Photo Gallery: Lexus UX 250h in Nebula Gray Pearl

Imagine:

LS 350ht L F Sport

Hybrid + turbo, long wheelbase, "sporty". It's not *that* hard, whereas you often need a cheat sheet to decode recent BMW model numbers.

Imagine:

LS 350ht L F Sport

Hybrid + turbo, long wheelbase, "sporty". It's not *that* hard, whereas you often need a cheat sheet to decode recent BMW model numbers.

Imagine:

LS 350ht L F Sport

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.

I can't wait to see when Lexus finally has a turbocharged hybrid powertrain.

I can't wait to see when Lexus finally has a turbocharged hybrid powertrain.

I can't wait to see when Lexus finally has a turbocharged hybrid powertrain.

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.

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.

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.

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 tall vehicle.

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 tall vehicle.

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 tall vehicle.

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 tall 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/

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/

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/

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.

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.

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.

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

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

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

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.

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.

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.