FeaturesLexus UX: First Generation

Introducing the Lexus UX 200 & UX 250h

Lexus UX Hero

The all-new Lexus UX subcompact crossover debuted today at the Geneva Motor Show with two new engines: The UX 200 and UX 250h. Here’s the full press release with all the details.


  • The first-ever Lexus compact luxury crossover
  • Bold “Urban Explorer” design
  • First Lexus built on the new GA–C global platform
  • UX 200 features all-new 2.0-liter engine coupled with Direct Shift Continuously Variable Transmission
  • UX 250h combines new gas engine with 4th generation hybrid system

Lexus UX & UX F SPORT

GENEVA, March 6, 2018 – Following recent launches of its stunning new LC flagship coupe, LS flagship sedan and three-row RX luxury utility vehicle, Lexus is opening a new gateway into the brand with the UX, its first-ever compact luxury crossover. Making its world debut at the 2018 Geneva Motor Show, the UX introduces a bold new design, ultra-efficient new powertrains and innovative luxury features.

“The first-ever Lexus UX is designed for the modern urban explorer seeking a fresh, contemporary and dynamic take on luxury driving,” said Chika Kako, executive vice president of Lexus International and chief engineer of the UX. “We designed the UX to appeal to buyers in their 30s who seek not only what is new and exciting, but what is also relevant to their lifestyles.”

Lexus UX Rear

The UX is the first Lexus to use the brand’s GA-C (Global Architecture – Compact) platform. The super-rigid structure and low center of gravity help the UX deliver exemplary handling agility and ride comfort, along with a distinctive driving personality.

The 2019 Lexus UX will be available in two versions: the UX 200 introduces a new 2.0-liter, four-cylinder engine coupled with a new Direct-Shift continuously variable transmission (CVT), while the UX 250h pairs the same 2.0-liter gas engine with a new fourth generation hybrid drive system. New technology that networks with navigation allows the UX 250h to proactively optimize hybrid operation by learning, and adapting to the driver’s routes and driving habits.

DARING DESIGN, URBAN VERSATILITY

The UX makes a bold statement in a segment characterized by conventional SUV themes. The striking design, notable for its crisp, prominent sculpting and dramatically flared front and rear fenders, envelops a cabin that provides a driver-focused cockpit and a roomy, relaxing space for passengers.

Lexus UX Interior

Making urban exploring easier, the vehicle’s proportions allow for easy maneuverability, with a best-in-segment 34-foot turning circle. A 103.9-in. wheelbase contributes to a smooth, stable ride and cabin roominess, while the 177-inch length lets the Lexus UX easily slip into convenient “compact only” parking spaces.

The vehicle’s basic form flows out from the lines of the Lexus spindle grille to envelop the cabin. Sculpted exterior surfaces, including front and rear fender flares, convey strength and security. The UX’s spindle grille uses a new block-shape mesh pattern with individual elements that gradually change in shape as they radiate out from the central Lexus emblem. The grille takes on a compelling three-dimensional appearance that appears to change with the viewing angle. Daytime running lights arranged in an arrowhead motif above the headlights emphasize the Lexus L-shaped lighting signature and highlight the daring front-end design.

Lexus UX Side Profile

At the rear, an elegantly simple styling treatment contrasts sharply with the flared fenders to emphasize the UX’s dynamic and strong crossover qualities. A new Lexus signature feature, the full-width taillights project a distinctive nighttime signature formed by a sequence of 120 LEDs and tapering toward the center, measuring just 3mm thick at its narrowest point.

Among new 17- and 18-inch aluminum wheel designs created expressly for the UX, the five-spoke 17-inch wheels feature a world-first aerodynamic design. Computer simulations and wind tunnel testing yielded a profile shape for the wheel’s spokes that increases the airflow to cool the disc brakes, without compromising the vehicle’s coefficient of drag (Cd).

INTERIOR DESIGN: A NEW KIND OF LEXUS LUXURY

The interior look and feel of the UX is pure Lexus. From its inception, Lexus has drawn on centuries-old Japanese traditions in craftsmanship and hospitality to infuse its vehicles with a unique sense of contemporary luxury and the UX is no exception.

