Review of the first Lexus UX 2019 Reader: What New Premium Buyers Want

This is a topic we have published many times in recent years: customers love crossovers, especially those with luxury badges on the nose, so a premium car manufacturer introduces a smaller and more affordable model. This time around, it's the 2019 Lexus UX that arrives in the United States in December to be at the bottom of the range.

Like many of its rivals, the UX addresses the type of urban youth that demographers believe want adventure cars rather than driving. "A flexible vehicle for his lifestyle is more important to him than power," says Cynthia Tenhouse, general manager of product and consumer marketing at Lexus. And, of course, the UX is not too exciting behind the wheel. But its luxurious appointments, generous feature set and attractive price should more than offset any dynamic decline.

Small building blocks, big style

UX relies on Toyota's Global Architecture Compact (GA-C) platform and is closely linked to affordable C-HR. Compared to this crossover, the sub-compact chassis of the UX benefits from additional laser welding and structural adhesives to increase rigidity. The doors, hood and front fenders are made of aluminum and the tailgate made of polymers, all to reduce weight. At 177 inches long sitting on a 103.9-inch wheelbase, the UX is 5.3 inches shorter than the NX, the biggest Lexus crossover.

It's as beautiful as other Lexus crossovers, that is, the UX is an acquired taste. The large plastic-wrapped wings are supposed to provide some strength, while the familiar Lexus giant grille dominates the nose. Where so many new luxury cars are offered in black, silver and white, UX's palette is pleasingly diversified, with offerings such as Nori Green, Cadmium Orange and Autumn Shimmer.

The best elements of style are the assemblies of taillights. These three-dimensional elements on the sides of the body serve as functional air guides (contributing to a good drag coefficient of 0.33) and are connected by a full-width LED element 3 millimeters thick. It looks particularly smooth when you follow a UX in the dark. Go for the F Sport model for a different grille design, a different front fascia with recessed fog lights and unique 18-inch wheels (as well as various interior and mechanical settings I'll talk about right now).

Two engine options are available. The UX 200 uses a four-cylinder in-line 2.0-liter, with a horsepower of 169 horsepower and a torque of 151 foot-pounds, with front-wheel drive and continuously variable transmission. As in the Corolla Hatchback Wherever this powertrain comes from, the unique CVT has a first fixed gear for cleaner take-off. The UX 250h, on the other hand, uses a hybrid that combines a 143-hp 2.0-liter Atkinson cycle version, as well as two power generators, to drive the front wheels; The maximum power is 175 horses. There is another engine that can deliver up to 7 horsepower to the rear wheels up to 45 miles per hour to endow the 250h with the low-speed all-wheel drive.

As with most Lexus models, the upgrade to the F Sport package does not provide any powertrain enhancements, but you get shock absorbers, anti-roll bars, stiffer wheels and different tires. The United States, however, will not get the proposed adaptive amortization on the European F Sport package.

Whichever powertrain you choose, my experience at UX's global launch in Stockholm, Sweden, reveals that this Lexus is working very well, a judgment that may seem like a slight eulogy. The non-hybrid feels the fastest on the road, with a pleasingly strong mid-range torque and a fluid power distribution (though neither of them is particularly fast over urban speeds ). The hybrid is quiet and smooth when it is powered by electric power, but its engine can both ring and feel tense when it is asked for more acceleration.

At least, its brake pedal is almost identical to the non-hybrid, which is impressive given the frequency at which regenerative braking causes a soft and unpredictable braking sensation.

It's really hard to be passionate about driving the Lexus UX, even in the F Sport model with the Sport + twisted steering wheel selection knob, because you always feel slightly detached from what's going on. The chassis of the UX is agile and happy to change direction, but not really looking forward to dive into the turns. No feedback is transmitted by the steering wheel, but at least the action is well weighted, fast and accurate. It's a crossover that will not bother you or enthrall you on the road – which fits well with the philosophy of most other Lexus models.

Although Lexus claims that its UX is the quietest cabin in the class, a noticeable amount of wind roar is emerging from mirrors at highway speeds (which in Sweden proves to be a 62-mile 'hour). tire noise and suspension. However, in traffic, the cabin prevents most outside noise.

The fuel economy of both powertrains will be a highlight. The UX 200 is expected to return 33 miles per gallon combined (the EPA's city and highway numbers are still being finalized). It's more efficient than competitors like the Audi Q3, the BMW X1, the Mercedes-Benz GLA Class and the Volvo XC40, even though it should be noted that the Lexus is less powerful. The hybrid should display 38 mpg combined.

