Jayco Swan vs Lexus UX200

What's the difference?

The Jayco Swan Outback is a nice solid camper, packed with features and suited for most trips away.

Sure, it's not the roomiest or flashiest camper around and – you've been warned – it is definitely not up to hard-core 4WDing, but it does come from a company responsible for sharply priced units with plenty of flexibility regarding optional add-ons so that counts for a lot.

The Lexus UX 200 F Sport really steps up in the urban context. It’s big enough, energetic enough (especially using the Sport setting and the CVT’s manual mode), and delivers good value for the price. We’d like more boot space, a little more room in the back seat, and the Remote Touch media interface deposited in the bin. But overall it’s a great premium option for young families or active couples in the city.

Correct me if you reckon I'm wrong, but no camper-trailer from any company will ever be in the running for a 'Gorgeous Temporary Home' award. But that's part of this camper's appeal; it's highly practical and functional, not pretty and useless.

The forward bed is to the left as you step inside; the rear bed is to the right. Its kitchen is in front and to the right of the door as you enter the camper.

Interior height is a standard 2070mm and inside is spacious, but tempers will likely fray if all four adults and two kids are standing or sitting around inside at the same time. Hope for no rain.

The interior includes a four-burner stove, Dometic 95-litre fridge (Touring models get the 90-litre fridge), stainless-steel sink, dinette seat, table, club lounge, and the two beds plus the dinette-convertible bed.

If you can't find some places in which to stow away your gear in this Outback, then you're not looking hard enough.

The 'Ezi glide' pull-out drawers include room enough for your large pots, cutlery, kitchen gear and numerous other bits and pieces.

Interior lighting includes overhead LEDs for the dining/entertainment area and reading lights for the beds. There’s a fan for the beds.

It might be a relatively compact SUV in the wider world, but at a bit less than 4.5 metres long, slightly more than 1.8m wide, and just over 1.5m tall, the Lexus UX is fairly sizeable if your natural habitat is the urban environment.

But it’s far from oversized, and the UX has a tight space ace up its sleeve in the form of a 10.4m turning circle. It might sound like a large arc, but that’s a full metre less than the only marginally longer Lexus NX, and considerably inside the bigger Lexus RX’s radius. 

And the difference between a clunky three-point turn, and a swift U-turn in a tight traffic environment is massive. So, gold star there.  

On the inside, day-to-day practicality in the form of cabin storage runs to a pair of cupholders in the front centre console, with a (Qi) wireless charging mat ahead of them, a decent glove box, as well as generous door bins with enough space for full-size bottles.

A large lidded storage box between the seats contains two USB ports, an ‘aux-in’ socket, and a 12V outlet. It also features the Lexus party trick of hinging open towards the driver or passenger depending on which side button you've pressed. Clever.  

There’s a fold-down centre armrest with twin cupholders in the back, but there are no storage pockets on the front seatbacks, or bins in the doors.

Speaking of which, the rear door apertures are tight, making it more of a struggle than it should be for anything above average size adults to get in and out.

Rear headroom is good, although legroom is tight, and shoulder room will be squeezy for grown-ups. That said, twin air vents in the rear of the front centre console is a welcome addition in a car of this size, as are two USB charging ports to keep devices topped up and occupants happy.

Boot space is 371 litres (VDA) with the rear seats upright, which is modest. The small and medium suitcases from our three-piece set fitted in, but there wasn't much space left over. The bulky CarsGuide pram will squeeze in… just. And of course, the second-row backrest split-folds 60/40 to liberate extra capacity.

There are tie-down anchor points at each corner of the cargo floor, a 12-volt power outlet, strategically placed bag hooks and bright lighting, but don’t bother looking for a spare wheel, the Dunlop SP Sport Maxx tyres are run-flats.

There’s a button on the key fob that seems to indicate it remotely opens the rear cargo door, but in my experience it remained a non-cooperative mystery. 

Towing capacity is the same, rather lightweight 750kg whether the trailer you’ve connected is braked or unbraked.

Jayco campers are easy to tow and the Swan Outback is no different. It towed steady and stable – no worries – behind our long-termer 2019 2.0-litre four-cylinder bi-turbo Ford Everest 4WD (157kW/500Nm).

We did decent stretches of highway, country back-road and gravel track, deeply rutted in places, with no strife.

The extra length (305mm) over its top-tier stablemates – Hawk and Eagle – was hardly noticeable and only took a little adjustment and increased vigilance when turning in between trees on pinched bush tracks.

With a 130kg towball weight, it feels marginally livelier than Hawk (145kg) and Eagle (150kg), but nothing drastic – again, as long as the driver pays attention there's no issue.

Visibility back along both sides and over the top is good without need for towing mirrors.

The single-axle Swan Outback has a hot dip galvanised 'Endurance' chassis on Jayco’s 'JTech' coil-spring suspension with a little extra ground clearance over road-focussed Touring models. (Note: Jayco’s Outback models are made for dirt tracks and gravel roads, not 4WD-only tracks. They are not built for hard-core off-roading.)

This was my second time in a UX 200 within the last 12 months, but this time the loan period extended to around six weeks, covering the time much of the globe was in lockdown in response to the coronavirus.

So essential trips around town were the only ones being taken. But more time behind the F Sport’s wheel highlighted some of this UX 200’s dynamic strengths, particularly aspects of the continuously variable transmission (CVT).

This Toyota designed CVT has the advantage of a conventional first gear to give the UX some extra urgency from step-off. And when you’re predominantly in stop-start traffic (although there wasn’t too much of it), that’s a big help. 

Like all CVTs, in set-and-forget Drive mode, this unit aims to keep the engine in its operating sweet spot, constantly balancing performance and economy goals; the downside being a droning engine noise. For those old enough to remember manual gearboxes it feels like a constantly slipping clutch.

But slip into ‘Manual’ and the CVT is able to mimic ratio points, and using the wheel-mounted paddles to shift between them lifts driver engagement massively, even in the compacted urban context.

In terms of outright performance, a kerb weight nudging 2.0 tonnes and a peak torque number (205Nm) that doesn’t arrive until a lofty 4800rpm goes a long way towards telling the UX 200 F Sport acceleration story. Lexus claims 0-100km/h in a reasonably brisk 9.2sec. 

The UX is underpinned by the ‘Lexus Global Architecture – C’ platform (a Lexus name for Toyota’s TNGA chassis architecture) and suspension is by struts at the front and trailing wishbones at the rear, with the F Sport featuring adaptive variable suspension and a rear performance damper, the latter designed to improve chassis rigidity and minimise vibrations.

Overall ride comfort is really nice, although the standard 18-inch alloy rims are shod with 225/50 Dunlop SP Sport Maxx run-flat tyres and they’re relatively noisy, with an accompanying tendency to follow irregularities in the road surface.

Dial up the Sportier drive settings and everything tightens up appreciably, so if you’re that way inclined, the sport part of the F Sport’s personality is there to be explored.

The electrically assisted steering delivers decent accuracy and road feel, With some momentum up, the UX 200 F Sport feels balanced and predictable, putting it’s power down nicely, if you decide to break away for a brisk B-road run.

Braking is by ventilated discs at the front (305mm) with solid rotors at the rear (281mm), and stopping power is reassuringly firm.

As mentioned earlier, a tight 10.4m turning circle makes parking easy, supported by a high-quality reversing camera and proximity sensors front and rear. 

Under the heading of general observations, the driver’s seating position is great - comfy and secure, a one-touch up and down function on all windows is a nice… touch, and the configurable instrument cluster (which includes the central dial physically sliding into different positions) is functional and fun.