Lexus UX Interior Again

Inspired by a traditional Japanese concept that blurs the boundary between a home’s exterior and interior, designers created a feeling of seamless continuity for the UX. From the driver’s seat, the upper section of the instrument panel appears to extend out beyond the windshield, giving the driver an excellent field of vision and a clear sense of the vehicle’s dimensions. Viewed from outside the vehicle, the hood appears to connect directly to the instrument panel through the windshield.

Entering and exiting the UX is made easier through optimal placing of the hip-point and unique shaping of the seat cushion. The human-centered approach continues behind the steering wheel. The instrument panel’s low, unobtrusive design and slim A-pillar moldings are shaped to improve visibility. The UX gives the driver a commanding view of the road expected from a crossover, yet with a driving position that feels more like that in a sport hatch.

Lexus UX Angle Interior

A “seat-in-control” concept focuses operation of all key vehicle functions around the driver’s side of the cabin, and the seatback shape allows the driver to operate the controls while maintaining a comfortable, natural posture. There’s plenty of technology in the Lexus UX, and here again, the human-centered design approach makes it all easily accessible. One example is the integration of audio switches into a palm rest on the center console.

Even with such a strong focus on the driver, the UX cabin creates a relaxing atmosphere for the passengers. Chika Kako, Chief Engineer of the UX, drew on her experience in materials development and time spent working in Europe to help define the interior’s appearance and quality, in particular, applying an uncluttered “less is more” approach.

Luxurious New Finishes

The UX debuts two striking interior finishes that likewise connect to Japanese tradition. One element is an optional leather upholstery inspired by sashiko, a customary Japanese quilting technique that is also used in the making of judo and kendo martial arts uniforms. A perforation pattern derived from mathematical curves and gradations in perfect alignment gives the seats a particularly contemporary appearance.

Lexus UX Interior White

The UX’s sweeping instrument panel and cabin trim offer a choice of two different grain patterns and four colors. In a Lexus first, the UX offers a new trim finish inspired by the grain of Japanese paper, known as washi, familiar in traditional Japanese homes. Created using a slush-molding process and a carefully chosen surface finish, it evokes a calm and warm feeling. A leather grain finish, shared with the Lexus LC coupe and LS sedan, is also available.

IMAGINATIVE TECHNOLOGY

Boldness doesn’t end with the UX’s exterior. Lexus designers created a cabin atmosphere with a depth of quality that will be especially apparent to those buying a premium brand vehicle for the first time.

lexus UX Steering

As one example, each of the UX’s air vents uses a new single-knob control for airflow direction and volume while the vents themselves are illuminated using a new wireless system. By combining the two functions in a single control, the vents could be made larger, improving their effectiveness. Each control’s LED light source is wirelessly powered using electromagnetic resonance between two coils vibrating at the same frequency. Using the same design principle as the Lexus LC’s rear combination lamps, the vent LEDs use mirror optics to create the effect of floating lighting depth, even though the reflector element is just 3mm thick.

EXHILARATING PERFORMANCE

Compact and infused with dynamic attitude, the 2019 Lexus UX is engineered to deliver the feeling of “elegant performance.” It’s quick and engaging, yet Lexus-smooth in demeanor.

Central to the vehicle’s responsiveness and comfort, the GA-C platform gives the UX the lowest center of gravity of any vehicle in its class. Engineering that instills high rigidity into the UX includes a high-tensile and ring structure around the rear door and tailgate openings. As in other Lexus vehicles, high-strength adhesives and Laser Screw Welding are used in key locations, enhancing overall rigidity.

Lexus UX Together

The MacPherson strut front suspension and double wishbone rear suspension system are specially tuned for a combination of urban agility and comfort over well-worn street surfaces. Carefully refined details such as the quality of the damper oil, oil seals and friction control in the shock absorbers have a significant impact on ride quality. An Electric Power Steering system with a new compact and highly rigid column assist supports handling with crisp, immediate response to driver inputs, with excellent steering feel.

