone trailing arm type
Rear Brakes
281mm x 12mm solid discs
Capacity
Cargo Space
315 litres (all seats up)
Interior
Sound System
13-speaker Mark Levinson Premium Audio
Ownership
Warranty
5-year/unlimited kilometre
Benefits
3-year Lexus Encore subscription
Price (MRLP)
$56,990
More LEXUS at GayCarBoys
- Sexy Men Drive 2021 Toyota Yaris Cross
- Lexus IS’s Midlife Facelift is More Than Skin Deep
- Toyota and LEXUS Fuel Pump Recall for Thousands of Vehicles
- LEXUS brings LC Convertible to Australia
- Small SUV Comparison: Citroën C3 Aircross VS LEXUS UX
- 2019 LEXUS LC 500 Review and Road Trip
Alan Zurvas is the founder and editor of Gay Car Boys, Australia's leading LGBTQI+ automotive publication. Before launching GCB in 2008, Alan's automotive writing was published in SameSame.com.au and the Star Observer. With over 16 years of hands-on car reviewing experience, Alan brings an honest, irreverent voice to every review — championing value and innovation over brand loyalty.
Leave a Reply