High quality cabin

The interior of the Lexus UX offers a lot of space for your friends active life friends. With the driver's seat adjusted so that I could drive comfortably, I had a good legroom (if not exceptional) in the second row, as well as a lot of safety margin. Although a low hood and lean pillars provide a panoramic view to the front and to the sides, the stylized C pillars of the UX and the small rear window reduce visibility on the shoulders.

The cargo space is a bit tight. The floor is very high (even if there is nothing – not even a spare wheel – underneath) and the tailgate slopes, you only get 21.7 cubic feet of space on the UX 200 and 17.1 cubic feet on the UX 250h. The rear seats fold down for more storage.

The choices of materials throughout the cabin are suitable for the price of UX, and the entire table presents a satisfying tactile sensation. Bold colors include red trim and a choice of white and blue, and there are options for dashboard toppers inspired by Japanese "washi". A color digital instrument cluster provides extensive driver information, complemented by an optional head-up display. In F Sport models, the bunch has a moveable gauge ring, as seen in other sports Lexus.

The UX comes standard with a 7-inch infotainment system, while a 10-inch version with navigation is optional. Unfortunately, these two screens rely on the same Remote Touch interface software, frustrating and obtuse, as those found in other Lexus models. Translation? Too complicated a menu structure is exploited by a touchpad on the center console. Unlike other Lexus models, the heated / cooled seat and heated steering wheel controls have fortunately been released from the infotainment screen and have physical buttons.

A major improvement in the ease of use of the system is the addition of new armrest controls specifically designed to allow you to use your right hand while driving. There are search, adjustment, volume, radio and multimedia buttons that can all be handled without removing your wrist from the armrest. It works fine, but the "tune" button is by your thumb and the volume by your index finger; I prefer to exchange them because I spend more time adjusting the volume than the setting.

Support for Apple CarPlay is standard, while Android Auto remains unavailable. Although Lexus officials say they are still "reviewing and studying" the addition of Android Auto, they cited data showing that 80% of Lexus drivers own iPhones.

The infotainment system also incorporates support for Spotify Internet radio and Amazon Alexa integration to, for example, remotely lock or start your car by voice command. A Wi-Fi access point is provided with one year / 4 GB of data for free, after which you will have to pay a Verizon data plan. You'll also find four 2.1-amp USB ports (two at the front and two at the back) to quickly charge your gadgets. A wireless device charger is also optional.

The safety equipment is in abundance, with the UX with the Lexus Safety System 2.0 Plus suite as standard. This means that collision-avoidance braking with cyclist and pedestrian detection, adaptive cruise control with assisted trajectory tracking, automatic reverse braking and assistance with traffic signals can display warnings in the event of an accident. stop or signaling. Blind spot monitoring is optional.

The right model at the right price

The price of the UX 200 will start at $ 32,000, not counting $ 1,025 for the destination, which will reduce Mercedes GLA class, BMW X1 and Audi Q3. The Hybrid UX 250h, meanwhile, will start at $ 34,000, and both models will offer a full transmission for an additional $ 2,000. Yet this will make the new model the most affordable Lexus in the US, with an NX 300 of $ 37,180. The UX 200 will arrive in December with the next 250 followed in January 2019.

You will also be able to subscribe to the UX via a new program called Lexus Full Lease. Although prices have not been finalized, the program will consolidate lease payments and insurance costs into a fixed monthly amount.

It is easy to write off the Lexus UX; His often-unforgettable driving experience and his "not for everyone" style are hard to excite when there are many interesting options in this crowded segment.

On the other hand, the UX undoubtedly offers a better equation in terms of value for money than its competitors, with all the technology and style that some customers are looking for in what could be their first car luxury. For this reason, there will inevitably be a success with buyers. These types of vehicles are the most popular – crossovers and SUVs already account for 69% of Lexus' sales – and UX 2019 is the perfect vehicle to take advantage of this craze.

Editors note: Roadshow accepts multi-day loans from builders to provide editorial reviews. All the criticisms of marked vehicles are completed on our territory and according to our conditions. However, for this feature, the manufacturer has covered travel expenses. It is common in the automotive industry because it is much cheaper to ship reporters in cars than to ship cars to reporters.

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