UX 200: ULTRA-EFFICIENCY ENGINE AND DIRECT-SHIFT CVT

Engaging performance and high fuel efficiency are also calling cards of the new, 168-horsepower 2.0-liter inline four-cylinder engine in the UX 200. Advanced technologies, including high-speed combustion, multi-hole direct fuel injectors, a continuously variable capacity oil pump, a variable cooling system and VVT-iE intelligent variable valve-timing on the intake side give the engine maximum thermal efficiency of around 40 percent – an exceptional number for a passenger vehicle engine.

Lexus UX 200

The brand’s first Direct Shift-CVT debuts in the UX 200 to play a key role in driving personality and efficiency. The new transmission combines the smooth, fuel-efficient performance of a conventional continuously variable transmission with a more direct driving feel. A conventional CVT uses two pulleys, connected by a belt, that can change their radius seamlessly, and thus change the effective gear ratio, without any “step” effect. The Lexus Direct Shift-CVT uses an additional gearset for starting off from a stop, giving the UX a quicker, more linear acceleration feeling. Because the gears reduce the need for the CVT’s pulleys and belt mechanism to be used in the low range, more of the CVT’s ratio spread can be dedicated to the higher range, maximizing efficiency.

UX 250H: NEW-GENERATION LEXUS HYBRID DRIVE

Lexus introduced the world’s first luxury hybrid vehicle 15 years ago, and the brand remains the luxury hybrid leader. The 2019 UX 250h underscores that position with a new-generation hybrid powertrain that delivers engaging performance and exemplary fuel efficiency.

The new gasoline engine is notable for its high thermal efficiency, and the new hybrid system has a projected output of 176 total system horsepower. Optimizing the level of electric motor assistance and engine rpm produces a linear acceleration feel without the engine running at high revs. Engine speed is synchronized with vehicle speed to create an immediate and continuous acceleration feel.

Lexus UX 250h

The hybrid system has a compact and lightweight new transaxle and Power Control Unit, designed to minimize power losses through heat and friction. Locating the nickel metal-hydride (NiMH) battery and compact cooling system below the rear seat helps maximize cabin and cargo area space, and their location supports the vehicle’s low center of gravity.

E-Four AWD

The E-Four system gives the UX 250h all-wheel drive capability by using an additional electric motor on the rear axle. Power distribution between the front and rear axles is automatically optimized when accelerating, cornering, or driving on slippery surfaces. When a loss of rear-wheel grip is detected, power directed to the rear is increased to around 80 per cent, at speeds up to 43mph (70km/h), contributing to handling stability.

Predictive Efficient Drive

Some hybrid drivers enjoy using “hypermiling” techniques to maximize fuel efficiency. The Lexus UX 250h introduces new technologies that take hypermiling to new heights. The UX 250h debuts Predictive Efficient Drive, a Lexus-first system that analyzes driving habits and the expected road and traffic conditions to optimize charging and discharging of the hybrid battery. The more the UX 250h is driven, the more data is gathered to help optimize fuel consumption. (The system can be turned off if desired.)

Predictive Deceleration Support technology uses accumulated knowledge about a driver’s behavior to predict when and where the vehicle is likely to slow down or stop. For example, when the UX approaches a location where the driver has slowed or stopped in the past, and the driver releases the accelerator pedal, Predictive Deceleration Support increases regenerative braking, allowing more efficient energy recovery and recharging of the hybrid battery. The system can provide deceleration support up to about 1,000 feet ahead of the vehicle.

Predictive State of Charge (SOC) control for the hybrid battery is a world-first technology that functions on both downhill roads and in congested traffic. Operating when the UX is following guidance from the navigation system, it will predict the route for a distance of up to about six miles (10km) ahead.

SAFETY

The UX, the new gateway to the brand, will offer the Lexus Safety System+. It includes a Pre-Collision System (PCS) that can recognize pedestrians at night. Additionally, PCS radar capability has been extended to enable detection of cyclists during the day – road users who are involved in a high number of traffic accidents. The package available for the UX also includes Lexus Co DRIVE (featuring Lane Tracing Assist and Adaptive Cruise Control), Automatic High Beam/Adaptive High-beam System, and Road Sign Assist.

