2019 Lexus UX 200

Automakers have shown us how large SUVs can grow, with nearly every mainstream manufacturer offering a version of the behemoth three-row genus. Now we're seeing just how small they can go while still providing the plush appointments that buyers expect of luxury brands. Audi, BMW, Infiniti and Mercedes-Benz have had the run of this new subsegment for a while, but now Lexus makes a late entry with the new 2019 Lexus UX.

Is the new bite-size luxe SUV from Japan worth the wait?

What Is It?

The UX is a small SUV available as both a hybrid called the UX 250h and a non-hybrid, the UX 200. An F Sport performance package is optional for both, and it includes unique wheels, interior and exterior cosmetic accents, and a sport-oriented suspension, but no actual power upgrades. Front-wheel drive is standard, but all-wheel drive is available on the hybrid.

A 2.0-liter four-cylinder engine provides 168 horsepower and 151 pound-feet of torque, sent through a continuously variable automatic transmission (CVT) with a twist. To help make its CVT automatic feel more like a regular automatic, Lexus equipped its new transmission with a mechanical first gear. The idea is to generate quicker and more natural-feeling acceleration from a stop using a traditional gearset. Once the vehicle's speed increases, the transmission switches to the variable gearing of its belt-and-pulley system.

It works well enough in practice. Flooring the gas pedal from a standstill produces the familiar lock-up and catapult of a standard geared transmission, without the noise, whine and elastic-like delay characteristic of most CVTs. The transition from first gear to the variable gearing happens seamlessly enough that we couldn't detect it. Only when we pushed on the gas pedal harder at higher speeds did we notice those less appealing aspects of CVT operation.

The UX's 168 hp falls short of most competitors that make 200 hp or more, however. Lexus officials downplay the UX's power deficit, insisting that their market research shows potential owners are more interested in fuel economy and technology features than horsepower. With fuel economy estimated at 33 mpg combined for the UX 200 and 38 mpg combined for the hybrid, it's a plausible argument since these figures would make the UX a fuel economy leader among similar luxury SUVs.

The hybrid, with its 175 hp generated by the same four-cylinder engine paired with electric motors, looks a little better. But in a luxury class where perception rules, the UX doesn't help its case by starting so far back on the power index.

It's What's on the Inside That Counts, Right?

Officially, the UX seats five passengers, but it's best to keep it to four if you value your friends. Most subcompacts suffer from tight rear seats, and the UX is even a bit cozier than its rivals. But what the UX lacks in general elbow room, it makes up for with average legroom and decent headroom, enough that it should fend off complaints from 6-foot-tall riders.

Rather than dazzle with performance numbers, the UX attempts to impress with a classic Lexus formula of style, taste and understatement, at least in the cabin. Whether the UX's exterior qualifies as understated, the design inside the cabin follows more conservative lines. The expansive dash panel houses a digital gauge cluster and a choice of a 7-inch or a 10.3-inch infotainment display (the latter comes with the optional navigation system). The padded dashtop panel can even be ordered in different textures, including one that looks and feels like a fibrous paper called "washi" in Japanese.

Elsewhere, large vents use a single knob for airflow direction and intensity. The knobs can also be backlit with LEDs, which contribute to the ambient cabin lighting. Gimmick? Cool detail? Either way, we liked it.

Look a bit closer, however, and you'll find evidence of cost savings. Some materials feel cheap, hollow or unfinished, particularly on the door panels. Handles look like brushed metal but feel like plastic. And the bottom insert on the door panels in our test car had a rough surface that reminded us of spun fiberglass. Even the upholstery lacks a certain sheen and pliability that we've come to expect from a car bearing a Lexus badge. While we can reconcile some of these design and materials choices to simple economics, savvier shoppers might be less impressed, especially after sitting in a BMW or a Mercedes.

What Else Does It Come With?

If the UX target buyer is, as Lexus states, more concerned with fuel economy and technology, then the SUV hits its mark. Case in point is tech that discerning digital listeners have long desired: the standard six-speaker audio system or optional eight-speaker system, which can play back not only standard .wav and MP3 audio files but also high-resolution FLAC and ALAC lossless files.

