Lexus UX review

Quick verdict

Based on our experience, the Lexus UX is an interesting alternative to the best compact SUVs you can buy. The styling is daring and different, the interior is finished to the usual Lexus high standards, and it’s loaded with an impressive array of safety equipment.

But, the UX doesn't really stack up as an overall package; rear cabin space isn't great, which might be a concern for family buyers. The hybrid models won't win over many business users, either, as CO2 emissions aren't as competitive as plug-in rivals, while the fully electric UX 300e is expensive and doesn't come close to the range or charging speeds offered by BMW, Mercedes or Volvo's smallest electric SUVs.

Lexus UX: price, specs and rivals

Lexus practically invented the premium crossover when it launched the RX in 1998, but the luxury brand was a little late to the compact SUV party and slow to get an EV to market. Even so, Lexus launched its NX back in 2014, the UX three years later and three years after that production of its first-ever electric car – the UX 300e – finally started. 

The UX goes head-to-head with the likes of the Mercedes GLA, BMW X1, Audi Q3, Alfa Romeo Tonale and Volvo XC40, but with a coupe-like profile and sporty driving characteristics, its closest rival is arguably the BMW X2. It's a similar story for the UX 300e which faces competition from the BMW iX1 and Mercedes EQA, plus the Volvo EX40 and Volvo EC40.

The UX is based on an adaptation of Toyota’s TNGA platform (called GA-C in Lexus speak), which means it shares its underpinnings with the Toyota Prius and Toyota C-HR. Thanks to the high-voltage electronics assisting the petrol engine, all UX models promise good fuel consumption, although tailpipe emissions aren't able to compete with figures from plug-in hybrid rivals.

On a positive note, the UX will reward keen drivers with tight body control, plenty of grip, sharp steering and a composed ride. Even the standard-fit CVT transmission feels smooth and linear.

There are three drivetrains available in the UK. The first, which has been around the longest, is Lexus and Toyota’s venerable 2.0-litre petrol-electric hybrid system that sends power to the front wheels. These models are badged as “300h”. The second is also a petrol-electric hybrid but is four-wheel-drive and gets “E-Four” added to the end of its name. Last but not least is the fully-electric “300e” which arrived towards the end of 2020, but has since been upgraded with a much larger 72.8kWh battery later, boosting the compact electric SUV’s range from 196 to 279 miles.

In typical Lexus fashion, the standard specification is high, including a comprehensive array of active and passive safety devices. There are up to eight different trim levels for the hybrid version, and three for the electric 300e. Prices start from just under £35,000, but rise to more than £57,000 for the flagship battery-powered model.

The UX offers quite un-Lexus-like levels of driver engagement, with tight body control and punchy powertrains and, based on our experiences, Lexus has managed to create an SUV that’s enjoyable to drive.

The steering is well-weighted and direct, thanks, in part, to the mounting of the steering rack directly to the subframe, without the need for rubber bushes. This reduces vibrations and flex, delivering a level of steering sharpness largely absent from this segment.

We’d even go as far as to claim that the CVT automatic transmission used in petrol-hybrid models – so often a party-pooper in an otherwise entertaining car – is a positive aspect of the UX. The changeover between the electric motor and petrol engine is smooth and seamless, while the power delivery is linear. Electric UXs come with a single-speed automatic transmission, so there are no gear changes to worry about.

UX 300e models are fitted with paddles behind the wheel to adjust the strength of the regenerative braking system (which helps generate a little electricity for the UX’s battery) when the driver lifts off the throttle. Unfortunately, even the highest setting is not enough to bring the UX to a complete stop without assistance from its traditional mechanical brakes. 

The majority of hybrid UX 300h models sold in the UK are likely to be front-wheel drive, but there is an E-Four model for those who need the additional traction benefits of four-wheel drive. The latter uses a separate electric motor integrated into the rear differential to send power to the back wheels. Four-wheel drive has many advantages on slippery surfaces, but you’re unlikely to notice the difference in day-to-day driving. The added expense means we’d stick with the front-drive model.