UX F SPORT

The bold design and attitude of the Lexus UX practically shouts out for the brand’s F SPORT treatment, and it is available for both the UX 200 and UX 250h. Exclusive F SPORT suspension tuning includes specific springs and stabilizer bars, plus rear performance dampers to sharpen handling agility. The F SPORT option can be combined with a UX-tailored version of the high-response Adaptive Variable Suspension (AVS) system, which debuted on the Lexus LC flagship coupe. The system increases damping force to minimize roll when cornering or changing lanes and reduces damping force in straight line driving to preserve ride quality. When AVS is fitted, it is linked to the Sport S+ mode in the vehicle’s Drive Mode Select system.

Lexus UX F SPORT

Exclusive exterior features that emphasize a low and wide form give the F SPORT versions a road-hungry look. The mesh version of the spindle grille immediately connects the vehicle to other F SPORT models. Large fog light bezels with L-shaped chrome moldings and detailing that repeats the F-mesh grille pattern amplify visual impact. An exclusive rear bumper design, 18-inch alloy wheels and jet-black trim on the front and rear moldings complete the F SPORT exterior transformation.

F SPORT-exclusive interior features include front sports seats made with a highly supportive integrated foaming technique. An instrument meter with a moving outer ring is an F SPORT signature feature inspired by the Lexus LFA supercar. The package for the UX also adds an F SPORT steering wheel with a dimpled leather covering (also on the shift knob), eight-inch TFT color display, plus sports aluminum pedals and footrest.

The UX F SPORT driving experience can be further enhanced with Active Sound Control (ASC), which generates the aural effect of up- and down-shifts like those of a geared automatic transmission. And additional Sonic Interaction Design (SID) function adjusts the sound the vehicle makes when driving in Sport S+ mode (S+ Sound).

AVAILABILITY

The UX 200 and UX 250h will start production this fall and go on sale in the U.S. in December. Pricing will be announced closer to the on-sale date.

Comments
Joaquin Ruhi
It bothers me as well. Unfortunately, this arbitrary "displacement equivalency" is widespread among luxury carmakers. At first, it was only Lexus applying it to its hybrid models, but then BMW and Mercedes-Benz started coming up with such arbitrary equivalencies for its boosted (primarily turbocharged) models, and Lexus followed suit with their boosted non-hybrid models.
Still, power equivalency is way better than 'torque equivalency' system VAG is experimenting with. Audi models now have severely inflated equivalency model numbers e.g. the Q3 30TFSI (actually a 140hp 1.4T) A4 40TFSI (190hp 2.0T) A6 45TFSI and A8 50TFSI (300hp 3.0SC). These cars don't even really have the torque the model numbers suggest. I call this false advertising since consumers are cheated to believing they are buying something much much better. The less knowledgeable common folks will think they are buying an A4 with a V8 when it is merely a 2.0 I4T. At least BMW underrate all their equivalency values. The 330i will smoke the A4 45TFSI.
Yet, a lot of people buy into all these BS because they think some extremely sophisticated German engineering is going on under the hood (for christ sake it's an iron block carried over from the 90s) , but complain Lexus overrate their hybrids.
ssun30
Still, power equivalency is way better than 'torque equivalency' system VAG is experimenting with. Audi models now have severely inflated equivalency model numbers e.g. the Q3 30TFSI (actually a 140hp 1.4T) A4 40TFSI (190hp 2.0T) A6 45TFSI and A8 50TFSI (300hp 3.0SC). These cars don't even really have the torque the model numbers suggest. I call this false advertising since consumers are cheated to believing they are buying something much much better. The less knowledgeable common folks will think they are buying an A4 with a V8 when it is merely a 2.0 I4T. At least BMW underrate all their equivalency values. The 330i will smoke the A4 45TFSI.
Yet, a lot of people buy into all these BS because they think some extremely sophisticated German engineering is going on under the hood (for christ sake it's an iron block carried over from the 90s) , but complain Lexus overrate their hybrids.
Yes, I was about to mention the new Audi system but agree it's so ridiculous and absurd that I preferred not to. You expressed it much better than I could've.
telithos
Thank you for the information on the Powertrains. I understand what they’re going for on the naming (yes, the naming on CT200h *did* bother me a little). As a software developer, model names that describe what’s actually under the hood make more sense to me than their power equivalent. It’s just preference, I suppose. The naming convention could certainly be much worse.

