Latest news with #CupraFormentor
NZ Autocar
23-05-2025
- Automotive
- NZ Autocar
2025 Cupra Formentor VZ Review
Each time we've driven the Cupra Formentor crossover, we get the feeling we've experienced about the best there is in the compact crossover sector. But can that last forever? Er, apparently, because there's still nothing much else in the area that thinks it's a hot hatch in disguise. This still goes like stink and corners like a car, so what's not to like? Perhaps a price rise precisely when the global economy seems to be on a knife edge. Things have changed somewhat though, for the Formentor has undergone a recent facelift. There's a new more go-get-em look up front, with an aggressive prow and reshaped bonnet line. Down the back are new lights, and a Cupra sign that illuminates at night, along with a full-width light bar. But the shape is still familiar, as is the urban friendly size of Formentor (4.45m long, by 1.84m wide). It fits easily enough in our garage and will tote five adults at a pinch, better for four though. A turning circle of 10.7m is city friendly too, not that rearward visibility is exactly first rate. Nevermind as a surround camera circumvents that issue. The Formentor line-up slims down for this year; the hybrid is now to-order only. Meantime, Cupra is making moves to become a national player. Outlets are on the up. Previously, there was just the single 'garage' in Auckland but now there are six. Five are scattered about the North Island, two in Auckland, either side of the bridge. There's a lone Christchurch site on the mainland. Cupras are now more expensive but what isn't subject to price creep? The entry-level V model is asking $65,500. When we drove it in 2022 it was under $50k. That's in part due to a repositioning of Cupra as a more premium brand. So it competes now with a different calibre of rival, as does the VZ you see here. At one time this model with the hot 2.0T engine and DCT tranny was available for under $70k but now commands a price tag of $87,500. At least now you can haggle over the price however, Cupra moving away from the agency model. As if to emphasise its shift in status, the retail outlets are placed in close proximity to Audi dealerships, putting it in good premium company. You buy the Audi if you want the conservative choice, the Cupra if you want something a bit more dynamic with outgoing style. Despite fewer models in each area, the line-up is growing. Aside from Cupra Formentor and Leon SportsTourer – the hatch has dropped out, as has Cupra Born – there's also the new Terramar SUV, along with the electric Tavascan due here later this year. So now most Cupras you can buy have ICE power and electrification…except for the one you see here. It's pure 2.0T power, hooked up to a seven-speed twin-clutch transmission and driving through all four wheels. It can honk, naturally, given its output of 245kW and 420Nm, cutting the sprint out in 4.8sec. We near as dammit managed that on a damp road. That's so far ahead of the V it isn't funny, being almost twice as quick. You pay more up front and at the pump of course. That said, we easily met its mean fuel consumption figure of 8.3L/100km (8.8 rightcar) on the motorway at cruising speed, even if the long term average was just into double figures. The mild hybrid V model uses a suggested 5.5L/100km. Yes, it's still a proper riot, especially in the more vibrant Cupra mode where it's amongst the fastest, most dynamic and tastiest of compact crossovers available at present. And the best bit is that the ride is, if anything, even better. Sure, it's firm in the go-hard Cupra and Race modes, but not jarringly so. And in the Personal mode, you can dial up adaptive damper settings from Comfort to Cupra. In the Comfort mode it borders on pampering, midway is ideal for regular out-of-town drives and Cupra is for, well, Cupra driving. This is the main difference from its natural Eastern rival, the LBX Morizo RR. It also feels more premium and is somewhat roomier. It's also more potent, sounds better and is a half second quicker in the sprint. Like the RR, this is a limpet in the dry, confident in the wet. And its quick steering and Cupra bark make it feel even more like a hot-hatch. Beware the options boxes as they add up. With Akrapovic exhaust ($7400), the Century Bronze matte paint ($4k), matrix LED headlights ($2k), panoramic sunroof ($3100) and special copper-coloured forged alloy wheels ($3300) that put the price over the top to $107,300. You can also order an Akebono front brake upgrade for $4500 but we'd not bother for the standard items are good as is. Other rivals are more expensive and not as quick, like X2 M35i, and Q3 Sportback (ditto). VW's T-Roc R costs less but isn't as ornery. Cupra Formentor VZ $87,500 / 8.3L/100km / 200g/km 0-100 km/h 4.78s Engine 1984cc / IL4 / DI / T Max power 245kW@5600-6500rpm Max torque 420Nm@2100-5500rpm Drivetrain 7-speed-twin clutch / AWD Weight (claimed) 1679kg
The Advertiser
14-05-2025
- Automotive
- The Advertiser
2025 Lexus LBX Morizo RR review
Lexus LBX Pros Lexus LBX Cons Back in 2017, Toyota Motor Corporation CEO Akio Toyoda made a bold promise – "no more boring cars." It was considered bold because that's exactly what the brand was renowned for, cars that were reliable, practical, and well-build… but ultimately uninspiring. Skip forward to 2025, and Toyota has fulfilled that promise. Since launching the Gazoo Racing sub-brand, the Japanese manufacturer has launched not just one but several performance models, and even the mainstream stuff is a little more interesting. But what about Lexus? Why should Toyota get to have all the fun? Especially when its upmarket sibling has a strong track record of producing critically acclaimed go-fast cars of its own. Take the LFA. Built between 2010 and 2012, the V10 supercar is still considered one of the best sounding cars of all time. Then there's the IS F, a sports sedan that took the fight up to BMW, Mercedes-Benz, and Audi during the same period. The F brand still exists today, but the Lexus lineup has been missing something a little more special. It seems that Toyoda-san realised this. Because, seemingly out of nowhere, Lexus launched this – the LBX Morizo RR – a new nameplate reserved for models that Toyoda-san deems worthy of a spot his personal garage. Morizo is the pseudonym used by Toyoda-san on the racetrack, while RR stands for Rookie Racing, the name of his racing team. And as you can probably tell, this is no ordinary LBX. Based on the unassuming city runabout, the LBX Morizo RR has received a heart transplant, gaining the 1.6-litre turbocharged three-cylinder powertrain from the Toyota GR Corolla and Yaris. It sits 10mm lower and 15mm wider than the core trim levels, with a meaner face and bigger 19-inch alloy wheels. Inside there are black leather-accented sports front seats, as well as a leather-accented shift knob, dimpled steering wheel with contrast red stitching, and suede trim throughout the cabin. Lexus has confirmed that the LBX Morizo RR will be a limited-run model, and less than 100 will make it to Australia over the next 12 months, priced from $76,490 before on-road costs. That makes it dearer than rivals including the Cupra Formentor, Volkswagen T-Roc R, and Mini Countryman JCW. So, is it worth spending up for exclusivity and Akio Toyoda's ultimate seal of approval? There's only one way to find out. Priced from $76,490 before on-roads, the Morizo RR is $19,500 more expensive than the Sports Luxury AWD. It's also among the most expensive sporty compact SUVs going around, with only Mercedes-AMG and BMW asking more for their pint-size performances heroes – both the Mercedes-AMG GLA 35 and BMW X2 M35i xDrive ask more than $90,000 before on-roads. Below them sits the Lexus and then a plethora of options between $60,000-$75,000 including the Volkswagen T-Roc R, Cupra Formentor, Mini Countryman JCW, and Audi SQ2. Comparisons will also be made between the LBX Morizo and the Toyota models that share its heart. The Lexus is $13,500 more expensive than the Toyota GR Yaris GTS automatic, and $6000 more than the Toyota GR Corolla GTS automatic. To see how the Lexus LBX stacks up against its rivals, use our comparison tool If you were hoping for track-ready bucket seats or wall-to-wall carbon fibre, look away now, as the Morizo RR isn't that kind of performance car. Rather, the sporty enhancements are subtle, and many elements of the cabin remain untouched. For the most part, that's no bad thing, as the base car impressed me with its premium selection of materials and slick technology suite. Here, the smooth leather and orange stitching of the Sports Luxury has been swapped out for perforated black leather with ruby red contrast stitching. See what I mean, subtle. The steering wheel has been re-trimmed with spirited driving in mind, now presenting with perforated sides. It remains heated, and features the same sculpted shift paddles found in other variants. Suede features prominently in both vehicles, but the material used in the Morizo RR is a deeper black rather than the charcoal finish you get in the Sports Luxury. Other high traffic areas are finished in soft plastic, and you have to go searching for hard, scratchy stuff. All in all, the Morizo RR is well screwed together. The cabin is a comfortable place to spend your time too, thanks in part to the inclusion of body-hugging sport seats trimmed in perforated leather. They look like the pews out of higher-end Lexus models, likely because they are, which lifts the interior of this 'entry-level' Lexus considerably. Full electric adjustment ensures that drivers of all shapes and sizes can find their optimal driving position, as does a wide range of steering wheel tilt and reach adjustment. In keeping with the premium positioning of the LBX, the Morizo RR features heating for both the front seats and steering wheel as standard. Lexus hasn't messed with the technology suite for the new range flagship. After all, if it ain't broke, don't fix it. You still get the same hardware – a 9.8-inch infotainment touchscreen and 12.3-inch digital instrument cluster – although the latter now offers a dedicated sport display mode thanks to software tweaks. Sport mode brings a horizontal rev counter and improved visibility of important driving data e.g. temperatures and boost pressure. Moving across, most functions are accessed through a large central touchscreen that's close to the driver, responsive, easy to navigate, and crisp in appearance. The system supports satellite navigation, connected services, wireless smartphone mirroring, and DAB+ digital radio, joining standard bluetooth, AM, and FM media options. All climate settings are pinned to an icon bar at the bottom of the screen, while a series of shortcuts are also pinned to the right side of the screen. I would usually welcome shortcuts to commonly used functions, but in this case the layout is too busy, which makes the screen appear smaller than it really is. It seems particularly unnecessary when you consider that physical controls, many of which are housed directly underneath the screen, also remain in strong supply. Fiddly, poorly-labelled steering wheel controls add to the sense of overwhelm – surely Lexus could've simplified the setup a little bit, even if that meant upsizing the centre screen. In terms of storage, the front row is more practical than it has any right to be, given the meagre dimensions of the LBX. Both the glovebox and centre console are deep, the latter including a removable cupholder, while Lexus has built a storage tray into the central tunnel assembly. Keys fit nicely next to the middle cupholder, and each door card will swallow a full-size drink bottle. A wireless charging pad is situated under the centre stack, angled downward to prevent your phone from turning into a projectile during enthusiastic driving. Additional connectivity solutions include a pair of USB-C outlets under the infotainment screen, plus USB-C and 12V connections in the lower storage tray. However, any illusion of spaciousness is erased when you twist your head to confront the second row. Leg-, head, and toe room are in short supply back there – even petite individuals will struggle to get comfortable on longer journeys. At least the seat backs are soft, so you won't bruise your knees. But it's really a space best suited to small children or luggage, which is a shame considering the seats themselves are soft and inviting. Second-row storage is also compromised. You do get small door bins and a pair of USB-C outlets, but there's no centre armrest or cupholders. It's a stuffy space, with dark upholstery and a lack of rear air vents. Don't get me wrong, the LBX isn't masquerading as a family car, but rivals like the Cupra Formentor and Volkswagen T-Roc R can at least claim to seat four people in relative comfort. Moving further back to the boot, the diminutive proportions of the LBX are again on display. Standard versions of the LBX already had a small cargo area, but the Morizo RR loses a further 49L of space compared to the Sports Luxury. With just 266L of usable capacity, the LBX Morizo RR fails to meet segment practicality standards. More luggage capacity is available in the LBX if you take advantage of the 60/40-split folding rear bench, although the same can be said for competitors. Not all rivals come with a standard power tailgate, however – a small win for Lexus. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The LBX Morizo RR is powered by the same 1.6-litre turbocharged three-cylinder petrol engine found in the Toyota GR Corolla and GR Yaris, although outputs are down by 15kW and 10Nm due to the inclusion of an emissions-friendly gasoline particulate filter (GPF). The three-cylinder engine is mated exclusively to an eight-speed torque-converter automatic transmission, with drive sent to through an all-wheel drive system. A six-speed manual transmission is offered in other markets, but won't be made available in Australia. While the Morizo RR doesn't have quite as much grunt as its Toyota cousins, it will still match most rivals in a straight line, sprinting from 0-100km/h in 5.2 seconds. All that extra performance has come at the cost of fuel economy, as the LBX Morizo RR is one the least efficient vehicles in the compact performance car segment. Most rivals claim to consume between 7-8L/100km, while the Morizo RR chugs 9.2L/100km. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Lexus LBX platform and GR three-cylinder engine are quite simply a match made in heaven. Not only because each is excellent in its own right, but because the process of marrying the two has made them both better. The standard LBX is agile and smooth around town, but the hybrid powertrain ran out of puff when pushed, undermining its luxury credentials. On the other hand, while the G16E-GTS engine delivers all the performance you could possibly hope for from a 1.6-litre three-cylinder, it can be coarse and unrefined. However, the engineers in Japan have seemingly solved both problems – the LBX now has a Lexus-worthy lump under the bonnet, and that very lump exhibits newfound maturity in this application. There's none of the rattling, booming, and constant vibration I've found to be synonymous with the GR Corolla and Yaris. Rather, the Morizo RR is a grown up performance car, one that's quiet on startup and easy to drive at low speeds. The exhaust has a deep, sophisticated tone, and offers adequate volume without attracting the wrong sort of attention. I won't pretend to understand all the science behind it, but the Morizo RR just sounds better than other models that share this engine, it's that simple. And, after carving up the Reefton Spur and Warburton-Woods Point roads over a period of several hours, I can confidently say that you hardly notice the difference in performance between this and the GR products. Sure, the Morizo RR is down 15kW and 10Nm, but it doesn't feel significantly slower. Lexus claims that the 0-100km/h sprint takes 5.2 seconds, and that seems about right. In addition to matching its GR twins under the skin, the Morizo is more than quick enough to keep up with SUV rivals. From behind the wheel, the Morizo RR overcomes initial turbo lag to pull hard from 3000rpm to redline. There's a sense of theatre every time you exercise your right foot, accentuated by symphony of engine noise, exhaust, and a busy turbo blow-off valve. Two core drive modes are available – 'normal' and 'sport'. The latter sharpens up throttle response. The transmission is an eight-speed torque converter automatic, which offers quick, smooth shifts most of the time. With that said, the gearbox responds best to manual inputs – it can get confused if you accelerate and then lift off, and there's sometimes a delay when using the paddles in automatic mode. In manual mode, shifts are instantaneous. The sculpted paddles behind the wheel are a pleasure to interact with, too – left for downshifts, right for upshifts. Fancy dual-clutch transmissions are mostly better suited to this sort of vehicle, but the auto in the Morizo RR isn't a dealbreaker. It'd be nice to have the option of a manual transmission, but I know as well as any that the demand isn't there. Engine and gearbox are two key pillars of the performance car formula, but how does the go-fast LBX handle? Better than I could've possibly imagined. The Morizo RR sits 10mm lower than the standard car, and you immediately notice that it feels more connected to the road surface. What's more, it's incredibly light on its feet, weighing in at just 1485kg. That's comfortably leaner than other vehicles in the segment, by up to 200kg in some cases. Lexus has stiffened up the chassis by adding extra welds and torsion bars, while the Morizo RR also features full-time all-wheel drive, 19-inch wheels with sticky Continental Sportcontact 7 tyres, and a limited-slip differential (LSD). In combination, those elements have turned the already agile LBX into a certified corner carver. It's almost impossible to throw the Morizo RR off balance, and believe me I tried. Even when linking several high speed corners, this spicy SUV remains planted and glued to the road. There's a bit of lean through tighter turns, but the LSD helps pull you around and out the other side without losing speed. The upgraded brakes can also be relied upon. With four-piston calipers at the front and floating single-piston calipers at the rear, the Morizo RR has plenty of stopping power and a brake pedal that's short and predictable. It's always been easy to place the LBX thanks to its small stature and lightweight nature, but the direct, well-weighted steering calibration of the Morizo RR improves that sense of manoeuvrability. So far, what we've got here is a fun, fast and capable small SUV… not necessarily a Lexus, because the Lexus brand stands for luxury, and it stands for comfort. That means that the brand's performance models still need to demonstrate road manners conducive to daily driving. And the Morizo RR, well it definitely does. This not-so-hardcore LBX is super compliant, even over rough roads like those in our test route. We hit a few nasty potholes, and each resulted in little more than a light shudder through the chassis. The Morizo RR definitely feels stiffer than the base LBX, but that's a very soft and comfortable baseline. On well-maintained urban roads, I can only imagine that the new flagship would be silky smooth—perfectly suited to the cut and thrust of city commuting. We didn't get the chance to test how the Morizo RR fares on the highway, but it's got all the attributes of a relaxing cruiser. Among the standard equipment is a semi-autonomous adaptive cruise control system with active lane centring, and the LBX benefits from ample sound deadening. With that said, our countryside adventure was littered with periods of elevated road noise, likely a product of the larger wheel and tyre package fitted to the Morizo RR. A small blemish on an otherwise impressive scorecard. Indeed, it appears that Lexus has nailed the balance of this new offering, from engine and transmission tuning to the suspension setup. It's a well-rounded hot hatch cross sporty SUV that you can drive every single day. The Morizo RR gives you no reason to fear peak-hour traffic, and every reason to look forward to the next Sunday drive. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Morizo RR joins the Luxury and Sports Luxury as part of a three-variant range in Australia. The Lexus LBX Luxury includes: The Sports Luxury adds: The LBX Morizo RR adds: To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Lexus LBX was awarded a five-star ANCAP safety rating in 2024. The following safety equipment is standard across the range: The LBX Sports Luxury adds a semi-autonomous parking assist. All Lexus LBX variants also receive a three-year complimentary subscription to Lexus Connected Services. It offers customers real-time vehicle information, remote functionality, and emergency calling. To see how the Lexus LBX stacks up against its rivals, use our comparison tool Lots. Lexus recently confirmed that the LBX Morizo RR is subject to the same six-month/10,000-kilometre service intervals as the GR Corolla and Yaris, but you'll pay more than twice as much per visit. All up, five years of capped-price servicing will set you back $6950, or nearly $1400 per year. By contrast, three years of maintenance for a GR Corolla costs just $1860. Other key rivals are also significantly cheaper to run. Service packs for the Cupra Formentor start from $990 for three years, while Mini's basic five-year service package comes in at $2250. Mercedes-AMG charges $6575 to service a GLA 35 for five years. To see how the Lexus LBX stacks up against its rivals, use our comparison tool It's rare to say that a Lexus is a heart over head purchase, but that's the case with the LBX Morizo RR. Just look at the ratings attached to this review – the Morizo RR is too small, too expensive, and costs far too much to run. As a result, it doesn't achieve the high marks of rivals. Despite that, if it were my money, I'd buy the Lexus every day of the week. The LBX Morizo RR fulfils Akio Toyoda's promise to not be boring by offering grown up performance to a new generation of Lexus customers. It also smooths out the rough edges of the related GR Corolla and Yaris, without detracting from the driving experience. All the while, the Morizo RR remains a premium product with a quintessentially Lexus interior and comfortable ride. And sure, it'll cost you a pretty penny up front and over the course of your ownership journey. But I'd wager that the the Morizo RR won't depreciate anywhere near as quickly as rivals, given its connections to Toyoda-san and limited production volume. Those factors could also make the Morizo RR a prime target for collectors looking to get their hands on a Lexus that's likely to go down in the history books as a classic. That's not a reason to buy one per se, but it illustrates that this is a special vehicle, warts and all. The Morizo RR is greater than the sum of its parts, and those parts were great to begin with. Interested in buying a Lexus LBX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Lexus LBX Content originally sourced from: LBX Pros Lexus LBX Cons Back in 2017, Toyota Motor Corporation CEO Akio Toyoda made a bold promise – "no more boring cars." It was considered bold because that's exactly what the brand was renowned for, cars that were reliable, practical, and well-build… but ultimately uninspiring. Skip forward to 2025, and Toyota has fulfilled that promise. Since launching the Gazoo Racing sub-brand, the Japanese manufacturer has launched not just one but several performance models, and even the mainstream stuff is a little more interesting. But what about Lexus? Why should Toyota get to have all the fun? Especially when its upmarket sibling has a strong track record of producing critically acclaimed go-fast cars of its own. Take the LFA. Built between 2010 and 2012, the V10 supercar is still considered one of the best sounding cars of all time. Then there's the IS F, a sports sedan that took the fight up to BMW, Mercedes-Benz, and Audi during the same period. The F brand still exists today, but the Lexus lineup has been missing something a little more special. It seems that Toyoda-san realised this. Because, seemingly out of nowhere, Lexus launched this – the LBX Morizo RR – a new nameplate reserved for models that Toyoda-san deems worthy of a spot his personal garage. Morizo is the pseudonym used by Toyoda-san on the racetrack, while RR stands for Rookie Racing, the name of his racing team. And as you can probably tell, this is no ordinary LBX. Based on the unassuming city runabout, the LBX Morizo RR has received a heart transplant, gaining the 1.6-litre turbocharged three-cylinder powertrain from the Toyota GR Corolla and Yaris. It sits 10mm lower and 15mm wider than the core trim levels, with a meaner face and bigger 19-inch alloy wheels. Inside there are black leather-accented sports front seats, as well as a leather-accented shift knob, dimpled steering wheel with contrast red stitching, and suede trim throughout the cabin. Lexus has confirmed that the LBX Morizo RR will be a limited-run model, and less than 100 will make it to Australia over the next 12 months, priced from $76,490 before on-road costs. That makes it dearer than rivals including the Cupra Formentor, Volkswagen T-Roc R, and Mini Countryman JCW. So, is it worth spending up for exclusivity and Akio Toyoda's ultimate seal of approval? There's only one way to find out. Priced from $76,490 before on-roads, the Morizo RR is $19,500 more expensive than the Sports Luxury AWD. It's also among the most expensive sporty compact SUVs going around, with only Mercedes-AMG and BMW asking more for their pint-size performances heroes – both the Mercedes-AMG GLA 35 and BMW X2 M35i xDrive ask more than $90,000 before on-roads. Below them sits the Lexus and then a plethora of options between $60,000-$75,000 including the Volkswagen T-Roc R, Cupra Formentor, Mini Countryman JCW, and Audi SQ2. Comparisons will also be made between the LBX Morizo and the Toyota models that share its heart. The Lexus is $13,500 more expensive than the Toyota GR Yaris GTS automatic, and $6000 more than the Toyota GR Corolla GTS automatic. To see how the Lexus LBX stacks up against its rivals, use our comparison tool If you were hoping for track-ready bucket seats or wall-to-wall carbon fibre, look away now, as the Morizo RR isn't that kind of performance car. Rather, the sporty enhancements are subtle, and many elements of the cabin remain untouched. For the most part, that's no bad thing, as the base car impressed me with its premium selection of materials and slick technology suite. Here, the smooth leather and orange stitching of the Sports Luxury has been swapped out for perforated black leather with ruby red contrast stitching. See what I mean, subtle. The steering wheel has been re-trimmed with spirited driving in mind, now presenting with perforated sides. It remains heated, and features the same sculpted shift paddles found in other variants. Suede features prominently in both vehicles, but the material used in the Morizo RR is a deeper black rather than the charcoal finish you get in the Sports Luxury. Other high traffic areas are finished in soft plastic, and you have to go searching for hard, scratchy stuff. All in all, the Morizo RR is well screwed together. The cabin is a comfortable place to spend your time too, thanks in part to the inclusion of body-hugging sport seats trimmed in perforated leather. They look like the pews out of higher-end Lexus models, likely because they are, which lifts the interior of this 'entry-level' Lexus considerably. Full electric adjustment ensures that drivers of all shapes and sizes can find their optimal driving position, as does a wide range of steering wheel tilt and reach adjustment. In keeping with the premium positioning of the LBX, the Morizo RR features heating for both the front seats and steering wheel as standard. Lexus hasn't messed with the technology suite for the new range flagship. After all, if it ain't broke, don't fix it. You still get the same hardware – a 9.8-inch infotainment touchscreen and 12.3-inch digital instrument cluster – although the latter now offers a dedicated sport display mode thanks to software tweaks. Sport mode brings a horizontal rev counter and improved visibility of important driving data e.g. temperatures and boost pressure. Moving across, most functions are accessed through a large central touchscreen that's close to the driver, responsive, easy to navigate, and crisp in appearance. The system supports satellite navigation, connected services, wireless smartphone mirroring, and DAB+ digital radio, joining standard bluetooth, AM, and FM media options. All climate settings are pinned to an icon bar at the bottom of the screen, while a series of shortcuts are also pinned to the right side of the screen. I would usually welcome shortcuts to commonly used functions, but in this case the layout is too busy, which makes the screen appear smaller than it really is. It seems particularly unnecessary when you consider that physical controls, many of which are housed directly underneath the screen, also remain in strong supply. Fiddly, poorly-labelled steering wheel controls add to the sense of overwhelm – surely Lexus could've simplified the setup a little bit, even if that meant upsizing the centre screen. In terms of storage, the front row is more practical than it has any right to be, given the meagre dimensions of the LBX. Both the glovebox and centre console are deep, the latter including a removable cupholder, while Lexus has built a storage tray into the central tunnel assembly. Keys fit nicely next to the middle cupholder, and each door card will swallow a full-size drink bottle. A wireless charging pad is situated under the centre stack, angled downward to prevent your phone from turning into a projectile during enthusiastic driving. Additional connectivity solutions include a pair of USB-C outlets under the infotainment screen, plus USB-C and 12V connections in the lower storage tray. However, any illusion of spaciousness is erased when you twist your head to confront the second row. Leg-, head, and toe room are in short supply back there – even petite individuals will struggle to get comfortable on longer journeys. At least the seat backs are soft, so you won't bruise your knees. But it's really a space best suited to small children or luggage, which is a shame considering the seats themselves are soft and inviting. Second-row storage is also compromised. You do get small door bins and a pair of USB-C outlets, but there's no centre armrest or cupholders. It's a stuffy space, with dark upholstery and a lack of rear air vents. Don't get me wrong, the LBX isn't masquerading as a family car, but rivals like the Cupra Formentor and Volkswagen T-Roc R can at least claim to seat four people in relative comfort. Moving further back to the boot, the diminutive proportions of the LBX are again on display. Standard versions of the LBX already had a small cargo area, but the Morizo RR loses a further 49L of space compared to the Sports Luxury. With just 266L of usable capacity, the LBX Morizo RR fails to meet segment practicality standards. More luggage capacity is available in the LBX if you take advantage of the 60/40-split folding rear bench, although the same can be said for competitors. Not all rivals come with a standard power tailgate, however – a small win for Lexus. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The LBX Morizo RR is powered by the same 1.6-litre turbocharged three-cylinder petrol engine found in the Toyota GR Corolla and GR Yaris, although outputs are down by 15kW and 10Nm due to the inclusion of an emissions-friendly gasoline particulate filter (GPF). The three-cylinder engine is mated exclusively to an eight-speed torque-converter automatic transmission, with drive sent to through an all-wheel drive system. A six-speed manual transmission is offered in other markets, but won't be made available in Australia. While the Morizo RR doesn't have quite as much grunt as its Toyota cousins, it will still match most rivals in a straight line, sprinting from 0-100km/h in 5.2 seconds. All that extra performance has come at the cost of fuel economy, as the LBX Morizo RR is one the least efficient vehicles in the compact performance car segment. Most rivals claim to consume between 7-8L/100km, while the Morizo RR chugs 9.2L/100km. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Lexus LBX platform and GR three-cylinder engine are quite simply a match made in heaven. Not only because each is excellent in its own right, but because the process of marrying the two has made them both better. The standard LBX is agile and smooth around town, but the hybrid powertrain ran out of puff when pushed, undermining its luxury credentials. On the other hand, while the G16E-GTS engine delivers all the performance you could possibly hope for from a 1.6-litre three-cylinder, it can be coarse and unrefined. However, the engineers in Japan have seemingly solved both problems – the LBX now has a Lexus-worthy lump under the bonnet, and that very lump exhibits newfound maturity in this application. There's none of the rattling, booming, and constant vibration I've found to be synonymous with the GR Corolla and Yaris. Rather, the Morizo RR is a grown up performance car, one that's quiet on startup and easy to drive at low speeds. The exhaust has a deep, sophisticated tone, and offers adequate volume without attracting the wrong sort of attention. I won't pretend to understand all the science behind it, but the Morizo RR just sounds better than other models that share this engine, it's that simple. And, after carving up the Reefton Spur and Warburton-Woods Point roads over a period of several hours, I can confidently say that you hardly notice the difference in performance between this and the GR products. Sure, the Morizo RR is down 15kW and 10Nm, but it doesn't feel significantly slower. Lexus claims that the 0-100km/h sprint takes 5.2 seconds, and that seems about right. In addition to matching its GR twins under the skin, the Morizo is more than quick enough to keep up with SUV rivals. From behind the wheel, the Morizo RR overcomes initial turbo lag to pull hard from 3000rpm to redline. There's a sense of theatre every time you exercise your right foot, accentuated by symphony of engine noise, exhaust, and a busy turbo blow-off valve. Two core drive modes are available – 'normal' and 'sport'. The latter sharpens up throttle response. The transmission is an eight-speed torque converter automatic, which offers quick, smooth shifts most of the time. With that said, the gearbox responds best to manual inputs – it can get confused if you accelerate and then lift off, and there's sometimes a delay when using the paddles in automatic mode. In manual mode, shifts are instantaneous. The sculpted paddles behind the wheel are a pleasure to interact with, too – left for downshifts, right for upshifts. Fancy dual-clutch transmissions are mostly better suited to this sort of vehicle, but the auto in the Morizo RR isn't a dealbreaker. It'd be nice to have the option of a manual transmission, but I know as well as any that the demand isn't there. Engine and gearbox are two key pillars of the performance car formula, but how does the go-fast LBX handle? Better than I could've possibly imagined. The Morizo RR sits 10mm lower than the standard car, and you immediately notice that it feels more connected to the road surface. What's more, it's incredibly light on its feet, weighing in at just 1485kg. That's comfortably leaner than other vehicles in the segment, by up to 200kg in some cases. Lexus has stiffened up the chassis by adding extra welds and torsion bars, while the Morizo RR also features full-time all-wheel drive, 19-inch wheels with sticky Continental Sportcontact 7 tyres, and a limited-slip differential (LSD). In combination, those elements have turned the already agile LBX into a certified corner carver. It's almost impossible to throw the Morizo RR off balance, and believe me I tried. Even when linking several high speed corners, this spicy SUV remains planted and glued to the road. There's a bit of lean through tighter turns, but the LSD helps pull you around and out the other side without losing speed. The upgraded brakes can also be relied upon. With four-piston calipers at the front and floating single-piston calipers at the rear, the Morizo RR has plenty of stopping power and a brake pedal that's short and predictable. It's always been easy to place the LBX thanks to its small stature and lightweight nature, but the direct, well-weighted steering calibration of the Morizo RR improves that sense of manoeuvrability. So far, what we've got here is a fun, fast and capable small SUV… not necessarily a Lexus, because the Lexus brand stands for luxury, and it stands for comfort. That means that the brand's performance models still need to demonstrate road manners conducive to daily driving. And the Morizo RR, well it definitely does. This not-so-hardcore LBX is super compliant, even over rough roads like those in our test route. We hit a few nasty potholes, and each resulted in little more than a light shudder through the chassis. The Morizo RR definitely feels stiffer than the base LBX, but that's a very soft and comfortable baseline. On well-maintained urban roads, I can only imagine that the new flagship would be silky smooth—perfectly suited to the cut and thrust of city commuting. We didn't get the chance to test how the Morizo RR fares on the highway, but it's got all the attributes of a relaxing cruiser. Among the standard equipment is a semi-autonomous adaptive cruise control system with active lane centring, and the LBX benefits from ample sound deadening. With that said, our countryside adventure was littered with periods of elevated road noise, likely a product of the larger wheel and tyre package fitted to the Morizo RR. A small blemish on an otherwise impressive scorecard. Indeed, it appears that Lexus has nailed the balance of this new offering, from engine and transmission tuning to the suspension setup. It's a well-rounded hot hatch cross sporty SUV that you can drive every single day. The Morizo RR gives you no reason to fear peak-hour traffic, and every reason to look forward to the next Sunday drive. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Morizo RR joins the Luxury and Sports Luxury as part of a three-variant range in Australia. The Lexus LBX Luxury includes: The Sports Luxury adds: The LBX Morizo RR adds: To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Lexus LBX was awarded a five-star ANCAP safety rating in 2024. The following safety equipment is standard across the range: The LBX Sports Luxury adds a semi-autonomous parking assist. All Lexus LBX variants also receive a three-year complimentary subscription to Lexus Connected Services. It offers customers real-time vehicle information, remote functionality, and emergency calling. To see how the Lexus LBX stacks up against its rivals, use our comparison tool Lots. Lexus recently confirmed that the LBX Morizo RR is subject to the same six-month/10,000-kilometre service intervals as the GR Corolla and Yaris, but you'll pay more than twice as much per visit. All up, five years of capped-price servicing will set you back $6950, or nearly $1400 per year. By contrast, three years of maintenance for a GR Corolla costs just $1860. Other key rivals are also significantly cheaper to run. Service packs for the Cupra Formentor start from $990 for three years, while Mini's basic five-year service package comes in at $2250. Mercedes-AMG charges $6575 to service a GLA 35 for five years. To see how the Lexus LBX stacks up against its rivals, use our comparison tool It's rare to say that a Lexus is a heart over head purchase, but that's the case with the LBX Morizo RR. Just look at the ratings attached to this review – the Morizo RR is too small, too expensive, and costs far too much to run. As a result, it doesn't achieve the high marks of rivals. Despite that, if it were my money, I'd buy the Lexus every day of the week. The LBX Morizo RR fulfils Akio Toyoda's promise to not be boring by offering grown up performance to a new generation of Lexus customers. It also smooths out the rough edges of the related GR Corolla and Yaris, without detracting from the driving experience. All the while, the Morizo RR remains a premium product with a quintessentially Lexus interior and comfortable ride. And sure, it'll cost you a pretty penny up front and over the course of your ownership journey. But I'd wager that the the Morizo RR won't depreciate anywhere near as quickly as rivals, given its connections to Toyoda-san and limited production volume. Those factors could also make the Morizo RR a prime target for collectors looking to get their hands on a Lexus that's likely to go down in the history books as a classic. That's not a reason to buy one per se, but it illustrates that this is a special vehicle, warts and all. The Morizo RR is greater than the sum of its parts, and those parts were great to begin with. Interested in buying a Lexus LBX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Lexus LBX Content originally sourced from: LBX Pros Lexus LBX Cons Back in 2017, Toyota Motor Corporation CEO Akio Toyoda made a bold promise – "no more boring cars." It was considered bold because that's exactly what the brand was renowned for, cars that were reliable, practical, and well-build… but ultimately uninspiring. Skip forward to 2025, and Toyota has fulfilled that promise. Since launching the Gazoo Racing sub-brand, the Japanese manufacturer has launched not just one but several performance models, and even the mainstream stuff is a little more interesting. But what about Lexus? Why should Toyota get to have all the fun? Especially when its upmarket sibling has a strong track record of producing critically acclaimed go-fast cars of its own. Take the LFA. Built between 2010 and 2012, the V10 supercar is still considered one of the best sounding cars of all time. Then there's the IS F, a sports sedan that took the fight up to BMW, Mercedes-Benz, and Audi during the same period. The F brand still exists today, but the Lexus lineup has been missing something a little more special. It seems that Toyoda-san realised this. Because, seemingly out of nowhere, Lexus launched this – the LBX Morizo RR – a new nameplate reserved for models that Toyoda-san deems worthy of a spot his personal garage. Morizo is the pseudonym used by Toyoda-san on the racetrack, while RR stands for Rookie Racing, the name of his racing team. And as you can probably tell, this is no ordinary LBX. Based on the unassuming city runabout, the LBX Morizo RR has received a heart transplant, gaining the 1.6-litre turbocharged three-cylinder powertrain from the Toyota GR Corolla and Yaris. It sits 10mm lower and 15mm wider than the core trim levels, with a meaner face and bigger 19-inch alloy wheels. Inside there are black leather-accented sports front seats, as well as a leather-accented shift knob, dimpled steering wheel with contrast red stitching, and suede trim throughout the cabin. Lexus has confirmed that the LBX Morizo RR will be a limited-run model, and less than 100 will make it to Australia over the next 12 months, priced from $76,490 before on-road costs. That makes it dearer than rivals including the Cupra Formentor, Volkswagen T-Roc R, and Mini Countryman JCW. So, is it worth spending up for exclusivity and Akio Toyoda's ultimate seal of approval? There's only one way to find out. Priced from $76,490 before on-roads, the Morizo RR is $19,500 more expensive than the Sports Luxury AWD. It's also among the most expensive sporty compact SUVs going around, with only Mercedes-AMG and BMW asking more for their pint-size performances heroes – both the Mercedes-AMG GLA 35 and BMW X2 M35i xDrive ask more than $90,000 before on-roads. Below them sits the Lexus and then a plethora of options between $60,000-$75,000 including the Volkswagen T-Roc R, Cupra Formentor, Mini Countryman JCW, and Audi SQ2. Comparisons will also be made between the LBX Morizo and the Toyota models that share its heart. The Lexus is $13,500 more expensive than the Toyota GR Yaris GTS automatic, and $6000 more than the Toyota GR Corolla GTS automatic. To see how the Lexus LBX stacks up against its rivals, use our comparison tool If you were hoping for track-ready bucket seats or wall-to-wall carbon fibre, look away now, as the Morizo RR isn't that kind of performance car. Rather, the sporty enhancements are subtle, and many elements of the cabin remain untouched. For the most part, that's no bad thing, as the base car impressed me with its premium selection of materials and slick technology suite. Here, the smooth leather and orange stitching of the Sports Luxury has been swapped out for perforated black leather with ruby red contrast stitching. See what I mean, subtle. The steering wheel has been re-trimmed with spirited driving in mind, now presenting with perforated sides. It remains heated, and features the same sculpted shift paddles found in other variants. Suede features prominently in both vehicles, but the material used in the Morizo RR is a deeper black rather than the charcoal finish you get in the Sports Luxury. Other high traffic areas are finished in soft plastic, and you have to go searching for hard, scratchy stuff. All in all, the Morizo RR is well screwed together. The cabin is a comfortable place to spend your time too, thanks in part to the inclusion of body-hugging sport seats trimmed in perforated leather. They look like the pews out of higher-end Lexus models, likely because they are, which lifts the interior of this 'entry-level' Lexus considerably. Full electric adjustment ensures that drivers of all shapes and sizes can find their optimal driving position, as does a wide range of steering wheel tilt and reach adjustment. In keeping with the premium positioning of the LBX, the Morizo RR features heating for both the front seats and steering wheel as standard. Lexus hasn't messed with the technology suite for the new range flagship. After