0-62mph acceleration and top speed

The regular UX has a 0-62mph time of 8.1 seconds, while the extra traction of the four-wheel drive E-Four version gets it off the line slightly quicker, putting in an acceleration time of 7.9 seconds. Both versions are powered by a 2.0-litre four-cylinder petrol engine that’s mated to an electric motor, with a combined output of 196bhp and 190Nm. The top speed for all hybrid UX models is 110mph.

The electric UX 300e is the liveliest of the trio. It offers more power and torque than the hybrid variants, with 201bhp and torque 300Nm, and this helps it sprint from 0-62mph in only 7.5 seconds, despite carrying more than 200kg of extra weight over the hybrid. Top speed is limited to 99mph, though.

The regular hybrid is more than quick enough for a compact SUV, with the CVT transmission delivering smooth and relatively rapid acceleration when required. Equally impressive is the way the UX settles down to a refined and comfortable cruise when the performance isn’t wanted.

The Lexus UX 300h is called a self-charging hybrid, which means you never need to connect it to a charging point, with electricity for the battery being generated during braking. The flip side is that you shouldn’t expect the same high levels of fuel efficiency a plug-in hybrid like the BMW X1 xDrive 25e promises, as the realistic all-electric range of the 300h is limited to just a couple of miles. 

Official WLTP fuel economy figures are 56.4mpg for front-wheel-drive UX models, and 50.4mpg for four-wheel-drive ones.

As for emissions, Lexus claims that two-wheel-drive models will emit between 113-119g/km of CO2, while all-wheel-drive versions will produce 126-129g/km.

Electric range, battery life and charge time

Lexus claims the current UX 300e's 72.8kWh battery pack (64kWh of which is usable) can provide a range of up to 279 miles. That’s reasonable compared with a BMW iX1, but significantly less than the over 300 miles of range you’ll get from a Genesis GV60.

You should also bear in mind for longer trips that the UX 300e’s maximum charging speed is a rather poor 50kW, which is subpar compared with its rivals, including the BMW iX1, which can accept a charging rate of 128kW, or even the GV60, which can charge at a rate of 233kW. This means a typical 10 to 80 per cent top-up will take over an hour in the 300e, which is especially annoying given that most rapid chargers have a 60-minute time limit before you incur an additional fee. 

What’s more, the 300e uses the similarly outdated CHAdeMO charger, not the more widely used CCS charging connector you’ll find in almost every other new EV today – including the brand’s other EV, the Lexus RZ. While there are still plenty of chargers with this connector, it isn’t as common as CCS, so that might make route planning with the 300e trickier.

Most owners will probably end up charging their 300e with a standard 7kW home wallbox, which will take around 11.5 hours to fully replenish the battery.

The battery pack in the UX 300e is covered by a separate eight-year, 100,000-mile warranty covering the battery pack, which guarantees it won’t degrade below 70 per cent of initial capacity. Provided you always get the car serviced at a Lexus Centre, this warranty can be extended up to 10 years or 600,000 miles.

Tax

Despite having relatively low CO2 figures compared with a traditional petrol or diesel car, the hybrid 300h won't be overly attractive to company car drivers, due to the UX's 28-30 per cent benefit-in-kind tax rate. However, the electric 300e will cost significantly less in Benefit-in-Kind (BiK) tax payments because it is in the two per cent bracket, at least until 2025.

The electric version will also avoid being charged for annual VED payments, or being subject to the London congestion, although that’ll change for both from 2025.

You’ll need to avoid trims above F Sport Design Tech with the UX hybrid in order to keep the list price under the £40,000 threshold; otherwise, you’ll have to pay an additional annual surcharge applied from the second time the vehicle is taxed until it is six years old.

Insurance groups

A long list of active and passive standard safety features helps contribute to the reasonable insurance rankings of the hybrid UX, which starts in group 22E for the entry-level Urban version and rises to 32E for the priciest F Sport Takumi E-Four. That compares well with the BMW X1, which starts a couple of groups higher in 24E.

The electric 300e doesn’t do quite so well in 38E. Those looking for a more affordable premium electric small SUV ought to look towards the entry-level eDrive 20 BMW iX1, which starts in group 29E.

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Depreciation

The entry front-wheel-drive Urban trim UX model is the strongest performer in terms of residual values, keeping around 50 per cent of its value over a typical three-year/36,000-mile ownership period. In comparison, the expensive priciest F Sport Takumi E-Four four-wheel drive version will only retain 39 per cent over the same period. For comparison, the BMW X1 retains its value better, maintaining between 49 - 55 per cent of its resale value.