I’m trying to get an idea how the hybrid system in the ux250h will compare to the one in my RAV4 hybrid. The RAV4 is certainly heavier than the UX250H will be. Basically, I’m hoping the UX will be less floaty with similar acceleration and a much nicer interior. It certainly sounds that way this point, though only time and a test drive once they’re available will tell.
Since C-HR is sister car I can tell you that it handles a lot better than Rav4... so UX should handle really good. It is very tight car that can handle big pot holes without problems.

I think speed will be around the same with UX faster at low speeds while Rav4 faster at higher speeds. But I expect UX to spend a lot less fuel.
T
spwolf
Since C-HR is sister car I can tell you that it handles a lot better than Rav4... so UX should handle really good. It is very tight car that can handle big pot holes without problems.

I think speed will be around the same with UX faster at low speeds while Rav4 faster at higher speeds. But I expect UX to spend a lot less fuel.
That's good know. My biggest complaint with the RAV4 hybrid is that it handles like crap. You feel every bit of that 4000lbs curb weight and high center of gravity when you make a turn or even some slight side to side motion to avoid something on the road. It's not confidence-inspiring. I am really curious to see what the UX ends up weighing in with the hybrid system, as that will have a big impact on how it drives.
Also, keep in mind that with Lexus nomenclature, we've had h, L, d, t, F and probably some others I'm missing. Approximations based on total power output really simplify things, especially as all models become turbocharged, and then we even move to turbocharged hybrid powertrains.

Imagine:

LS 350ht L F Sport

Oi.
ssun30
Still, power equivalency is way better than 'torque equivalency' system VAG is experimenting with. Audi models now have severely inflated equivalency model numbers e.g. the Q3 30TFSI (actually a 140hp 1.4T) A4 40TFSI (190hp 2.0T) A6 45TFSI (250hp 2.0T) and A8 50TFSI (300hp 3.0SC). These cars don't even really have the torque the model numbers suggest. I call this false advertising since consumers are cheated to believing they are buying something much much better. The less knowledgeable common folks will think they are buying an A4 with a V8 when it is merely a 2.0 I4T. And this is extending to other VAG models as well. At least BMW underrate all their equivalency values. The 330i will smoke the A4 45TFSI any day, and the 340i is very comparable to a real V8.
Yet, a lot of people buy into all these BS because they think some extremely sophisticated German engineering is going on under the hood (for christ sake it's an iron block carried over from the 90s) , but complain Lexus overrate their hybrids.
You may have some misunderstanding about the Audi TFSI designation system. It is a weird system but it has nothing to do with displacement nor torque. It is an artificial calculation inversely related to 0-100Km/h acceleration speed. That’s why the former A6 had both 30FSI(2.5 NA V6) and 40 TFSI (2.0 Turbo L4. This also explains why different models with exact same engine have different designations sometimes. But yea, VW is using a torque related designation right now.
Joaquin Ruhi
Yes, I was about to mention the new Audi system but agree it's so ridiculous and absurd that I preferred not to. You expressed it much better than I could've.
You can refer to my latest post. The Audi TFSI uses an acceleration speed related calculation to determine the number. But still, extremely strange and misleading.
telithos
That's good know. My biggest complaint with the RAV4 hybrid is that it handles like crap. You feel every bit of that 4000lbs curb weight and high center of gravity when you make a turn or even some slight side to side motion to avoid something on the road. It's not confidence-inspiring. I am really curious to see what the UX ends up weighing in with the hybrid system, as that will have a big impact on how it drives.
there is already a hybrid in C-HR... sure this will be heavier but it will certainly have more complex suspension setup too.