all, if it ain't broke, don't fix it. You still get the same hardware – a 9.8-inch infotainment touchscreen and 12.3-inch digital instrument cluster – although the latter now offers a dedicated sport display mode thanks to software tweaks. Sport mode brings a horizontal rev counter and improved visibility of important driving data e.g. temperatures and boost pressure. Moving across, most functions are accessed through a large central touchscreen that's close to the driver, responsive, easy to navigate, and crisp in appearance. The system supports satellite navigation, connected services, wireless smartphone mirroring, and DAB+ digital radio, joining standard bluetooth, AM, and FM media options. All climate settings are pinned to an icon bar at the bottom of the screen, while a series of shortcuts are also pinned to the right side of the screen. I would usually welcome shortcuts to commonly used functions, but in this case the layout is too busy, which makes the screen appear smaller than it really is. It seems particularly unnecessary when you consider that physical controls, many of which are housed directly underneath the screen, also remain in strong supply. Fiddly, poorly-labelled steering wheel controls add to the sense of overwhelm – surely Lexus could've simplified the setup a little bit, even if that meant upsizing the centre screen. In terms of storage, the front row is more practical than it has any right to be, given the meagre dimensions of the LBX. Both the glovebox and centre console are deep, the latter including a removable cupholder, while Lexus has built a storage tray into the central tunnel assembly. Keys fit nicely next to the middle cupholder, and each door card will swallow a full-size drink bottle. A wireless charging pad is situated under the centre stack, angled downward to prevent your phone from turning into a projectile during enthusiastic driving. Additional connectivity solutions include a pair of USB-C outlets under the infotainment screen, plus USB-C and 12V connections in the lower storage tray. However, any illusion of spaciousness is erased when you twist your head to confront the second row. Leg-, head, and toe room are in short supply back there – even petite individuals will struggle to get comfortable on longer journeys. At least the seat backs are soft, so you won't bruise your knees. But it's really a space best suited to small children or luggage, which is a shame considering the seats themselves are soft and inviting. Second-row storage is also compromised. You do get small door bins and a pair of USB-C outlets, but there's no centre armrest or cupholders. It's a stuffy space, with dark upholstery and a lack of rear air vents. Don't get me wrong, the LBX isn't masquerading as a family car, but rivals like the Cupra Formentor and Volkswagen T-Roc R can at least claim to seat four people in relative comfort. Moving further back to the boot, the diminutive proportions of the LBX are again on display. Standard versions of the LBX already had a small cargo area, but the Morizo RR loses a further 49L of space compared to the Sports Luxury. With just 266L of usable capacity, the LBX Morizo RR fails to meet segment practicality standards. More luggage capacity is available in the LBX if you take advantage of the 60/40-split folding rear bench, although the same can be said for competitors. Not all rivals come with a standard power tailgate, however – a small win for Lexus. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The LBX Morizo RR is powered by the same 1.6-litre turbocharged three-cylinder petrol engine found in the Toyota GR Corolla and GR Yaris, although outputs are down by 15kW and 10Nm due to the inclusion of an emissions-friendly gasoline particulate filter (GPF). The three-cylinder engine is mated exclusively to an eight-speed torque-converter automatic transmission, with drive sent to through an all-wheel drive system. A six-speed manual transmission is offered in other markets, but won't be made available in Australia. While the Morizo RR doesn't have quite as much grunt as its Toyota cousins, it will still match most rivals in a straight line, sprinting from 0-100km/h in 5.2 seconds. All that extra performance has come at the cost of fuel economy, as the LBX Morizo RR is one the least efficient vehicles in the compact performance car segment. Most rivals claim to consume between 7-8L/100km, while the Morizo RR chugs 9.2L/100km. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Lexus LBX platform and GR three-cylinder engine are quite simply a match made in heaven. Not only because each is excellent in its own right, but because the process of marrying the two has made them both better. The standard LBX is agile and smooth around town, but the hybrid powertrain ran out of puff when pushed, undermining its luxury credentials. On the other hand, while the G16E-GTS engine delivers all the performance you could possibly hope for from a 1.6-litre three-cylinder, it can be coarse and unrefined. However, the engineers in Japan have seemingly solved both problems – the LBX now has a Lexus-worthy lump under the bonnet, and that very lump exhibits newfound maturity in this application. There's none of the rattling, booming, and constant vibration I've found to be synonymous with the GR Corolla and Yaris. Rather, the Morizo RR is a grown up performance car, one that's quiet on startup and easy to drive at low speeds. The exhaust has a deep, sophisticated tone, and offers adequate volume without attracting the wrong sort of attention. I won't pretend to understand all the science behind it, but the Morizo RR just sounds better than other models that share this engine, it's that simple. And, after carving up the Reefton Spur and Warburton-Woods Point roads over a period of several hours, I can confidently say that you hardly notice the difference in performance between this and the GR products. Sure, the Morizo RR is down 15kW and 10Nm, but it doesn't feel significantly slower. Lexus claims that the 0-100km/h sprint takes 5.2 seconds, and that seems about right. In addition to matching its GR twins under the skin, the Morizo is more than quick enough to keep up with SUV rivals. From behind the wheel, the Morizo RR overcomes initial turbo lag to pull hard from 3000rpm to redline. There's a sense of theatre every time you exercise your right foot, accentuated by symphony of engine noise, exhaust, and a busy turbo blow-off valve. Two core drive modes are available – 'normal' and 'sport'. The latter sharpens up throttle response. The transmission is an eight-speed torque converter automatic, which offers quick, smooth shifts most of the time. With that said, the gearbox responds best to manual inputs – it can get confused if you accelerate and then lift off, and there's sometimes a delay when using the paddles in automatic mode. In manual mode, shifts are instantaneous. The sculpted paddles behind the wheel are a pleasure to interact with, too – left for downshifts, right for upshifts. Fancy dual-clutch transmissions are mostly better suited to this sort of vehicle, but the auto in the Morizo RR isn't a dealbreaker. It'd be nice to have the option of a manual transmission, but I know as well as any that the demand isn't there. Engine and gearbox are two key pillars of the performance car formula, but how does the go-fast LBX handle? Better than I could've possibly imagined. The Morizo RR sits 10mm lower than the standard car, and you immediately notice that it feels more connected to the road surface. What's more, it's incredibly light on its feet, weighing in at just 1485kg. That's comfortably leaner than other vehicles in the segment, by up to 200kg in some cases. Lexus has stiffened up the chassis by adding extra welds and torsion bars, while the Morizo RR also features full-time all-wheel drive, 19-inch wheels with sticky Continental Sportcontact 7 tyres, and a limited-slip differential (LSD). In combination, those elements have turned the already agile LBX into a certified corner carver. It's almost impossible to throw the Morizo RR off balance, and believe me I tried. Even when linking several high speed corners, this spicy SUV remains planted and glued to the road. There's a bit of lean through tighter turns, but the LSD helps pull you around and out the other side without losing speed. The upgraded brakes can also be relied upon. With four-piston calipers at the front and floating single-piston calipers at the rear, the Morizo RR has plenty of stopping power and a brake pedal that's short and predictable. It's always been easy to place the LBX thanks to its small stature and lightweight nature, but the direct, well-weighted steering calibration of the Morizo RR improves that sense of manoeuvrability. So far, what we've got here is a fun, fast and capable small SUV… not necessarily a Lexus, because the Lexus brand stands for luxury, and it stands for comfort. That means that the brand's performance models still need to demonstrate road manners conducive to daily driving. And the Morizo RR, well it definitely does. This not-so-hardcore LBX is super compliant, even over rough roads like those in our test route. We hit a few nasty potholes, and each resulted in little more than a light shudder through the chassis. The Morizo RR definitely feels stiffer than the base LBX, but that's a very soft and comfortable baseline. On well-maintained urban roads, I can only imagine that the new flagship would be silky smooth—perfectly suited to the cut and thrust of city commuting. We didn't get the chance to test how the Morizo RR fares on the highway, but it's got all the attributes of a relaxing cruiser. Among the standard equipment is a semi-autonomous adaptive cruise control system with active lane centring, and the LBX benefits from ample sound deadening. With that said, our countryside adventure was littered with periods of elevated road noise, likely a product of the larger wheel and tyre package fitted to the Morizo RR. A small blemish on an otherwise impressive scorecard. Indeed, it appears that Lexus has nailed the balance of this new offering, from engine and transmission tuning to the suspension setup. It's a well-rounded hot hatch cross sporty SUV that you can drive every single day. The Morizo RR gives you no reason to fear peak-hour traffic, and every reason to look forward to the next Sunday drive. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Morizo RR joins the Luxury and Sports Luxury as part of a three-variant range in Australia. The Lexus LBX Luxury includes: The Sports Luxury adds: The LBX Morizo RR adds: To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Lexus LBX was awarded a five-star ANCAP safety rating in 2024. The following safety equipment is standard across the range: The LBX Sports Luxury adds a semi-autonomous parking assist. All Lexus LBX variants also receive a three-year complimentary subscription to Lexus Connected Services. It offers customers real-time vehicle information, remote functionality, and emergency calling. To see how the Lexus LBX stacks up against its rivals, use our comparison tool Lots. Lexus recently confirmed that the LBX Morizo RR is subject to the same six-month/10,000-kilometre service intervals as the GR Corolla and Yaris, but you'll pay more than twice as much per visit. All up, five years of capped-price servicing will set you back $6950, or nearly $1400 per year. By contrast, three years of maintenance for a GR Corolla costs just $1860. Other key rivals are also significantly cheaper to run. Service packs for the Cupra Formentor start from $990 for three years, while Mini's basic five-year service package comes in at $2250. Mercedes-AMG charges $6575 to service a GLA 35 for five years. To see how the Lexus LBX stacks up against its rivals, use our comparison tool It's rare to say that a Lexus is a heart over head purchase, but that's the case with the LBX Morizo RR. Just look at the ratings attached to this review – the Morizo RR is too small, too expensive, and costs far too much to run. As a result, it doesn't achieve the high marks of rivals. Despite that, if it were my money, I'd buy the Lexus every day of the week. The LBX Morizo RR fulfils Akio Toyoda's promise to not be boring by offering grown up performance to a new generation of Lexus customers. It also smooths out the rough edges of the related GR Corolla and Yaris, without detracting from the driving experience. All the while, the Morizo RR remains a premium product with a quintessentially Lexus interior and comfortable ride. And sure, it'll cost you a pretty penny up front and over the course of your ownership journey. But I'd wager that the the Morizo RR won't depreciate anywhere near as quickly as rivals, given its connections to Toyoda-san and limited production volume. Those factors could also make the Morizo RR a prime target for collectors looking to get their hands on a Lexus that's likely to go down in the history books as a classic. That's not a reason to buy one per se, but it illustrates that this is a special vehicle, warts and all. The Morizo RR is greater than the sum of its parts, and those parts were great to begin with. Interested in buying a Lexus LBX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Lexus LBX Content originally sourced from: LBX Pros Lexus LBX Cons Back in 2017, Toyota Motor Corporation CEO Akio Toyoda made a bold promise – "no more boring cars." It was considered bold because that's exactly what the brand was renowned for, cars that were reliable, practical, and well-build… but ultimately uninspiring. Skip forward to 2025, and Toyota has fulfilled that promise. Since launching the Gazoo Racing sub-brand, the Japanese manufacturer has launched not just one but several performance models, and even the mainstream stuff is a little more interesting. But what about Lexus? Why should Toyota get to have all the fun? Especially when its upmarket sibling has a strong track record of producing critically acclaimed go-fast cars of its own. Take the LFA. Built between 2010 and 2012, the V10 supercar is still considered one of the best sounding cars of all time. Then there's the IS F, a sports sedan that took the fight up to BMW, Mercedes-Benz, and Audi during the same period. The F brand still exists today, but the Lexus lineup has been missing something a little more special. It seems that Toyoda-san realised this. Because, seemingly out of nowhere, Lexus launched this – the LBX Morizo RR – a new nameplate reserved for models that Toyoda-san deems worthy of a spot his personal garage. Morizo is the pseudonym used by Toyoda-san on the racetrack, while RR stands for Rookie Racing, the name of his racing team. And as you can probably tell, this is no ordinary LBX. Based on the unassuming city runabout, the LBX Morizo RR has received a heart transplant, gaining the 1.6-litre turbocharged three-cylinder powertrain from the Toyota GR Corolla and Yaris. It sits 10mm lower and 15mm wider than the core trim levels, with a meaner face and bigger 19-inch alloy wheels. Inside there are black leather-accented sports front seats, as well as a leather-accented shift knob, dimpled steering wheel with contrast red stitching, and suede trim throughout the cabin. Lexus has confirmed that the LBX Morizo RR will be a limited-run model, and less than 100 will make it to Australia over the next 12 months, priced from $76,490 before on-road costs. That makes it dearer than rivals including the Cupra