Seven years is a long time in the car industry. For many models, this is about the standard length of a production cycle. But not always. Toyota has been producing the J70 shape Land Cruiser since the 1980s, while it’s still possible to buy a Lexus IS – a car that is now more than a dozen years old – in some countries. In that context, the ‘Urban Crossover’, launched in 2018, is relatively young.
Still one of the most elegant models in its size category, the recently updated UX has endured for many reasons. And not just due to its pleasing appearance. There has even been fresh internal competition in the form of a new NX and the addition of the smaller LBX. Yet neither offers something which keeps the UX from becoming outdated: the choice of both hybrid and electric propulsion systems.
Go deeper with GlobalData
In the British market, there are two variants, the UX 300e and UX 300h. The first, an EV, has in recent times been given a better battery and therefore more range, the same applying to the HEV. Succeeding the UX 250h, the 300h features the same non-turbo 2.0-litre engine as before but the battery is no longer a 180-cell 216V nickel-metal hybride pack. In its place is a 60-cell 222V lithium-ion cluster.
New motor equals more power
Toyota has reworked much of the hybrid system, not only ditching the inverter which featured in the UX 250h but integrating its replacement with the motor. Versions of the 300h with all-wheel drive also have a 30 kW and 84 Nm motor on the back axle, quite the upgrade from the 5 kW and 55 Nm induction-type unit of the 250h E-Four. And for both FWD and AWD variants, a new main motor lifts combined power from 135 kW to 146 kW.
All the changes result in not only better performance but still-great economy. This averages between 49 and 57 mpg dependent on trim level and the number of motors/driven axles. Zero to sixty two miles per hour times have come down from 8.5 seconds to 8.1 (front-wheel drive) and from 8.7 seconds to 7.9 (AWD).
Other changes include a reworking of the suspension system, the aim being less body roll, while the car can run on the energy in its battery at up to 72 mph. That maximum is for specific conditions such as when when driving on a long, downhill road. Coasting mode and engine shut-down are activated automatically. Other than seeing the instrumentation read-outs changing, the driver is all but unaware of this happening.
A near-silent electronically-controlled CVT
The UX usually starts off from low speeds in EV mode, the engine soon starting itself and taking over from the motor or motors. This is as quiet as one would expect of any Lexus. Similarly, the eCVT is infinitely better than the Continuously Variable Transmissions fitted to Toyota and Lexus hybrids of old.
Claims of more refinement in the handling department do stand up, the F-Sport press tester car lent to me by Toyota GB having just the right blend of firm suspension and supple springing. There are three settings depending on how sporty a drive you desire, these being Sport S, Sport S+ and Custom. These are in addition to the Normal, Eco and Sport driving modes which come with all trim levels. Steering remains a little on the light side but most Lexus buyers won’t worry about that.
After sampling all the options, I left the test car mainly in Eco. This saw economy – in ideal conditions I must add – creeping up towards 50 mpg. At the other extreme, a heavy right foot can drop that to just north of 40mpg. Obviously, this is far from being a sports car and Lexus would never claim that definition for the UX. Still, it really can be quite enjoyable even if there is no alluring sound from the engine.
Boot still not too commodious
As a family car, the UX hybrid works well, there being a decent level of room for up to two-three adults in the back. The boot could be bigger, mind, capacity being just 320 litres (the car itself remains 4.5 m long), expanding to 1,231. Removing what is a fabric luggage cover can be a touch fiddly as the securing loops get stuck on their plastic hooks. At least the backrests flop down easily enough and lie flat on the rear seat.
Up front, the dashboard has seen some modifications, including a new hood over what is a fresh digital cluster of switchable read-outs. There are also a few added pieces of chrome-look plastics to liven up what might otherwise be a dark and possibly drab dashboard. The same applies to the door cards, which now look a little more premium.
Haptic controls gone
What’s really impressive compared to the pre-facelift UX is the touchscreen and associated controls. Gone is the love it or hate it haptic trackpad system, all the steering wheel and HVAC buttons have a precise feel to them, ‘Hey Lexus’ voice control always worked first time for me and the high-mounted screen is a good size (i.e. not too big).
The changes on the outside are fairly minor but there was nothing much wrong with the car’s appearance. And really, it’s more car-like than most in its class – XC40, Evoque, X1, Q3 etc – due to a lack of the usual elevated stance. Nor is there a Cross Country-style mock-tough UX which is almost refreshing in this segment.
Summary
Cosy-sized boot aside, and that might not even matter much to the typical UX 300h customer, this is still a competitive model. I would even suggest that it’s now a far better car than it was back in 2018. How many models can you say that about?
Lexus UX 300h pricing starts at GBP35,245. Trim levels are Urban, Premium, Premium Plus and Takumi with an additional four F-Sport grade options.