Toyota's new TNGA is game changing for Toyota. I feel confident saying C-HR has best suspension in the class and that's a big change for Toyota where they used to have a setup thats good and something but rarely good at everything.
ssun30
Still, power equivalency is way better than 'torque equivalency' system VAG is experimenting with. Audi models now have severely inflated equivalency model numbers e.g. the Q3 30TFSI (actually a 140hp 1.4T) A4 40TFSI (190hp 2.0T) A6 45TFSI (250hp 2.0T) and A8 50TFSI (300hp 3.0SC). These cars don't even really have the torque the model numbers suggest. I call this false advertising since consumers are cheated to believing they are buying something much much better. The less knowledgeable common folks will think they are buying an A4 with a V8 when it is merely a 2.0 I4T. And this is extending to other VAG models as well. At least BMW underrate all their equivalency values. The 330i will smoke the A4 45TFSI any day, and the 340i is very comparable to a real V8.
Yet, a lot of people buy into all these BS because they think some extremely sophisticated German engineering is going on under the hood (for christ sake it's an iron block carried over from the 90s) , but complain Lexus overrate their hybrids.
Audi's system will end up being so ridiculed by the drivers that they will change it in 2-3 years. A4 30TFSI is slower than modern 2.5l NA engine, so it is just crazy that they are labeling it as such. It just no grounds in reality at all.
amoschen7
It is an artificial calculation inversely related to 0-100Km/h acceleration speed. That’s why the former A6 had both 30FSI(2.5 NA V6) and 40 TFSI (2.0 Turbo L4). This also explains why different models with exact same engine have different designations sometimes. But yea, VW is using a torque related designation right now.
I'm not convinced. If Audi does use 'acceleration equivalency' (see? it's getting worse and worse) here, then why not choose a scaling system that accurately represent the performance? This whole system just arbitrarily chooses a reference point to inflate the equivalency number and cheat consumers. There's just nothing right about it.

OK we are going off the thread here. Enough for now.
Eh, hybrid + turbo, long wheelbase, "sporty". It's not that hard, whereas you often need a cheat sheet to decode recent BMW model numbers.
I can't wait to see when Lexus finally has a turbocharged hybrid powertrain.
C
I might have missed a comment but has anybody picked up on the shortened tailgate with the license plate set below? Doesn't this make for a raised boot floor level and reduced access? Or is there some advantage I've not noticed.
cherrrhc
I might have missed a comment but has anybody picked up on the shortened tailgate with the license plate set below? Doesn't this make for a raised boot floor level and reduced access? Or is there some advantage I've not noticed.
it is not terribly high vehicle.
In the case of the UX, Kako and her team aimed for a more hatchback-esque driving feel, benchmarking cars like the Audi A3, Mercedes A-Class and BMW 1-Series. The UX rides on the same platform as the new Toyota CH-R but it uses aluminum throughout for lighter weight and a lower center of gravity. Additionally, the UX has nine-percent more torsional rigidity than the CH-R and over half of its suspension components are bespoke.
https://www.roadandtrack.com/car-sh...299932/lexus-wants-all-cars-to-drive-like-lc/
Something interesting that I like from an esthetic point of view, but not from a function one, is how the hatchdoor is flush with the rear bumber. In a world where looks trumps function, let it then be all looks.


What I am interested in, is the air vents illumination. In a different application, it could be very good for battery wrist watches.
The UX is the first Lexus to use a new platform that also underpins the Toyota CH-R, but Kako says it’s the only thing they have in common. “We began the design in 2015, and it was always separate from the CH-R,” she says. “It was the first C-segment crossover for Lexus.”

Half of the chassis components are unique to the Lexus version, and the suspension is tuned differently. The UX also contains substantially more aluminum – including in its door panels, hood, and fenders – along with composite material in the liftgate. It has a lower centre-of-gravity than the Toyota.