Formentor, Volkswagen T-Roc R, and Mini Countryman JCW. So, is it worth spending up for exclusivity and Akio Toyoda's ultimate seal of approval? There's only one way to find out. Priced from $76,490 before on-roads, the Morizo RR is $19,500 more expensive than the Sports Luxury AWD. It's also among the most expensive sporty compact SUVs going around, with only Mercedes-AMG and BMW asking more for their pint-size performances heroes – both the Mercedes-AMG GLA 35 and BMW X2 M35i xDrive ask more than $90,000 before on-roads. Below them sits the Lexus and then a plethora of options between $60,000-$75,000 including the Volkswagen T-Roc R, Cupra Formentor, Mini Countryman JCW, and Audi SQ2. Comparisons will also be made between the LBX Morizo and the Toyota models that share its heart. The Lexus is $13,500 more expensive than the Toyota GR Yaris GTS automatic, and $6000 more than the Toyota GR Corolla GTS automatic. To see how the Lexus LBX stacks up against its rivals, use our comparison tool If you were hoping for track-ready bucket seats or wall-to-wall carbon fibre, look away now, as the Morizo RR isn't that kind of performance car. Rather, the sporty enhancements are subtle, and many elements of the cabin remain untouched. For the most part, that's no bad thing, as the base car impressed me with its premium selection of materials and slick technology suite. Here, the smooth leather and orange stitching of the Sports Luxury has been swapped out for perforated black leather with ruby red contrast stitching. See what I mean, subtle. The steering wheel has been re-trimmed with spirited driving in mind, now presenting with perforated sides. It remains heated, and features the same sculpted shift paddles found in other variants. Suede features prominently in both vehicles, but the material used in the Morizo RR is a deeper black rather than the charcoal finish you get in the Sports Luxury. Other high traffic areas are finished in soft plastic, and you have to go searching for hard, scratchy stuff. All in all, the Morizo RR is well screwed together. The cabin is a comfortable place to spend your time too, thanks in part to the inclusion of body-hugging sport seats trimmed in perforated leather. They look like the pews out of higher-end Lexus models, likely because they are, which lifts the interior of this 'entry-level' Lexus considerably. Full electric adjustment ensures that drivers of all shapes and sizes can find their optimal driving position, as does a wide range of steering wheel tilt and reach adjustment. In keeping with the premium positioning of the LBX, the Morizo RR features heating for both the front seats and steering wheel as standard. Lexus hasn't messed with the technology suite for the new range flagship. After all, if it ain't broke, don't fix it. You still get the same hardware – a 9.8-inch infotainment touchscreen and 12.3-inch digital instrument cluster – although the latter now offers a dedicated sport display mode thanks to software tweaks. Sport mode brings a horizontal rev counter and improved visibility of important driving data e.g. temperatures and boost pressure. Moving across, most functions are accessed through a large central touchscreen that's close to the driver, responsive, easy to navigate, and crisp in appearance. The system supports satellite navigation, connected services, wireless smartphone mirroring, and DAB+ digital radio, joining standard bluetooth, AM, and FM media options. All climate settings are pinned to an icon bar at the bottom of the screen, while a series of shortcuts are also pinned to the right side of the screen. I would usually welcome shortcuts to commonly used functions, but in this case the layout is too busy, which makes the screen appear smaller than it really is. It seems particularly unnecessary when you consider that physical controls, many of which are housed directly underneath the screen, also remain in strong supply. Fiddly, poorly-labelled steering wheel controls add to the sense of overwhelm – surely Lexus could've simplified the setup a little bit, even if that meant upsizing the centre screen. In terms of storage, the front row is more practical than it has any right to be, given the meagre dimensions of the LBX. Both the glovebox and centre console are deep, the latter including a removable cupholder, while Lexus has built a storage tray into the central tunnel assembly. Keys fit nicely next to the middle cupholder, and each door card will swallow a full-size drink bottle. A wireless charging pad is situated under the centre stack, angled downward to prevent your phone from turning into a projectile during enthusiastic driving. Additional connectivity solutions include a pair of USB-C outlets under the infotainment screen, plus USB-C and 12V connections in the lower storage tray. However, any illusion of spaciousness is erased when you twist your head to confront the second row. Leg-, head, and toe room are in short supply back there – even petite individuals will struggle to get comfortable on longer journeys. At least the seat backs are soft, so you won't bruise your knees. But it's really a space best suited to small children or luggage, which is a shame considering the seats themselves are soft and inviting. Second-row storage is also compromised. You do get small door bins and a pair of USB-C outlets, but there's no centre armrest or cupholders. It's a stuffy space, with dark upholstery and a lack of rear air vents. Don't get me wrong, the LBX isn't masquerading as a family car, but rivals like the Cupra Formentor and Volkswagen T-Roc R can at least claim to seat four people in relative comfort. Moving further back to the boot, the diminutive proportions of the LBX are again on display. Standard versions of the LBX already had a small cargo area, but the Morizo RR loses a further 49L of space compared to the Sports Luxury. With just 266L of usable capacity, the LBX Morizo RR fails to meet segment practicality standards. More luggage capacity is available in the LBX if you take advantage of the 60/40-split folding rear bench, although the same can be said for competitors. Not all rivals come with a standard power tailgate, however – a small win for Lexus. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The LBX Morizo RR is powered by the same 1.6-litre turbocharged three-cylinder petrol engine found in the Toyota GR Corolla and GR Yaris, although outputs are down by 15kW and 10Nm due to the inclusion of an emissions-friendly gasoline particulate filter (GPF). The three-cylinder engine is mated exclusively to an eight-speed torque-converter automatic transmission, with drive sent to through an all-wheel drive system. A six-speed manual transmission is offered in other markets, but won't be made available in Australia. While the Morizo RR doesn't have quite as much grunt as its Toyota cousins, it will still match most rivals in a straight line, sprinting from 0-100km/h in 5.2 seconds. All that extra performance has come at the cost of fuel economy, as the LBX Morizo RR is one the least efficient vehicles in the compact performance car segment. Most rivals claim to consume between 7-8L/100km, while the Morizo RR chugs 9.2L/100km. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Lexus LBX platform and GR three-cylinder engine are quite simply a match made in heaven. Not only because each is excellent in its own right, but because the process of marrying the two has made them both better. The standard LBX is agile and smooth around town, but the hybrid powertrain ran out of puff when pushed, undermining its luxury credentials. On the other hand, while the G16E-GTS engine delivers all the performance you could possibly hope for from a 1.6-litre three-cylinder, it can be coarse and unrefined. However, the engineers in Japan have seemingly solved both problems – the LBX now has a Lexus-worthy lump under the bonnet, and that very lump exhibits newfound maturity in this application. There's none of the rattling, booming, and constant vibration I've found to be synonymous with the GR Corolla and Yaris. Rather, the Morizo RR is a grown up performance car, one that's quiet on startup and easy to drive at low speeds. The exhaust has a deep, sophisticated tone, and offers adequate volume without attracting the wrong sort of attention. I won't pretend to understand all the science behind it, but the Morizo RR just sounds better than other models that share this engine, it's that simple. And, after carving up the Reefton Spur and Warburton-Woods Point roads over a period of several hours, I can confidently say that you hardly notice the difference in performance between this and the GR products. Sure, the Morizo RR is down 15kW and 10Nm, but it doesn't feel significantly slower. Lexus claims that the 0-100km/h sprint takes 5.2 seconds, and that seems about right. In addition to matching its GR twins under the skin, the Morizo is more than quick enough to keep up with SUV rivals. From behind the wheel, the Morizo RR overcomes initial turbo lag to pull hard from 3000rpm to redline. There's a sense of theatre every time you exercise your right foot, accentuated by symphony of engine noise, exhaust, and a busy turbo blow-off valve. Two core drive modes are available – 'normal' and 'sport'. The latter sharpens up throttle response. The transmission is an eight-speed torque converter automatic, which offers quick, smooth shifts most of the time. With that said, the gearbox responds best to manual inputs – it can get confused if you accelerate and then lift off, and there's sometimes a delay when using the paddles in automatic mode. In manual mode, shifts are instantaneous. The sculpted paddles behind the wheel are a pleasure to interact with, too – left for downshifts, right for upshifts. Fancy dual-clutch transmissions are mostly better suited to this sort of vehicle, but the auto in the Morizo RR isn't a dealbreaker. It'd be nice to have the option of a manual transmission, but I know as well as any that the demand isn't there. Engine and gearbox are two key pillars of the performance car formula, but how does the go-fast LBX handle? Better than I could've possibly imagined. The Morizo RR sits 10mm lower than the standard car, and you immediately notice that it feels more connected to the road surface. What's more, it's incredibly light on its feet, weighing in at just 1485kg. That's comfortably leaner than other vehicles in the segment, by up to 200kg in some cases. Lexus has stiffened up the chassis by adding extra welds and torsion bars, while the Morizo RR also features full-time all-wheel drive, 19-inch wheels with sticky Continental Sportcontact 7 tyres, and a limited-slip differential (LSD). In combination, those elements have turned the already agile LBX into a certified corner carver. It's almost impossible to throw the Morizo RR off balance, and believe me I tried. Even when linking several high speed corners, this spicy SUV remains planted and glued to the road. There's a bit of lean through tighter turns, but the LSD helps pull you around and out the other side without losing speed. The upgraded brakes can also be relied upon. With four-piston calipers at the front and floating single-piston calipers at the rear, the Morizo RR has plenty of stopping power and a brake pedal that's short and predictable. It's always been easy to place the LBX thanks to its small stature and lightweight nature, but the direct, well-weighted steering calibration of the Morizo RR improves that sense of manoeuvrability. So far, what we've got here is a fun, fast and capable small SUV… not necessarily a Lexus, because the Lexus brand stands for luxury, and it stands for comfort. That means that the brand's performance models still need to demonstrate road manners conducive to daily driving. And the Morizo RR, well it definitely does. This not-so-hardcore LBX is super compliant, even over rough roads like those in our test route. We hit a few nasty potholes, and each resulted in little more than a light shudder through the chassis. The Morizo RR definitely feels stiffer than the base LBX, but that's a very soft and comfortable baseline. On well-maintained urban roads, I can only imagine that the new flagship would be silky smooth—perfectly suited to the cut and thrust of city commuting. We didn't get the chance to test how the Morizo RR fares on the highway, but it's got all the attributes of a relaxing cruiser. Among the standard equipment is a semi-autonomous adaptive cruise control system with active lane centring, and the LBX benefits from ample sound deadening. With that said, our countryside adventure was littered with periods of elevated road noise, likely a product of the larger wheel and tyre package fitted to the Morizo RR. A small blemish on an otherwise impressive scorecard. Indeed, it appears that Lexus has nailed the balance of this new offering, from engine and transmission tuning to the suspension setup. It's a well-rounded hot hatch cross sporty SUV that you can drive every single day. The Morizo RR gives you no reason to fear peak-hour traffic, and every reason to look forward to the next Sunday drive. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Morizo RR joins the Luxury and Sports Luxury as part of a three-variant range in Australia. The Lexus LBX Luxury includes: The Sports Luxury adds: The LBX Morizo RR adds: To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Lexus LBX was awarded a five-star ANCAP safety rating in 2024. The following safety equipment is standard across the range: The LBX Sports Luxury adds a semi-autonomous parking assist. All Lexus LBX variants also receive a three-year complimentary subscription to Lexus Connected Services. It offers customers real-time vehicle information, remote functionality, and emergency calling. To see how the Lexus LBX stacks up against its rivals, use our comparison tool Lots. Lexus recently confirmed that the LBX Morizo RR is subject to the same six-month/10,000-kilometre service intervals as the GR Corolla and Yaris, but you'll pay more than twice as much per visit. All up, five years of capped-price servicing will set you back $6950, or nearly $1400 per year. By contrast, three years of maintenance for a GR Corolla costs just $1860. Other key rivals are also significantly cheaper to run. Service packs for the Cupra Formentor start from $990 for three years, while Mini's basic five-year service package comes in at $2250. Mercedes-AMG charges $6575 to service a GLA 35 for five years. To see how the Lexus LBX stacks up against its rivals, use our comparison tool It's rare to say that a Lexus is a heart over head purchase, but that's the case with the LBX Morizo RR. Just look at the ratings attached to this review – the Morizo RR is too small, too expensive, and costs far too much to run. As a result, it doesn't achieve the high marks of rivals. Despite that, if it were my money, I'd buy the Lexus every day of the week. The LBX Morizo RR fulfils Akio Toyoda's promise to not be boring by offering grown up performance to a new generation of Lexus customers. It also smooths out the rough edges of the related GR Corolla and Yaris, without detracting from the driving experience. All the while, the Morizo RR remains a premium product with a quintessentially Lexus interior and comfortable ride. And sure, it'll cost you a pretty penny up front and over the course of your ownership journey. But I'd wager that the the Morizo RR won't depreciate anywhere near as quickly as rivals, given its connections to Toyoda-san and limited production volume. Those factors could also make the Morizo RR a prime target for collectors looking to get their hands on a Lexus that's likely to go down in the history books as a classic. That's not a reason to buy one per se, but it illustrates that this is a special vehicle, warts and all. The Morizo RR is greater than the sum of its parts, and those parts were great to begin with. Interested in buying a Lexus LBX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Lexus LBX Content originally sourced from:
7NEWS
14-05-2025
- Automotive
- 7NEWS
2025 Lexus LBX Morizo RR review
Back in 2017, Toyota Motor Corporation CEO Akio Toyoda made a bold promise – 'no more boring cars.' It was considered bold because that's exactly what the brand was renowned for, cars that were reliable, practical, and well-build… but ultimately uninspiring. Skip forward to 2025, and Toyota has fulfilled that promise. Since launching the Gazoo Racing sub-brand, the Japanese manufacturer has launched not just one but several performance models, and even the mainstream stuff is a little more interesting. But what about Lexus? Why should Toyota get to have all the fun? Especially when its upmarket sibling has a strong track record of producing critically acclaimed go-fast cars of its own. Take the LFA. Built between 2010 and 2012, the V10 supercar is still considered one of the best sounding cars of all time. Then there's the IS F, a sports sedan that took the fight up to BMW, Mercedes-Benz, and Audi during the same period. The F brand still exists today, but the Lexus lineup has been missing something a little more special. It seems that Toyoda-san realised this. Because, seemingly out of nowhere, Lexus launched this – the LBX Morizo RR – a new nameplate reserved for models that Toyoda-san deems worthy of a spot his personal garage. Morizo is the pseudonym used by Toyoda-san on the racetrack, while RR stands for Rookie Racing, the name of his racing team. And as you can probably tell, this is no ordinary LBX. Based on the unassuming city runabout, the LBX Morizo RR has received a heart transplant, gaining the 1.6-litre turbocharged three-cylinder powertrain from the Toyota GR Corolla and Yaris. It sits 10mm lower and 15mm wider than the core trim levels, with a meaner face and bigger 19-inch alloy wheels. Inside there are black leather-accented sports front seats, as well as a leather-accented shift knob, dimpled steering wheel with contrast red stitching, and suede trim throughout the cabin. Lexus has confirmed that the LBX Morizo RR will be a limited-run model, and less than 100 will make it to Australia over the next 12 months, priced from $76,490 before on-road costs. That makes it dearer than rivals including the Cupra Formentor, Volkswagen T-Roc R, and Mini Countryman JCW. So, is it worth spending up for exclusivity and Akio Toyoda's ultimate seal of approval? There's only one way to find out. How much does the Lexus LBX Morizo RR cost? Priced from $76,490 before on-roads, the Morizo RR is $19,500 more expensive than the Sports Luxury AWD. It's also among the most expensive sporty compact SUVs going around, with only Mercedes-AMG and BMW asking more for their pint-size performances heroes – both the Mercedes-AMG GLA 35 and BMW X2 M35i xDrive ask more than $90,000 before on-roads. Below them sits the Lexus and then a plethora of options between $60,000-$75,000 including the Volkswagen T-Roc R, Cupra Formentor, Mini Countryman JCW, and Audi SQ2. Comparisons will also be made between the LBX Morizo and the Toyota models that share its heart. The Lexus is $13,500 more expensive than the Toyota GR Yaris GTS automatic, and $6000 more than the Toyota GR Corolla GTS automatic. To see how the Lexus LBX stacks up against its rivals, use our comparison tool What is the Lexus LBX Morizo RR like on the inside? If you were hoping for track-ready bucket seats or wall-to-wall carbon fibre, look away now, as the Morizo RR isn't that kind of performance car. Rather, the sporty enhancements are subtle, and many elements of the cabin remain untouched. For the most part, that's no bad thing, as the base car impressed me with its premium selection of materials and slick technology suite. Here, the smooth leather and orange stitching of the Sports Luxury has been swapped out for perforated black leather with ruby red contrast stitching. See what I mean, subtle. The steering wheel has been re-trimmed with spirited driving in mind, now presenting with perforated sides. It remains heated, and features the same sculpted shift paddles found in other variants. Suede features prominently in both vehicles, but the material used in the Morizo RR is a deeper black rather than the charcoal finish you get in the Sports Luxury. Other high traffic areas are finished in soft plastic, and you have to go searching for hard, scratchy stuff. All in all, the Morizo RR is well screwed together. The cabin is a comfortable place to spend your time too, thanks in part to the inclusion of body-hugging sport seats trimmed in perforated leather. They look like the pews out of higher-end Lexus models, likely because they are, which lifts the interior of this 'entry-level' Lexus considerably. Full electric adjustment ensures that drivers of all shapes and sizes can find their optimal driving position, as does a wide range of steering wheel tilt and reach adjustment. In keeping with the premium positioning of the LBX, the Morizo RR features heating for both the front seats and steering wheel as standard. Lexus hasn't messed with the technology suite for the new range flagship. After all, if it ain't broke, don't fix it. You still get the same hardware – a 9.8-inch infotainment touchscreen and 12.3-inch digital instrument cluster – although the latter now offers a dedicated sport display mode thanks to software tweaks. Sport mode brings a horizontal rev counter and improved visibility of important driving data e.g. temperatures and boost pressure. Moving across, most functions are accessed through a large central touchscreen that's close to the driver, responsive, easy to navigate, and crisp in appearance. The system supports satellite navigation, connected services, wireless smartphone mirroring, and DAB+ digital radio, joining standard bluetooth, AM, and FM media options. All climate settings are pinned to an icon bar at the bottom of the screen, while a series of shortcuts are also pinned to the right side of the screen. I would usually welcome shortcuts to commonly used functions, but in this case the layout is too busy, which makes the screen appear smaller than it really is. It seems particularly unnecessary when you consider that physical controls, many of which are housed directly underneath the screen, also remain in strong supply. Fiddly, poorly-labelled steering wheel controls add to the sense of overwhelm – surely Lexus could've simplified the setup a little bit, even if that meant upsizing the centre screen. In terms of storage, the front row is more practical than it has any right to be, given the meagre dimensions of the LBX. Both the glovebox and centre console are deep, the latter including a removable cupholder, while Lexus has built a storage tray into the central tunnel assembly. Keys fit nicely next to the middle cupholder, and each door card will swallow a full-size drink bottle. A wireless charging pad is situated under the centre stack, angled downward to prevent your phone from turning into a projectile during enthusiastic driving. Additional connectivity solutions include a pair of USB-C outlets under the infotainment screen, plus USB-C and 12V connections in the lower storage tray. However, any illusion of spaciousness is erased when you twist your head to confront the second row. Leg-, head, and toe room are in short supply back there – even petite individuals will struggle to get comfortable on longer journeys. At least the seat backs are soft, so you won't bruise your knees. But it's really a space best suited to small children or luggage, which is a shame considering the seats themselves are soft and inviting. Second-row storage is also compromised. You do get small door bins and a pair of USB-C outlets, but there's no centre armrest or cupholders. It's a stuffy space, with dark upholstery and a lack of rear air vents. Don't get me wrong, the LBX isn't masquerading as a family car, but rivals like the Cupra Formentor and Volkswagen T-Roc R can at least claim to seat four people in relative comfort. Moving further back to the boot, the diminutive proportions of the LBX are again on display. Standard versions of the LBX already had a small cargo area, but the Morizo RR loses a further 49L of space compared to the Sports Luxury. With just 266L of usable capacity, the LBX Morizo RR fails to meet segment practicality standards. More luggage capacity is available in the LBX if you take advantage of the 60/40-split folding rear bench, although the same can be said for competitors. Not all rivals come with a standard power tailgate, however – a small win for Lexus. To see how the Lexus LBX stacks up against its rivals, use our comparison tool What's under the bonnet? The LBX Morizo RR is powered by the same 1.6-litre turbocharged three-cylinder petrol engine found in the Toyota GR Corolla and GR Yaris, although outputs are down by 15kW and 10Nm due to the inclusion of an emissions-friendly gasoline particulate filter (GPF). The three-cylinder engine is mated exclusively to an eight-speed torque-converter automatic transmission, with drive sent to through an all-wheel drive system. A six-speed manual transmission is offered in other markets, but won't be made available in Australia. While the Morizo RR doesn't have quite as much grunt as its Toyota cousins, it will still match most rivals in a straight line, sprinting from 0-100km/h in 5.2 seconds. All that extra performance has come at the cost of fuel economy, as the LBX Morizo RR is one the least efficient vehicles in the compact performance car segment. Most rivals claim to consume between 7-8L/100km, while the Morizo RR chugs 9.2L/100km. To see how the Lexus LBX stacks up against its rivals, use our comparison tool How does the Lexus LBX Morizo RR drive? The Lexus LBX platform and GR three-cylinder engine are quite simply a match made in heaven. Not only because each is excellent in its own right, but because the process of marrying the two has made them both better. The standard LBX is agile and smooth around town, but the hybrid powertrain ran out of puff when pushed, undermining its luxury credentials. On the other hand, while the G16E-GTS engine delivers all the performance you could possibly hope for from a 1.6-litre three-cylinder, it can be coarse and unrefined. However, the engineers in Japan have seemingly solved both problems – the LBX now has a Lexus-worthy lump under the bonnet, and that very lump exhibits newfound maturity in this application. There's none of the rattling, booming, and constant vibration I've found to be synonymous with the GR Corolla and Yaris. Rather, the Morizo RR is a grown up performance car, one that's quiet on startup and easy to drive at low speeds. The exhaust has a deep, sophisticated tone, and offers adequate volume without attracting the wrong sort of attention. I won't pretend to understand all the science behind it, but the Morizo RR just sounds better than other models that share this engine, it's that simple. And, after carving up the Reefton Spur and Warburton-Woods Point roads over a period of several hours, I can confidently say that you hardly notice the difference in performance between this and the GR products. Sure, the Morizo RR is down 15kW and 10Nm, but it doesn't feel significantly slower. Lexus claims that the 0-100km/h sprint takes 5.2 seconds, and that seems about right. In addition to matching its GR twins under the skin, the Morizo is more than quick enough to keep up with SUV rivals. From behind the wheel, the Morizo RR overcomes initial turbo lag to pull hard from 3000rpm to redline. There's a sense of theatre every time you exercise your right foot, accentuated by symphony of engine noise, exhaust, and a busy turbo blow-off valve. Two core drive modes are available – 'normal' and 'sport'. The latter sharpens up throttle response. The transmission is an eight-speed torque converter automatic, which offers quick, smooth shifts most of the time. With that said, the gearbox responds best to manual inputs – it can get confused if you accelerate and then lift off, and there's sometimes a delay when using the paddles in automatic mode. In manual mode, shifts are instantaneous. The sculpted paddles behind the wheel are a pleasure to interact with, too – left for downshifts, right for upshifts. Fancy dual-clutch transmissions are mostly better suited to this sort of vehicle, but the auto in the Morizo RR isn't a dealbreaker. It'd be nice to have the option of a manual transmission, but I know as well as any that the demand isn't there. Engine and gearbox are two key pillars of the performance car formula, but how does the go-fast LBX handle? Better than I could've possibly imagined. The Morizo RR sits 10mm lower than the standard car, and you immediately notice that it feels more connected to the road surface. What's more, it's incredibly light on its feet, weighing in at just 1485kg. That's comfortably leaner than other vehicles in the segment, by up to 200kg in some cases. Lexus has stiffened up the chassis by adding extra welds and torsion bars, while the Morizo RR also features full-time all-wheel drive, 19-inch wheels with sticky Continental Sportcontact 7 tyres, and a limited-slip differential (LSD). In combination, those elements have turned the already agile LBX into a certified corner carver. It's almost impossible to throw the Morizo RR off balance, and believe me I tried. Even when linking several high speed corners, this spicy SUV remains planted and glued to the road. There's a bit of lean through tighter turns, but the LSD helps pull you around and out the other side without losing speed. The upgraded brakes can also be relied upon. With four-piston calipers at the front and floating single-piston calipers at the rear, the Morizo RR has plenty of stopping power and a brake pedal that's short and predictable. It's always been easy to place the LBX thanks to its small stature and lightweight nature, but the direct, well-weighted steering calibration of the Morizo RR improves that sense of manoeuvrability. So far, what we've got here is a fun, fast and capable small SUV… not necessarily a Lexus, because the Lexus brand stands for luxury, and it stands for comfort. That means that the brand's performance models still need to demonstrate road manners conducive to daily driving. And the Morizo RR, well it definitely does. This not-so-hardcore LBX is super compliant, even over rough roads like those in our test route. We hit a few nasty potholes, and each resulted in little more than a light shudder through the chassis. The Morizo RR definitely feels stiffer than the base LBX, but that's a very soft and comfortable baseline. On well-maintained urban roads, I can only imagine that the new flagship would be silky smooth—perfectly suited to the cut and thrust of city commuting. We didn't get the chance to test how the Morizo RR fares on the highway, but it's got all the attributes of a relaxing cruiser. Among the standard equipment is a semi-autonomous