Unfortunately, the electric 300e has the combined issues of being both the most expensive UX, and the version that loses the most value. Our expert data predicts the priciest Takumi trim will only hold on to 32 per cent of its value, which is especially painful when it costs over £57,000. Even the more affordable £47,500 base version will keep just 34 per cent of its value over the same period, which is why we suggest you look at the BMW iX1 instead, because that maintains between 46 - 51 per cent of its value over the same period.

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One thing’s for certain with the Lexus UX: you won’t mistake it for any of its rivals. While the exterior design is filtered down from the larger Lexus SUVs, it’s refreshingly different in a segment filled with me-too designs.

The unmistakable Lexus ‘spindle’ grille features at the front, while LED headlights are standard across the range. The wheel arch mouldings are designed for the rigours of the urban jungle, rather than strenuous off-road challenges, while the rear lights span the entire vehicle's width.

The standard-fit 17-inch alloy wheels feature an aerodynamic design to reduce wind resistance and increase airflow, although non-aero 18-inch alloys are available on higher trim models. Ten paint colours are offered in the UK, including a couple developed exclusively for this country: Terrane Khaki and Celestial Blue. It looks particularly striking in solid red or metallic blue, but we wonder how many buyers will take this bold approach.

There’s a rich quality to the interior that helps the UX stand out in an overcrowded segment. Lexus has worked hard to give the car the feel of its larger saloons and SUVs, adding little touches to give the UX showroom appeal.

For example, the three-spoke steering wheel and analogue clock are lifted from the Lexus LS luxury saloon, while the engineers used brainwave analysis to produce the ‘perfect door-closing sound’. Lexus has even worked hard to reduce the noise and juddering of the electric windows.

This attention to detail, together with the use of quality materials and a unique approach to cabin design, means that the UX sets a high benchmark in the segment.

The seats are available in three finishes: fabric, leather or a combination of the two – there are also nine colours to choose from. As a note, not all hues and materials are available with each trim. For example, standard UX models are only available with black fabric seats, while F Sport models can come with striking Flare Red leather or more reserved black leather.  

In a first for Lexus, the instrument panel can be finished in a trim inspired by the grain of Japanese ‘washi’ paper. According to Lexus, this creates a ‘calm and warm’ feeling.

Sat-nav, stereo and infotainment

Improvements have been made to the UX's infotainment tech by introducing two new screens that we've already seen in the Toyota C-HR. There's an 8.0-inch screen found in Urban, Premium, and F Sport Design trims, or the larger 12.3-inch display used from F Sport Design Tech and above.

We’ve tried the smaller of the two systems and found it to be a vast improvement over what went before. Its layout is simpler to understand and navigate, plus its response times are much faster.

All versions of UX come with wireless Apple CarPlay and Android Auto compatibility, but you’ll need to upgrade to the Premium Plus trim in order to get a wireless phone charging pad. Going for this trim also gets you a 10-speaker sound system over the standard 6-speaker set up. The two highest trims (Takumi and F Sport Takumi) gain an upgraded 13-speaker Mark Levison audio system.

The Lexus UX doesn’t present an entirely convincing case as a serious family car, and it seems as though it was predominantly designed with front seat passengers in mind. It feels more like a raised hatchback because you sit down into it, instead of climbing up like you might in a high-riding SUV. A lower driving position may appeal to some, while others might prefer a higher perch where you can look down on other motorists.

Dimensions and size

At 4,495mm in length, 2,078mm wide with mirrors (but 1,840mm without them) and up to 1,540mm tall, the UX is slightly longer and taller than the BMW X2 but a touch narrower.

The UX is a little longer than a Volvo XC40, but it isn’t quite as wide or tall. This means that the XC40 is bigger inside for passengers and has a larger boot.

Seats, leg room, head room & passenger space

The driver and front seat passenger get the best deal in the UX, with ample headroom and a pleasant feeling of being cocooned behind the wraparound dashboard.

