Latest news with #MiniCountrymanJCW
Toronto Star
16-05-2025
- Automotive
- Toronto Star
Performance, practicality and a distinct personality? What's not to like about this Mini?
What's the goal of the all-new 2025 Mini John Cooper Works Countryman? To be a practical Sport Utility Vehicle with a healthy dose of performance and enthusiast attitude. Does it succeed? Does this car have what it takes? In their classic 1970s sitcom, 'The Mary Tyler Moore Show,' Lou Grant (played by Ed Asner) said to Mary Richards (played by Mary Tyler Moore), 'You know what, you've got spunk. I hate spunk!' This Mini Countryman JCW has spunk. Whoever is behind the wheel should love this.
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
Hamilton Spectator
14-05-2025
- Automotive
- Hamilton Spectator
Performance, practicality and a distinct personality? What's not to like about this Mini?
What's the goal of the all-new 2025 Mini John Cooper Works Countryman? To be a practical Sport Utility Vehicle with a healthy dose of performance and enthusiast attitude. Does it succeed? Does this car have what it takes? In their classic 1970s sitcom, 'The Mary Tyler Moore Show,' Lou Grant (played by Ed Asner) said to Mary Richards (played by Mary Tyler Moore), 'You know what, you've got spunk. I hate spunk!' This Mini Countryman JCW has spunk. Whoever is behind the wheel should love this. Hop in, fire up the boisterous, turbocharged engine, then you start cycling through the drive modes! Mini refers to them as Experience Modes. This process will take a while. Why? Because there are eight of them: Go-Kart, Core, Green, Vivid, Timeless, Personal, Balance and Trail. Each time you toggle between an Experience mode, you hear that mode's audio music cue, except for Go-Kart mode, when you hear an enthusiastic 'Yahoo!' cheer. The round central display screen changes dramatically for each, and some of the car's drive settings change, too. Go-Kart mode amps up performance and handling, tells you how many Gs you're generating and how much horsepower and torque you're using. Green is eco mode. Personal lets you customize the settings to your liking. Balance combines comfort and performance. Trail adjusts the traction control for off-road driving. Vivid and Timeless focus on changing the driving environment. It was a beautiful, sunny day when I first explored these modes. I had the sunroof open as I was doing this. I had to laugh when I switched to Balance mode. Someone decided that Balance means that you have to close the sunroof and sunshade. OK. Whatever you say boss. I spent most of my time driving in Core, the default mode, and Green. In Green mode, the transmission disengages when you lift your foot off the gas, and you can seemingly coast forever, reducing fuel consumption. Go-Kart mode, as you would expect, amps everything up to the max, including the adaptive suspension. I'm not sure how often you would use this mode in everyday driving; it would be fun to use, should you ever find yourself at an autocross. The 23.8-cm round, centre-mounted, OLED, high-resolution infotainment touchscreen is a Mini thing, which is form versus function. A square or rectangular screen would be so much more useful. The Android Auto display on this round screen is only twice the size of my phone's screen. The curved screens on the BMW X1 SUV are more than 53 cm wide. As you are likely aware, BMW owns Mini and the Countryman is built on the same platform as the BMW X1. They share the same turbocharged, four-cylinder engine; dual-clutch, seven-speed automatic transmission and all-wheel drive. Under the hood of the JCW Countryman is a spunky 2.0-litre engine that cranks out 312 horsepower and 295 lbs.-ft. of torque. That's enough power to launch this 1,723-kg subcompact crossover SUV from 0 to 100 km/h in just 5.4 seconds, with a top speed of 250 km/h. Its overall design makes it one of the most aerodynamically efficient SUVs in its class. This is the maxi-est Mini Countryman ever made. This third gen. Countryman is more than a foot longer than the first generation Countryman, launched 15 years ago. It is two inches wider, four inches taller and more than 329 kg heavier. As a result, this Mini's cargo capacity has grown significantly. With the rear seats in place, it is up from 467 litres to 707l, or 16 cubic feet to 25 cu. ft. With the rear seats folded, it's up from 1,195l to 1,591l (42 cu. ft. to 56 cu. ft. That really adds to this little SUV's versatility. The 2025 Countryman is available in three variations: the base Countryman S ALL4 starts at $45,990; this JCW Countryman ALL4 starts at $56,990; and the first-ever all-electric Countryman SE ALL4, starts at $59,990. Mini says it loves it when customers personalize their vehicles. You can customize your JCW Countryman in one of 10 exterior colours. Then, you can make your roof and mirror caps either body colour, black or red. And to finish it off, you can add black or red stripes on the bonnet, aka hood. Options on my Countryman included the Legend Grey exterior paint ($600), red roof and red mirror caps (no charge), and 20-inch John Cooper Works Flag Spoke two-tone wheels ($800). (19-inch wheels are standard.) The 2025 Mini JCW Countryman is a blast to drive. It's a practical, bring-the-whole-family-and-the-dog-along-for-the-ride SUV. It has a real focus on the driver, and plenty of power, and all-wheel drive, which add to its practicality and performance. If you're in the market for a luxury SUV with spunk, this may be it. Type: Five-door, five passenger, all-wheel drive sport utility vehicle Engine: Turbocharged, 2.0-litre, four-cylinder engine, generating 312 horsepower and 295 pounds-feet of torque (motive force) Transmission: Seven-Speed Sport Automatic Dual Clutch Fuel: 10.2 litres/100 km in the city; 7.9 l/100 km on the highway; 9.2l/100 km combined Cargo: 707 litres or 25 cubic feet behind second row; 1,591l or 56 cu. ft. behind first row Price: $56,990, excl. freight, fees, taxes.
Toronto Star
11-05-2025
- Automotive
- Toronto Star
Performance, practicality and a distinct personality? What not to like about this Mini?
What's the goal of the all-new 2025 Mini John Cooper Works Countryman? To be a practical Sport Utility Vehicle with a healthy dose of performance and enthusiast attitude. Does it succeed? Does this car have what it takes? In their classic 1970s sitcom, 'The Mary Tyler Moore Show,' Lou Grant (played by Ed Asner) said to Mary Richards (played by Mary Tyler Moore), 'You know what, you've got spunk. I hate spunk!' This Mini Countryman JCW has spunk. Whoever is behind the wheel should love this.
