Overview

LEXUS pitches its four variant, five-door LBX line-up as a small segment SUV, but we reckon it’s a small segment five-door hatch. Adding to the confusion is the existence of the Lexus UX range in the same SUV space as the LBX…  strange.

We had the opportunity to take the top-of-the-range $76,490 + ORC Lexus LBX Morizo RR for a spin and couldn’t wait to get behind the ‘wheel having intimate experience with the similar-under-the-skin Toyota GR Yaris (there’s one in the family).

Leveraging mechanicals from the potent GR Yaris and GR Corolla, the LBX Morizo RR has plenty to differentiate itself from those two vehicles – five doors for example instead of three in the GR Yaris, and sexier styling compared to the larger and generic-looking GR Corolla five-door hatch.

Competitors are scant but likely include the Volkswagen T-Roc R which more than matches engine output with the Morizo, has a larger 2.0-litre turbocharged four cylinder petrol engine and costs less at $69,290 + ORC for the desirable Wolfsburg Edition.

Motive power in the Morizo RR comes from Toyota’s G16E-GTS three cylinder1.6-litre turbocharged petrol engine that in this case generates some 206kW and 390 Nm, the former at 6500rpm the latter from 3250-4600rpm.

It drives all four wheels full-time through an eight-speed ‘direct shift’ torque converter automatic transmission with paddle shift and two modes (Normal and Sport) with further drive control via a Torsen limited slip differential at the rear.

The AWD is electronically modulated between front and rear axles (and lockable at 50:50 front to rear) as needed while braking duties are carried out by large 356mm front disc brakes with four piston callipers and 281mm discs at the rear with single piston callipers under forged 19-inch alloy wheels.

The Morizo RR’s track is wider than other LBX models by 10mm at the front and 15mm at the rear and it rides 10mm lower.

Suspension changes bring firmer damping and spring rates and stiffer sway bars designed to tie the Morizo down through fast corners and hard braking while sharpening its reflexes.

It rides on a strut front /double wishbone rear suspension with the front lower control arms in resin instead of metal for “improved responses”. The suspension components are larger than those on other LBX models being lifted from the Toyota/Lexus GA-C platform.

Apart from the larger matte black 19-inch alloys, the Morizo RR is easily differentiated by specific front and rear bumpers, black mesh grille, dual exhaust tips and Morizo RR badging.

Inside is similar to other models in the LBX line-up centred on two screens, a centre mounted 9.8-inch infotainment unit in the middle of the dash and a larger 12.3-inch driver’s console.  Upholstery is leather and fascias are largely black suede extending to the door cards.

Sporty touches include alloy pedals and a chunky leather-clad multi-function sports steering wheel. The model is fitted with acoustic front side glass and active sound control in deference to the three-pot mill’s distinctive thrum.

The Morizo is well equipped from a safety standpoint containing an extensive range of active and passive safety kit complementing the latest suite of Lexus ADAS.

The tech offering is likewise generous based around Lexus Connected Services along with smart phone wireless connectivity, native satnav, remote dual-zone climate control function and a phone charging pad. 

Luxury kit includes eight way electrically adjustable driver's seat, heated front seats, auto headlights and wipers, power tailgate smart entry and start and an electric park brake while dulcet tones emanate from a premium audio system.

The model is equipped with two ISOFIX catches in the rear and has a tyre repair kit.

Driving Impressions

Driving this car was a hoot on a number of levels because of its sharp reflexes aided by compact dimensions that marry nicely with rollicking performance out of the blocks and on the move.

It pushes you back in the seat, strains your neck and gives you seat belt bruising - all to the accompaniment of a rousing three-pot warble from under the wide bonnet.

Absolutely not “Lexus quiet” some compare the Morizo RR’s noise to a Daihatsu Charade from decades past, but we reckon it’s more soulful like a Triumph Speed Triple or Rocket Three motorbike that builds to a mad crescendo approaching 7000rpm.

Pull (click) the next cog and away it goes again to the point of being totally addictive… and to the surprise of other drivers in the dark about what lurks under the cute little Morizo RR’s bonnet.

It may well be the near perfect cut and thrust car if it wasn’t so pricey – classy, quick and nimble all at once but care must be exercised lest other drivers are caught napping (as is the case most of the time).

We were so impressed by the little Lexus’ performance potential that we decided to do a few hand-timed acceleration runs and came up with a best 0-100kmh dash in a snip over 5.0 seconds which is plenty quick for a road driven sportscar.

It feels quicker no doubt due to the AWD providing maximum traction at launch, but our stopwatch doesn’t lie.

As expected on the open road, the diminutive SUV is a joy, a feeling replicated in town where its compact size comes into play affording many benefits like easy parking in tight shopping centre spaces as long as you don’t mind running the risk of being “doored”, nipping around tight cul-de-sacs and chucking the occasional yewie in a narrow street.

In its element, which is unequivocally one of those mystical mountain passes people enthuse about, the Morizo RR is a piece of work and as quick as anything costing tens of thousands more the worthy VW T-Roc a touch heavier and more of a handful.

We went up and down our favourite stretch of road on a clear Sunday arvo’ during the loan period simply to enjoy the Morizo RR’s drive feel.

The question is… How would all this translate to the track?

Definitely, the Morizo RR would need to be properly set-up but in out of the box as per delivered from a dealer, the little Lexus acquits itself with merit.

So, we love how it drives but what of other critical aspects such as comfort, economy, ease of use, practicalities, styling and value to name a few.

Let’s take them one at a time starting with fuel economy which ticked over at a whisker over 10.0 litres per 100km on test but in isolation, hard driving sees that increase by up to 50 per cent.

With a 50-litre tank of premium unleaded, you could expect a range of 500km driven carefully.

It’s fairly basic inside sharing pretty much the same features as lesser LBX models ratcheted up a touch in materials and equipment.

The seats leather clad seats are good for long hauls while offering decent support through fast corners.

And they’re heated in the front which is a big plus this time of year.

The cabin is relatively small so space is at a premium reflected in all four seats, but the boot is half decent.

We appreciated the efficient dual zone climate control that can be activated remotely, and the premium audio was appreciated as were the multiple electric adjustments to the driver seat that makes finding the right position easy.

Mastering the info-screen takes a while with some buried menus and the usual ADAS intrusions detract from the drive experience unless turned off at every start-up.

It’s a chunky little bugger with a fat face but the look is in keeping with the Morizo RR’s character, drive feel and sporty nature which welcomes pumped guards, big wheels and a squat stance.

Negatives?

No spare wheel is a major issue for driving in this country and a tyre inflation kit doesn’t cut it. The Morizo RR also has a particle filter down the back which smells worrisome given issues with the devices in the past.

And the price is rich particularly as a top spec GR Corolla GTS is priced from $70,490, the GR Yaris less again…

But they don’t have the cache of the Lexus brand which counts for a lot to a few…