In the back, headroom and legroom would be best described as adequate, with the low-set seats managing to offset the effects of the sloping roofline. Passengers should avoid the middle seat, mind, as it sits higher than the outer rear seats and space for feet and knees is compromised by a centre console that encroaches into the rear. Two ISOFIX points are provided on the outer rear seating positions.

The main issue for those in the back of the UX is that it never feels as spacious and airy as a more conventionally styled SUV, with the narrow rear windows creating a claustrophobic feeling.

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Boot space 

Both front- and four-wheel drive versions of the 300h have the smallest boot size at 320 litres, which is significantly less than our favourite small SUV, the Hyundai Kona, which has a whopping 466 litres of space in comparison.

Surprisingly, the fully electric UX 300e has the largest boot with all seats in place – it is claimed to be able to swallow 367 litres of cargo. Lexus does not quote a boot size for either version with their rear seats folded, despite a 60:40 folding rear bench being included. 

If you’re after a similarly premium electric small SUV, the BMW iX1 has a larger boot of 490 litres. The iX1 also has a more flexible 40/20/40 split folding rear seat. 

Towing

Hybrid Lexus UX models have a braked and unbraked towing capacity of 750kg – less than some versions of the Vauxhall Corsa. The UX might be fine for transporting garden rubbish to the tip, but this isn’t an SUV for towing a caravan or boat. As for 300e variants, it isn’t rated to tow anything, so you’ll be better off looking towards the Volvo EX30, which has a 1,600kg towing limit.

The Lexus UX received the maximum five out of five star rating from safety experts Euro NCAP in 2019. This included a 96 per cent rating for adult occupant protection, 85 per cent rating for child occupants, 82 per cent for vulnerable road users and 77 per cent for safety assistance equipment.  

All models are equipped with eight airbags and the Lexus Safety System+, comprising of autonomous emergency braking with pedestrian protection, adaptive cruise control, lane keep assist, lane departure alert, and road sign assist.

It’s an impressive package, with the UX offering a semi-autonomous mode in stop-go traffic at speeds of up to 18mph. You can also set the cruise control to obey the speed limits posted on road signs.

Reliability isn’t likely to be an issue, with Lexus still ranking highly according to the latest 2023 Driver Power customer satisfaction survey. The brand finished in eighth place out of 32 manufactures, ahead of Jaguar in 10th, BMW in 21st, and Mercedes in 25th. The UX was in 38th place out of 75 cars, finishing above other premium SUVs like the Volvo XC40 in 61st place, or EVs like the Kia E-Niro in 44th, or the Jaguar I-Pace in 65th.

Warranty

All Lexus UX models are covered by a three-year/60,000-mile warranty, which is the same as you’ll find on rivals from Volkswagen and Audi. However, with the Lexus Relax warranty, every time you service your vehicle at a Lexus Centre, a 12-month warranty is included for up to 10 years or 100,000 miles, whichever comes first.

As standard, the hybrid system is covered by a separate warranty of up to five years/60,000 miles, but this can be extended to 10 years/100,000 miles. After that, you can get a one-year or 10,000-mile warranty as part of a Hybrid Health Check service every time you go in for annual franchised dealer servicing. You can continue to do this until the car reaches 15 years old.

Servicing

Lexus recommends servicing UX models annually or every 10,000 miles in order to preserve the manufacturer’s warranty for up to 10 years or 100,000 miles. Servicing costs for the electric 300e will be slightly less than for the 300h hybrid since there’s no engine in which you have to change the oil.

Should you buy a Lexus UX?

The latest round of improvements to the Lexus UX will keep Lexus buyers happy, while the upgraded infotainment system removes one of our biggest issues with the previous version. Its efficient hybrid system and excellent build quality could tempt people who are considering thirstier petrol models of Audi Q2, BMW X1 or Mercedes GLA. The Lexus brand has generally done very well in previous Driver Power customer satisfaction surveys, so the UX should appeal to those who value an easy life.

However, the UX is best experienced in cheaper trim levels, because it’s difficult to justify the price of high-end versions, especially considering how small its boot is or how tight it is in the back for taller adults compared with rivals. 

The electric 300e is hard to recommend compared with excellent alternatives like the BMW iX1, Genesis GV60 or Volvo EX30. The electric 300e is also even more expensive than the regular hybrid, and sheds its value at an alarming rate.