It also has a lower hip point, which is how high the seat is from the floor. “It’s 55 millimetres lower than in the CH-R, and this feels sportier,” Kako says.
http://driving.ca/lexus/auto-shows/...s-more-luxury-and-tech-into-a-smaller-package
Any thoughts on the pricing structure of the UX in the U.S.? The UX200 has an obvious weakness in the engine/transmission department, so it needs to be convincing in terms of value. With Lexus' commitment to not price any vehicle below $30k, the UX200 needs really good standard equipment to have a fair chance of competing. Even with a luxury package or F-Sport package the price should not go above $33k. The UX250h doesn't have much room either, since the NX300 FWD starts at $36k (arguably the best value for the segment). To me a UX250h with E-4 AWD needs to start no higher than $36k since that's where the XC40 (standard AWD) starts.

There's no doubt the UX250h will be a money printer in EU. But in the U.S. the UX line-up seems deliberately undermined to protect the NX.
ssun30
Any thoughts on the pricing structure of the UX in the U.S.? The UX200 has an obvious weakness in the engine/transmission department, so it needs to be convincing in terms of value. With Lexus' commitment to not price any vehicle below $30k, the UX200 needs really good standard equipment to have a fair chance of competing. Even with a luxury package or F-Sport package the price should not go above $33k. The UX250h doesn't have much room either, since the NX300 FWD starts at $36k (arguably the best value for the segment). To me a UX250h with E-4 AWD needs to start no higher than $36k since that's where the XC40 (standard AWD) starts.

There's no doubt the UX250h will be a money printer in EU. But in the U.S. the UX line-up seems deliberately undermined to protect the NX.
I think question is not where it will start but where will it end... I assume it will start $33k or $34k for 2.0l and $2k more for hybrid, which will have awd as standard in the US it seems. Then go up to $40k... and it will miss some features in order to fit that price, Lexus likes artificially limiting options so cars dont compete.

"Loaded" XC40 is $45k in the US, so by your definition of pricing it should be $5k cheaper because loaded NX costs $46k.

Rather than comparing it to Volvo, that is a small player in the US, I think they will base the pricing on X1 and GLA, which start between $33k and $34k.. so that seems about right, it will have more equipment at those prices, which isnt hard.
spwolf
I think question is not where it will start but where will it end... I assume it will start $33k or $34k for 2.0l and $2k more for hybrid, which will have awd as standard in the US it seems. Then go up to $40k... and it will miss some features in order to fit that price, Lexus likes artificially limiting options so cars dont compete.

"Loaded" XC40 is $45k in the US, so by your definition of pricing it should be $5k cheaper because loaded NX costs $46k.

Rather than comparing it to Volvo, that is a small player in the US, I think they will base the pricing on X1 and GLA, which start between $33k and $34k.. so that seems about right, it will have more equipment at those prices, which isnt hard.
That's what I'm saying. The basic trim UX200 needs at least 'one free package' to make up for the engine deficit compared to its competitors. The Q3 in particular has a nice array of standard equipment (at $34k) so the UX200 needs to offer more at $33k. The UX250h can be priced at the same level as the GLA250/X1 28i/Q3 40TFSI.

I used the XC40 as a benchmark for the 250h since it is the cheapest subcompact to offer 2.0 turbo+AWD+decent standard equipment, so the 250h should not be more expensive than it.
ssun30
That's what I'm saying. The basic trim UX200 needs at least 'one free package' to make up for the engine deficit compared to its competitors. The Q3 in particular has a nice array of standard equipment (at $34k) so the UX200 needs to offer more at $33k. The UX250h can be priced at the same level as the GLA250/X1 28i/Q3 40TFSI.

I used the XC40 as a benchmark for the 250h since it is the cheapest subcompact to offer 2.0 turbo+AWD+decent standard equipment, so the 250h should not be more expensive than it.

IMO the UX should play the value game since it will discourage people from buying low grade NX. NX buyers are then more likely to buy a loaded NX thus improving the overall profitability.
I dont think Lexus has to be more affordable or better deal than Volvo in the USA, although none of these cars are good deal when NX is around.