Other connected features include Apple CarPlay (but no Android Auto), onboard Wi-Fi, the Lexus Enform suite of smartphone-linked apps, and Amazon Alexa functionality (the ability to start the engine or set the climate control from a home voice assistant, for example). A feature unique to the hybrid is its ability to learn driving habits, predict braking patterns and, using the navigation system and real-time traffic data, optimize hybrid battery charging. It's heady stuff that raises some privacy concerns, but fortunately the system can be switched off.

The UX also looks to protect its occupants with a package of safety features, including pedestrian collision detection, adaptive cruise control, automatic high beams, lane departure alert and lane tracing alert. This last feature uses a camera to help keep the UX centered in its lane by making minor steering corrections.

The Remote Touch Interface (RTI) has evolved from a much-loathed mouse-and-joystick controller to a simple trackpad with a slightly matte texture, located next to the gear selector. It's an easy reach for an arm resting on the padded center armrest, and the system's responses to touch inputs are quick, without being overly sensitive to shaky finger tracings caused by the car's movements or vibrations.

This writer still prefers a dial controller setup such as the ones by Audi or BMW since it isn't susceptible to wayward finger gestures. But some drivers will gravitate to the trackpad, which closely mimics laptop and smartphone interfaces. Coupled with thumbwheel-like auxiliary audio controls beneath the palm rest, the RTI is clever and effective without cloning its rivals. You'll want to spend some time with it when considering a UX. It's a feature that can be a deal-breaker.

Should I Get the Hybrid?

We only had one shot at some reasonably winding roads, and it was in the UX 250h hybrid. We drove both base and F Sport versions of the UX 200 on short city loops through Stockholm, Sweden. While these loops didn't reveal much dynamic information, they were enough to tell us a few things.

First, the UX is more agile than its larger RX and NX counterparts. This goes beyond the UX's obvious differences in size, weight and footprint. Where the RX and NX prioritize comfort over handling, the UX responds with more attention and precision to the driver's actions from the gas pedal to the steering wheel. Simply, the UX leans more "sport" than comfort. That's a break from the typical Lexus philosophy, which often tries to balance both but nearly always defers to comfort.

Not to say the UX is a sporty SUV. But there's enough stability in the suspension, and enough power in the engine, to generate excitement through an open corner of an intersection.

We can also safely say that the F Sport package still offers its signature stiff ride and vulnerability to harsh impacts from road imperfections. The exclusive 18-inch wheels, which are manufactured with more rigidity compared to the base model's wheels, probably only aggravate matters. But this is what you typically sign on for with an F Sport upgrade.

Finally, city driving is what the UX feels made to do. It's ideal for navigating narrow streets shared with innumerable cyclists and dotted with stamp-size parking spaces. And the 34-foot turning circle comes in handy for the tight left-handers and U-turns that accompany regular travels.

Our biggest surprise, however, was discovering just how well the UX 250h performs both in and outside of town. The hybrid shares the same 2.0-liter four-cylinder engine as the UX 200 but generates slightly more power. And while you're hard-pressed to discern the 7 extra horsepower, there's no missing the quicker, steadier acceleration unleashed by the hybrid's transmission.

Unlike the UX 200's CVT automatic, the hybrid uses dual electric motors and complex gearsets to drive the wheels, control engine speed, and keep the battery topped up with electricity recovered during braking. The result is an instant surge of power when accelerating from a stop and power that continues to unfurl as speed increases. And with a lower center of gravity from a battery pack placed under the rear seat, the hybrid feels more stable and more fun through turns. Ironically, the sportiest UX happens to be the hybrid.

Is the UX Worth It?

Can Lexus really get away with charging around $33,000 for a car that is, under the sheet metal, similar to a Toyota Corolla and C-HR? If the enthusiasm for luxury subcompacts is any indication, it can and it will. Maybe the better question is whether it bothers you that the newest, most affordable Lexus is built with the bones of a lesser car?

Don't let it. The UX may lag behind its rivals in some areas, but it surpasses them in others. The UX will offer a slightly lower starting price than its competitors when it goes on sale in December (starting at $33,025, including destination, for the UX 200) and January ($35,025, including destination, for the UX 250h). Those prices also include a robust set of standard features — notably driver safety aids — that can cost significantly more when added as options on other cars.

We say the 2019 Lexus UX is a success, especially the hybrid. With snappier performance, improved fuel economy and optional all-wheel drive, it's our choice, even with the $2,000 hybrid price premium. Can the new UX satisfy a new group of buyers gingerly easing their way into luxury car ownership? We think so.