adaptive cruise control system with active lane centring, and the LBX benefits from ample sound deadening. With that said, our countryside adventure was littered with periods of elevated road noise, likely a product of the larger wheel and tyre package fitted to the Morizo RR. A small blemish on an otherwise impressive scorecard. Indeed, it appears that Lexus has nailed the balance of this new offering, from engine and transmission tuning to the suspension setup. It's a well-rounded hot hatch cross sporty SUV that you can drive every single day. The Morizo RR gives you no reason to fear peak-hour traffic, and every reason to look forward to the next Sunday drive. To see how the Lexus LBX stacks up against its rivals, use our comparison tool What do you get? The Morizo RR joins the Luxury and Sports Luxury as part of a three-variant range in Australia. The Lexus LBX Luxury includes: 18-inch alloy wheels Torsion beam rear suspension Tyre repair kit Automatic LED headlights Adaptive high-beam LED tail-lights LED front fog lights and cornering lights Rain-sensing wipers E-Latch door handles Auto-dimming driver's side mirror Shark fin antenna Rear spoiler Front and rear air spats Rear privacy glass Power tailgate 12.3-inch digital instrument cluster 9.8-inch touchscreen infotainment system Wireless Apple CarPlay and Android Auto Connected satellite navigation 'Hey Lexus' natural voice recognition DAB+ digital radio Six-speaker Panasonic sound system Five USB-C ports Two 12V sockets Wireless charger Dual-zone climate control Proximity entry and push-button start NuLuxe leatherette-wrapped steering wheel NuLuxe leatherette-wrapped shift-by-wire gear knob, door trim & ornamentation 'Tsuyasumi' centre console ornamentation Single-colour ambient interior lighting Auto-dimming rear-view mirror Front and rear carpet floor mats Black NuLuxe leatherette upholstery with red highlights Heated front seats Eight-way power driver's seat with two-way lumbar and memory The Sports Luxury adds: Black 18-inch alloy wheels with 10 twin-spoke design Rear pillar film ornamentation Colour head-up display Active Noise Control Engine sound enhancement 13-speaker Mark Levinson premium sound system Multi-colour ambient interior lighting Genuine leather-accented shift knob Genuine leather-accented steering wheel Ultrasuede door trim and ornamentation Combination leather-accented and Ultrasuede upholstery with contrast orange stitching Double wishbone trailing arm rear suspension (AWD only) The LBX Morizo RR adds: 19-inch alloy wheels Torsen limited-slip rear differential 10mm lower ride height Four-piston front brake calipers Unique front and rear bumpers Black leather-accented sports front seats Leather-accented shift knob Red contrast stitching Paddle shifters To see how the Lexus LBX stacks up against its rivals, use our comparison tool Is the Lexus LBX Morizo RR safe? The Lexus LBX was awarded a five-star ANCAP safety rating in 2024. The following safety equipment is standard across the range: Eight airbags Autonomous emergency braking (AEB) Rear AEB Blind-spot monitoring Rear cross-traffic alert Safe exit assist Driver monitor camera Adaptive cruise control Traffic sign recognition Front and rear parking sensors Surround-view camera Tyre pressure monitoring The LBX Sports Luxury adds a semi-autonomous parking assist. All Lexus LBX variants also receive a three-year complimentary subscription to Lexus Connected Services. It offers customers real-time vehicle information, remote functionality, and emergency calling. To see how the Lexus LBX stacks up against its rivals, use our comparison tool How much does the Lexus LBX Morizo RR cost to run? Lots. Lexus recently confirmed that the LBX Morizo RR is subject to the same six-month/10,000-kilometre service intervals as the GR Corolla and Yaris, but you'll pay more than twice as much per visit. All up, five years of capped-price servicing will set you back $6950, or nearly $1400 per year. By contrast, three years of maintenance for a GR Corolla costs just $1860. Other key rivals are also significantly cheaper to run. Service packs for the Cupra Formentor start from $990 for three years, while Mini's basic five-year service package comes in at $2250. Mercedes-AMG charges $6575 to service a GLA 35 for five years. To see how the Lexus LBX stacks up against its rivals, use our comparison tool CarExpert's Take on the Lexus LBX Morizo RR It's rare to say that a Lexus is a heart over head purchase, but that's the case with the LBX Morizo RR. Just look at the ratings attached to this review – the Morizo RR is too small, too expensive, and costs far too much to run. As a result, it doesn't achieve the high marks of rivals. Despite that, if it were my money, I'd buy the Lexus every day of the week. The LBX Morizo RR fulfils Akio Toyoda's promise to not be boring by offering grown up performance to a new generation of Lexus customers. It also smooths out the rough edges of the related GR Corolla and Yaris, without detracting from the driving experience. All the while, the Morizo RR remains a premium product with a quintessentially Lexus interior and comfortable ride. And sure, it'll cost you a pretty penny up front and over the course of your ownership journey. But I'd wager that the the Morizo RR won't depreciate anywhere near as quickly as rivals, given its connections to Toyoda-san and limited production volume. Those factors could also make the Morizo RR a prime target for collectors looking to get their hands on a Lexus that's likely to go down in the history books as a classic. That's not a reason to buy one per se, but it illustrates that this is a special vehicle, warts and all. The Morizo RR is greater than the sum of its parts, and those parts were great to begin with. Interested in buying a Lexus LBX? Get in touch with one of CarExpert's trusted dealers here Pros Usable performance Rides like a Lexus Exclusivity Cons
Perth Now
14-05-2025
- Automotive
- Perth Now
2025 Lexus LBX Morizo RR review
Back in 2017, Toyota Motor Corporation CEO Akio Toyoda made a bold promise – 'no more boring cars.' 2025 Lexus LBX Morizo RR Credit: CarExpert It was considered bold because that's exactly what the brand was renowned for, cars that were reliable, practical, and well-build… but ultimately uninspiring. Skip forward to 2025, and Toyota has fulfilled that promise. Since launching the Gazoo Racing sub-brand, the Japanese manufacturer has launched not just one but several performance models, and even the mainstream stuff is a little more interesting. But what about Lexus? Why should Toyota get to have all the fun? Especially when its upmarket sibling has a strong track record of producing critically acclaimed go-fast cars of its own. Take the LFA. Built between 2010 and 2012, the V10 supercar is still considered one of the best sounding cars of all time. Then there's the IS F, a sports sedan that took the fight up to BMW, Mercedes-Benz, and Audi during the same period. 2025 Lexus LBX Morizo RR Credit: CarExpert The F brand still exists today, but the Lexus lineup has been missing something a little more special. It seems that Toyoda-san realised this. Because, seemingly out of nowhere, Lexus launched this – the LBX Morizo RR – a new nameplate reserved for models that Toyoda-san deems worthy of a spot his personal garage. Morizo is the pseudonym used by Toyoda-san on the racetrack, while RR stands for Rookie Racing, the name of his racing team. And as you can probably tell, this is no ordinary LBX. Based on the unassuming city runabout, the LBX Morizo RR has received a heart transplant, gaining the 1.6-litre turbocharged three-cylinder powertrain from the Toyota GR Corolla and Yaris. 2025 Lexus LBX Morizo RR Credit: CarExpert It sits 10mm lower and 15mm wider than the core trim levels, with a meaner face and bigger 19-inch alloy wheels. Inside there are black leather-accented sports front seats, as well as a leather-accented shift knob, dimpled steering wheel with contrast red stitching, and suede trim throughout the cabin. Lexus has confirmed that the LBX Morizo RR will be a limited-run model, and less than 100 will make it to Australia over the next 12 months, priced from $76,490 before on-road costs. That makes it dearer than rivals including the Cupra Formentor, Volkswagen T-Roc R, and Mini Countryman JCW. So, is it worth spending up for exclusivity and Akio Toyoda's ultimate seal of approval? There's only one way to find out. Priced from $76,490 before on-roads, the Morizo RR is $19,500 more expensive than the Sports Luxury AWD. 2025 Lexus LBX Morizo RR Credit: CarExpert It's also among the most expensive sporty compact SUVs going around, with only Mercedes-AMG and BMW asking more for their pint-size performances heroes – both the Mercedes-AMG GLA 35 and BMW X2 M35i xDrive ask more than $90,000 before on-roads. Below them sits the Lexus and then a plethora of options between $60,000-$75,000 including the Volkswagen T-Roc R, Cupra Formentor, Mini Countryman JCW, and Audi SQ2. Comparisons will also be made between the LBX Morizo and the Toyota models that share its heart. The Lexus is $13,500 more expensive than the Toyota GR Yaris GTS automatic, and $6000 more than the Toyota GR Corolla GTS automatic. To see how the Lexus LBX stacks up against its rivals, use our comparison tool If you were hoping for track-ready bucket seats or wall-to-wall carbon fibre, look away now, as the Morizo RR isn't that kind of performance car. 2025 Lexus LBX Morizo RR Credit: CarExpert Rather, the sporty enhancements are subtle, and many elements of the cabin remain untouched. For the most part, that's no bad thing, as the base car impressed me with its premium selection of materials and slick technology suite. Here, the smooth leather and orange stitching of the Sports Luxury has been swapped out for perforated black leather with ruby red contrast stitching. See what I mean, subtle. The steering wheel has been re-trimmed with spirited driving in mind, now presenting with perforated sides. It remains heated, and features the same sculpted shift paddles found in other variants. Suede features prominently in both vehicles, but the material used in the Morizo RR is a deeper black rather than the charcoal finish you get in the Sports Luxury. 2025 Lexus LBX Morizo RR Credit: CarExpert Other high traffic areas are finished in soft plastic, and you have to go searching for hard, scratchy stuff. All in all, the Morizo RR is well screwed together. The cabin is a comfortable place to spend your time too, thanks in part to the inclusion of body-hugging sport seats trimmed in perforated leather. They look like the pews out of higher-end Lexus models, likely because they are, which lifts the interior of this 'entry-level' Lexus considerably. Full electric adjustment ensures that drivers of all shapes and sizes can find their optimal driving position, as does a wide range of steering wheel tilt and reach adjustment. In keeping with the premium positioning of the LBX, the Morizo RR features heating for both the front seats and steering wheel as standard. 2025 Lexus LBX Morizo RR Credit: CarExpert Lexus hasn't messed with the technology suite for the new range flagship. After all, if it ain't broke, don't fix it. You still get the same hardware – a 9.8-inch infotainment touchscreen and 12.3-inch digital instrument cluster – although the latter now offers a dedicated sport display mode thanks to software tweaks. Sport mode brings a horizontal rev counter and improved visibility of important driving data e.g. temperatures and boost pressure. Moving across, most functions are accessed through a large central touchscreen that's close to the driver, responsive, easy to navigate, and crisp in appearance. The system supports satellite navigation, connected services, wireless smartphone mirroring, and DAB+ digital radio, joining standard bluetooth, AM, and FM media options. All climate settings are pinned to an icon bar at the bottom of the screen, while a series of shortcuts are also pinned to the right side of the screen. I would usually welcome shortcuts to commonly used functions, but in this case the layout is too busy, which makes the screen appear smaller than it really is. 2025 Lexus LBX Morizo RR Credit: CarExpert It seems particularly unnecessary when you consider that physical controls, many of which are housed directly underneath the screen, also remain in strong supply. Fiddly, poorly-labelled steering wheel controls add to the sense of overwhelm – surely Lexus could've simplified the setup a little bit, even if that meant upsizing the centre screen. In terms of storage, the front row is more practical than it has any right to be, given the meagre dimensions of the LBX. Both the glovebox and centre console are deep, the latter including a removable cupholder, while Lexus has built a storage tray into the central tunnel assembly. Keys fit nicely next to the middle cupholder, and each door card will swallow a full-size drink bottle. A wireless charging pad is situated under the centre stack, angled downward to prevent your phone from turning into a projectile during enthusiastic driving. Additional connectivity solutions include a pair of USB-C outlets under the infotainment screen, plus USB-C and 12V connections in the lower storage tray. Sports Luxury shown Credit: CarExpert However, any illusion of spaciousness is erased when you twist your head to confront the second row. Leg-, head, and toe room are in short supply back there – even petite individuals will struggle to get comfortable on longer journeys. At least the seat backs are soft, so you won't bruise your knees. But it's really a space best suited to small children or luggage, which is a shame considering the seats themselves are soft and inviting. Second-row storage is also compromised. You do get small door bins and a pair of USB-C outlets, but there's no centre armrest or cupholders. It's a stuffy space, with dark upholstery and a lack of rear air vents. Don't get me wrong, the LBX isn't masquerading as a family car, but rivals like the Cupra Formentor and Volkswagen T-Roc R can at least claim to seat four people in relative comfort. Sports Luxury shown Credit: CarExpert Moving further back to the boot, the diminutive proportions of the LBX are again on display. Standard versions of the LBX already had a small cargo area, but the Morizo RR loses a further 49L of space compared to the Sports Luxury. With just 266L of usable capacity, the LBX Morizo RR fails to meet segment practicality standards. More luggage capacity is available in the LBX if you take advantage of the 60/40-split folding rear bench, although the same can be said for competitors. Not all rivals come with a standard power tailgate, however – a small win for Lexus. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The LBX Morizo RR is powered by the same 1.6-litre turbocharged three-cylinder petrol engine found in the Toyota GR Corolla and GR Yaris, although outputs are down by 15kW and 10Nm due to the inclusion of an emissions-friendly gasoline particulate filter (GPF). 2025 Lexus LBX Morizo RR Credit: CarExpert The three-cylinder engine is mated exclusively to an eight-speed torque-converter automatic transmission, with drive sent to through an all-wheel drive system. A six-speed manual transmission is offered in other markets, but won't be made available in Australia. While the Morizo RR doesn't have quite as much grunt as its Toyota cousins, it will still match most rivals in a straight line, sprinting from 0-100km/h in 5.2 seconds. All that extra performance has come at the cost of fuel economy, as the LBX Morizo RR is one the least efficient vehicles in the compact performance car segment. Most rivals claim to consume between 7-8L/100km, while the Morizo RR chugs 9.2L/100km. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Lexus LBX platform and GR three-cylinder engine are quite simply a match made in heaven. 2025 Lexus LBX Morizo RR Credit: CarExpert Not only because each is excellent in its own right, but because the process of marrying the two has made them both better. The standard LBX is agile and smooth around town, but the hybrid powertrain ran out of puff when pushed, undermining its luxury credentials. On the other hand, while the G16E-GTS engine delivers all the performance you could possibly hope for from a 1.6-litre three-cylinder, it can be coarse and unrefined. However, the engineers in Japan have seemingly solved both problems – the LBX now has a Lexus-worthy lump under the bonnet, and that very lump exhibits newfound maturity in this application. There's none of the rattling, booming, and constant vibration I've found to be synonymous with the GR Corolla and Yaris. Rather, the Morizo RR is a grown up performance car, one that's quiet on startup and easy to drive at low speeds. The exhaust has a deep, sophisticated tone, and offers adequate volume without attracting the wrong sort of attention. I won't pretend to understand all the science behind it, but the Morizo RR just sounds better than other models that share this engine, it's that simple. 2025 Lexus LBX Morizo RR Credit: CarExpert And, after carving up the Reefton Spur and Warburton-Woods Point roads over a period of several hours, I can confidently say that you hardly notice the difference in performance between this and the GR products. Sure, the Morizo RR is down 15kW and 10Nm, but it doesn't feel significantly slower. Lexus claims that the 0-100km/h sprint takes 5.2 seconds, and that seems about right. In addition to matching its GR twins under the skin, the Morizo is more than quick enough to keep up with SUV rivals. From behind the wheel, the Morizo RR overcomes initial turbo lag to pull hard from 3000rpm to redline. There's a sense of theatre every time you exercise your right foot, accentuated by symphony of engine noise, exhaust, and a busy turbo blow-off valve. Two core drive modes are available – 'normal' and 'sport'. The latter sharpens up throttle response. The transmission is an eight-speed torque converter automatic, which offers quick, smooth shifts most of the time. With that said, the gearbox responds best to manual inputs – it can get confused if you accelerate and then lift off, and there's sometimes a delay when using the paddles in automatic mode. 2025 Lexus LBX Morizo RR Credit: CarExpert In manual mode, shifts are instantaneous. The sculpted paddles behind the wheel are a pleasure to interact with, too – left for downshifts, right for upshifts. Fancy dual-clutch transmissions are mostly better suited to this sort of vehicle, but the auto in the Morizo RR isn't a dealbreaker. It'd be nice to have the option of a manual transmission, but I know as well as any that the demand isn't there. Engine and gearbox are two key pillars of the performance car formula, but how does the go-fast LBX handle? Better than I could've possibly imagined. The Morizo RR sits 10mm lower than the standard car, and you immediately notice that it feels more connected to the road surface. What's more, it's incredibly light on its feet, weighing in at just 1485kg. That's comfortably leaner than other vehicles in the segment, by up to 200kg in some cases. 2025 Lexus LBX Morizo RR Credit: CarExpert Lexus has stiffened up the chassis by adding extra welds and torsion bars, while the Morizo RR also features full-time all-wheel drive, 19-inch wheels with sticky Continental Sportcontact 7 tyres, and a limited-slip differential (LSD). In combination, those elements have turned the already agile LBX into a certified corner carver. It's almost impossible to throw the Morizo RR off balance, and believe me I tried. Even when linking several high speed corners, this spicy SUV remains planted and glued to the road. There's a bit of lean through tighter turns, but the LSD helps pull you around and out the other side without losing speed. The upgraded brakes can also be relied upon. With four-piston calipers at the front and floating single-piston calipers at the rear, the Morizo RR has plenty of stopping power and a brake pedal that's short and predictable. It's always been easy to place the LBX thanks to its small stature and lightweight nature, but the direct, well-weighted steering calibration of the Morizo RR improves that sense of manoeuvrability. 2025 Lexus LBX Morizo RR Credit: CarExpert So far, what we've got here is a fun, fast and capable small SUV… not necessarily a Lexus, because the Lexus brand stands for luxury, and it stands for comfort. That means that the brand's performance models still need to demonstrate road manners conducive to daily driving. And the Morizo RR, well it definitely does. This not-so-hardcore LBX is super compliant, even over rough roads like those in our test route. We hit a few nasty potholes, and each resulted in little more than a light shudder through the chassis. The Morizo RR definitely feels stiffer than the base LBX, but that's a very soft and comfortable baseline. On well-maintained urban roads, I can only imagine that the new flagship would be silky smooth—perfectly suited to the cut and thrust of city commuting. We didn't get the chance to test how the Morizo RR fares on the highway, but it's got all the attributes of a relaxing cruiser. Among the standard equipment is a semi-autonomous adaptive cruise control system with active lane centring, and the LBX benefits from ample sound deadening. 2025 Lexus LBX Morizo RR Credit: CarExpert With that said, our countryside adventure was littered with periods of elevated road noise, likely a product of the larger wheel and tyre package fitted to the Morizo RR. A small blemish on an otherwise impressive scorecard. Indeed, it appears that Lexus has nailed the balance of this new offering, from engine and transmission tuning to the suspension setup. It's a well-rounded hot hatch cross sporty SUV that you can drive every single day. The Morizo RR gives you no reason to fear peak-hour traffic, and every reason to look forward to the next Sunday drive. To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Morizo RR joins the Luxury and Sports Luxury as part of a three-variant range in Australia. Sports Luxury Credit: CarExpert 2025 Lexus LBX Morizo RR Credit: CarExpert 2025 Lexus LBX Morizo RR Credit: CarExpert 2025 Lexus LBX Morizo RR Credit: CarExpert The Lexus LBX Luxury includes: 18-inch alloy wheels Torsion beam rear suspension Tyre repair kit Automatic LED headlights Adaptive high-beam LED tail-lights LED front fog lights and cornering lights Rain-sensing wipers E-Latch door handles Auto-dimming driver's side mirror Shark fin antenna Rear spoiler Front and rear air spats Rear privacy glass Power tailgate 12.3-inch digital instrument cluster 9.8-inch touchscreen infotainment system Wireless Apple CarPlay and Android Auto Connected satellite navigation 'Hey Lexus' natural voice recognition DAB+ digital radio Six-speaker Panasonic sound system Five USB-C ports Two 12V sockets Wireless charger Dual-zone climate control Proximity entry and push-button start NuLuxe leatherette-wrapped steering wheel NuLuxe leatherette-wrapped shift-by-wire gear knob, door trim & ornamentation 'Tsuyasumi' centre console ornamentation Single-colour ambient interior lighting Auto-dimming rear-view mirror Front and rear carpet floor mats Black NuLuxe leatherette upholstery with red highlights Heated front seats Eight-way power driver's seat with two-way lumbar and memory The Sports Luxury adds: Black 18-inch alloy wheels with 10 twin-spoke design Rear pillar film ornamentation Colour head-up display Active Noise Control Engine sound enhancement 13-speaker Mark Levinson premium sound system Multi-colour ambient interior lighting Genuine leather-accented shift knob Genuine leather-accented steering wheel Ultrasuede door trim and ornamentation Combination leather-accented and Ultrasuede upholstery with contrast orange stitching Double wishbone trailing arm rear suspension (AWD only) Morizo RR Credit: CarExpert 2025 Lexus LBX Morizo RR Credit: CarExpert The LBX Morizo RR adds: 19-inch alloy wheels Torsen limited-slip rear differential 10mm lower ride height Four-piston front brake calipers Unique front and rear bumpers Black leather-accented sports front seats Leather-accented shift knob Red contrast stitching Paddle shifters To see how the Lexus LBX stacks up against its rivals, use our comparison tool The Lexus LBX was awarded a five-star ANCAP safety rating in 2024. 2025 Lexus LBX Morizo RR Credit: CarExpert The following safety equipment is standard across the range: Eight airbags Autonomous emergency braking (AEB) Rear AEB Blind-spot monitoring Rear cross-traffic alert Safe exit assist Driver monitor camera Adaptive cruise control Traffic sign recognition Front and rear parking sensors Surround-view camera Tyre pressure monitoring The LBX Sports Luxury adds a semi-autonomous parking assist. All Lexus LBX variants also receive a three-year complimentary subscription to Lexus Connected Services. It offers customers real-time vehicle information, remote functionality, and emergency calling. To see how the Lexus LBX stacks up against its rivals, use our comparison tool Lots. Lexus recently confirmed that the LBX Morizo RR is subject to the same six-month/10,000-kilometre service intervals as the GR Corolla and Yaris, but you'll pay more than twice as much per visit. 2025 Lexus LBX Morizo RR Credit: CarExpert All up, five years of capped-price servicing will set you back $6950, or nearly $1400 per year. By contrast, three years of maintenance for a GR Corolla costs just $1860. Other key rivals are also significantly cheaper to run. Service packs for the Cupra Formentor start from $990 for three years, while Mini's basic five-year service package comes in at $2250. Mercedes-AMG charges $6575 to service a GLA 35 for five years. To see how the Lexus LBX stacks up against its rivals, use our comparison tool It's rare to say that a Lexus is a heart over head purchase, but that's the case with the LBX Morizo RR. 2025 Lexus LBX Morizo RR Credit: CarExpert Just look at the ratings attached to this review – the Morizo RR is too small, too expensive, and costs far too much to run. As a result, it doesn't achieve the high marks of rivals. Despite that, if it were my money, I'd buy the Lexus every day of the week. The LBX Morizo RR fulfils Akio Toyoda's promise to not be boring by offering grown up performance to a new generation of Lexus customers. It also smooths out the rough edges of the related GR Corolla and Yaris, without detracting from the driving experience. All the while, the Morizo RR remains a premium product with a quintessentially Lexus interior and comfortable ride. 2025 Lexus LBX Morizo RR Credit: CarExpert And sure, it'll cost you a pretty penny up front and over the course of your ownership journey. But I'd wager that the the Morizo RR won't depreciate anywhere near as quickly as rivals, given its connections to Toyoda-san and limited production volume. Those factors could also make the Morizo RR a prime target for collectors looking to get their hands on a Lexus that's likely to go down in the history books as a classic. That's not a reason to buy one per se, but it illustrates that this is a special vehicle, warts and all. The Morizo RR is greater than the sum of its parts, and those parts were great to begin with. Interested in buying a Lexus LBX? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Lexus LBX Usable performance Rides like a Lexus Exclusivity Exorbitant service pricing Impractical second row, boot Huge thirst for fuel
Auto Express
11-05-2025
- Automotive
- Auto Express
Car Deal of the Day: 10,000 miles per year in the upgraded Cupra Formentor for only £280 a month
Updated styling, interior and tech Well equipped and good to drive £280 per month The hugely popular Cupra Formentor received a significant series of upgrades last year, including sharper styling and a revamped interior. But if the new and improved version of the sporty SUV wasn't already attractive enough, it's currently available for just £280 a month with a very generous mileage allowance of 10,000 miles per year. Advertisement - Article continues below VIP Gateway is actually offering three-year lease deals on the Cupra Formentor from £267 per month, through the Auto Express Find A Car service. However, that price only includes an annual mileage limit of 5,000 miles per year, so for just £13 extra a month it seems a no-brainer to increase your allowance – even if you don't end up using it all. The deal also requires an initial payment of £3,616, which we think is reasonable. The facelifted Formentor features a new 'shark-nose' front end that incorporates Cupra's distinctive three-triangle headlight signature, while the rear bumper has been tweaked, to make the car look wider, and the full-width LED light bar. Of course, there's plenty of Cupra's signature copper detailing too, both inside and out. With V1 trim, the kit list includes 18-inch rims, a 12.9-inch central touchscreen, wireless Apple CarPlay and Android Auto, a 10.25-inch 'Digital Cockpit' driver's display, a wireless smartphone charger, LED headlights, adaptive cruise control and lane-keep assist. This particular Formentor is powered by a 148bhp 1.5-litre petrol engine that's paired with a seven-speed dual-clutch automatic gearbox and a 48-volt mild-hybrid system. The latter provides some electric assistance to help make the start-stop system smoother, and improve efficiency by allowing the car to coast in certain situations and recuperate energy when slowing down. Cupra claims you can average up to 47.9mpg. The Car Deal of the Day selections we make are taken from our own Auto Express Find A Car deals service, which includes the best current offers from car dealers and leasing companies around the UK. Terms and conditions apply, while prices and offers are subject to change and limited availability. If this deal expires, you can find more top Cupra Formentor leasing offers from leading providers on our Cupra Formentor deals hub page… Check out the Cupra Formentor Deal of the Day or take a look at our previous Car Deal of the Day selection here… Find a car with the experts EV affordability alarm! Running costs are £6k higher than for petrol cars, say car clubs EV affordability alarm! Running costs are £6k higher than for petrol cars, say car clubs Running costs for car share club EVs are £6k higher than ICE equivalents according to new data All-new Hyundai Elexio: Bizarre design, huge 435-mile electric range All-new Hyundai Elexio: Bizarre design, huge 435-mile electric range The Elexio is Hyundai's latest all-electric SUV, but this one has been designed exclusively for China New BMW 1 Series and electric i1 to target younger drivers with bold design New BMW 1 Series and electric i1 to target younger drivers with bold design The BMW 1 Series is set for a shake-up, with a Neue Klasse front end and a choice of hybrid or battery electric powertrains when it arrives in showroo…