They will likely position it vs X2, as stylish not just standard competitor otherwise nothing really makes sense at the pricing... considering how CT200h was priced 32k, even $33k seems too low.

I would not be surprised if at these pricing, for whatever reason it might be (volume, manufacturing, etc), it might be better for them to sell NX, hence lack of 250 option for NX and hybrid being positioned as only AWD option. Also with that comes loss of available equipment like ML.

So they likely might be trying to not compete with NX.

Since we are talking about relatively low possible volume, something like 20k per year, I dont think that pricing is all that important.
p.s. Just checked Q3, nice base spec for sure. But I cant believe that they dont have auto crash even as option. Thats where UX will do good against it, since advanced level of auto crash, radar cruise and more are available in base spec.

For all the PR their new system (not yet available) get in A8 for being L3 capable (at very specific set of circumstances and speed), most of VW cars have either poor or optional or not even available auto crash.
T
spwolf
I dont think Lexus has to be more affordable or better deal than Volvo in the USA, although none of these cars are good deal when NX is around.

They will likely position it vs X2, as stylish not just standard competitor otherwise nothing really makes sense at the pricing... considering how CT200h was priced 32k, even $33k seems too low.

I would not be surprised if at these pricing, for whatever reason it might be (volume, manufacturing, etc), it might be better for them to sell NX, hence lack of 250 option for NX and hybrid being positioned as only AWD option. Also with that comes loss of available equipment like ML.

So they likely might be trying to not compete with NX.

Since we are talking about relatively low possible volume, something like 20k per year, I dont think that pricing is all that important.
In the U.S., the NX300h is only $2300 or so more over the price of the base NX300 without AWD (36k vs. 38.3k). Not a wonder Lexus isn't even offering the non AWD version of the UX250H. Also, you can't get an F-Sport package on the NX hybrid from what I can see, but you will be able to on the UX250H. I do think that they will certainly price it lower than the NX. I don't think they have a choice here, especially in the U.S., where people tend to equate smaller with less expensive.

Honestly, I felt the CT200h was overpriced for what it was. I test drove it at one point and never once felt it was worth the price tag on the car (neither did the Lexus dealership near me, as they usually had huge discounts on it). It basically was a scion chassis with a slightly more powerful prius powertrain and Lexus..ish appointments. The car itself was very loud on the inside, the powertrain struggled to move the car up anything resembling an incline, and the inside was rather uninspired. It felt way too much like a Prius with a Lexus badge. Only plus was that it did handle fairly well.

It's pretty easy to push something like the GLA over 40k to get some of the things that a Lexus comes standard with. I have to pay extra to get keyless entry in the year 2018? Seriously? I don't think Lexus will have a difficult time making the UX feel worth the money compared to competitors. The only issue I see is the disparity in powertrains, so they'll need to take that into account when they price it. Many people who haven't driven a Lexus/Toyota hybrid may be turned off by the perceived lack of power, even though I can confirm that the RAV4 hybrid system feels like it's more powerful than it is on paper, especially when you're just driving around in a city.
Some additional bits of information from Douglas Bolduc of Automotive News Europe:

Lexus expects Europe to be the top sales market for the UX...

UX sales in Europe start in October, roughly two months before the U.S. UX deliveries in will begin in Russia and other eastern European markets by year-end while customers in western and central European markets will start getting the car in the first quarter of 2019, a Lexus Europe spokesman said...

Lexus also enhanced the UX's handling by making special adjustments to its exterior. The SUV's so-called Aero Stabilizing Blade Lights in the rear incorporate fins that are designed that helps prevent airflow from wrapping around the back of the vehicle. This helps keep the rear of the car stable when turning and while driving in crosswinds, Lexus said.
http://europe.autonews.com/article/.../lexus-expects-europe-to-be-top-market-for-ux
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Makes sense. I think the size of it will be a turn off for some in the U.S. market. That's probably what will push many to the NX. With all this mention of aerodynamics, I'm interested to see how the EPA rating turns out for the UX.

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