Lexus LBX vs Alfa Romeo Junior

What's the difference?

Lexus has managed to combine two cars in one. A fast, impossibly fun back-road blaster perfect for weekends on your favourite winding roads, and a competent, compact city SUV that will easily handle urban runabout duties every day of the week.

It’s this duality that struck me the most. I would happily live with the Lexus LBX Morizo RR. 

If you need a bit of space, maybe look elsewhere. But if you’re passionate about dynamic driving, and value comfort and a premium experience, this little rocket is hard to beat.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

Our day with the Junior Ibrida MH left us wanting more.

Striking design, an inviting cabin, rorty performance and immersive dynamics are what people want and expect from an Alfa Romeo, and its smallest SUV does not let the side down.

That the mild hybrid also delivers (on paper at least) noteworthy economy, in a well-made, generously equipped and (anticipated) keenly-priced package is nothing short of a blinder.

The Junior Ibrida MH might be the most competitive and compelling Alfa Romeo for mainstream Australia… ever!

We cannot wait to confirm this on local roads. Roll on September.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The regular LBX is a spunky little car with a lot of road presence. I’ve been a fan of the exterior design since first seeing one in the metal. Short overhangs, nuggety proportions, well designed tail-lights and a pert rear end - it all works for me.

For the Morizo RR, Lexus has wisely exercised some restraint when it comes to exterior flourishes. It is nowhere near as wildly styled as the Yaris GR, for example. And that makes sense. This is, after all, a Lexus. 

It’s a smart move, too. It’s subtle but still has intent. 

The Morizo RR gains styling tweaks unique to the grade including 19-inch forged aluminium wheels, red brake calipers, a different front and rear bumper design, a rear spoiler, air intakes front and rear and a dual exhaust.

Inside, the main differences are the inclusion of red stitching, sports seats, some unique inserts, and the use of synthetic suede on the centre console, dash and doors.

The LBX interior design is functional and premium with nice materials throughout. 

Sharing much with other small crossovers in the Stellantis fold, including the second-generation Peugeot 2008 and Opel/Vauxhall Mokka, as well as the Jeep Avenger and Fiat 600 (that share the same production line in Poland), the Junior sits on the lightweight 'STLA Small' platform.

Checking in at 4.17 metres long, 1.78m wide and 1.5m high, the Junior (though only after a post-unveiling name change from Milano due to that illegally inferring it is built in Italy) was engineered by the same team behind the transcendental Giulia QV, which is a BMW M3 for the heart and soul.

Dimensionally, the Junior lives up to its badge, and is really replacing two Alfas – the Toyota Corolla-sized Giulietta (from 2010) and more-belatedly the Mini Cooper-chasing Mito supermini. As both competed in rapidly contracting classes, going a light SUV instead seems sensible.

And you know what? This looks and feels correct for the brand.

Alfa’s nose treatments have long been provocative and so is the Junior’s. Two interpretations of classic grille themes are available – the cursive ‘Alfa Romeo’ script evocative of pre-war racers or a bold reimagining of the red-cross/snake-and-child logo that is associated with the city of Milan.

More conventional are the neat proportions and Mazda CX-3-esque silhouette, which are spot-on for its intended SUV-seeking clientele. And still obviously on-brand, even if the boomerang tail-light treatment is more Maserati 3200. A lovely wink to the past is the Alfa 156-style pillar-mounted door handles.

And credit where it is due. The Junior looks nothing like its 2008, Avenger, Mokka or Fiat Seicento corporate cousins. Inside or out!

The LBX is a compact little SUV so if you’re after something to fit a family of four, look elsewhere. But if you don’t need the space, it’s a great city car.

Up front it’s easy to find the right driving position thanks to all of the adjustability of the seat and steering wheel.

Those sports seats are supportive and hug the body, but not too much as some of Lexus’ European rivals do. They’re also very comfortable - almost edging firm but never uncomfortable.

The Lexus multimedia system is functional and has an easy-to-navigate menu set-up, but lacks any pizzazz. Better graphics would help with engagement.

Storage wise, there’s a wireless charger slot at the bottom of the centre stack, a cupholder with a narrow slot for another device next to it, and a deep but narrow secure central storage bin with another cupholder.

You might not fit big bottles into the door bins as it’s pretty tight.

I wasn’t sure about Lexus’ one-touch interior and exterior door handles when they first rolled them out, but I now think it adds a classy point of difference to its rivals.

That second seating row is tight, especially for taller folk. I had just enough legroom (but plenty of toe room) sitting behind my 183cm (6'0") driving position, but I wouldn’t want to sit back there for a long road trip. Headroom, however, is ample. My noggin didn’t even scrape the headliner. You’d struggle to fit three adults back there but a couple of kids should be fine.

Amenities include a pair of USB-C ports and two map pockets, but the rear row lacks any adjustable air vents or a fold-down centre arm rest. And the bottle holders in the rear doors won’t fit much at all. 

The rear row folds 60/40 and if you need to haul lots of luggage or shopping, you’ll definitely need to lower that rear row because the boot is small.

Lexus says it can swallow 266 litres, which is tight. There’s no spare wheel of any kind, just a tyre repair kit.

Forget every tired old cliché about Italian-car packaging and quality. Though a tad smaller inside than many small SUVs, the Junior is far from flawed.

Stepping inside, you’re greeted by a cossetting and supportive set of front seats, facing a smartly designed and executed dash that ably melds brand heritage with modernity.

The former is found in the deeply-hooded double-binnacle digital instrumentation (echoes of the company’s 1300 Junior of the ‘60s) and circular outboard vents, while the driver-angled 10.25-inch touchscreen is a nice contemporary touch. No issues with its layout or operation, either. It’s fast and logical.

The point is, with sound build quality and pleasing little details that elevate the experience, this is a classy cabin execution, juxtaposed with all the practical stuff.

That is, an excellent driving position, handsome multi-configurable instrumentation, easy reach of most controls, physical buttons for the (effective) climate system, sufficient storage including cupholders, handy USB outlets, wireless CarPlay/Android Auto connectivity… that sort of thing.

Complaints? The touchscreen is set a bit too low, meaning a glance down is required instead of eyes up on the road. In the black-trimmed test car there may be a sense of claustrophobia for some. And vision out is quite restricted as a result of the swoopy styling and slim side glass areas.

The Junior is a city-friendly crossover with more than enough space up front, but a fairly cramped rear-seat area, as its diminutive 2557mm wheelbase suggests. Most adults may need the front-seat occupants to slide forward a tad, and the centre position won’t be joyous for anybody. But at least they sit low so headroom isn’t a problem and on quite comfy cushions to boot.

As with most small SUVs, rear air vents aren’t fitted, but there are cupholders and USB ports, in line with every other small SUV out there.

And at least the Ibrida has a sizeable luggage capacity for one so small, measuring in from 414 litres to a hungry 1280L.

Of course, the lack of a spare wheel helps, but then again, this is a hybrid with extra electrification compared to a petrol-only alternative, so that’s pretty smart packaging going on right there.

Pricing remains under wraps, but we understand the Junior Ibrida mild hybrid (MH) will start from under $50,000, making it Australia’s least-expensive new Alfa.

It will join the Junior Elettrica electric-vehicle (EV) version, also due soon.

That sub-$50K kick-off means the Ibrida is out to lure one of the few premium small SUV hybrids (Lexus LBX), but in reality, it’s keenly priced enough to also pull buyers away from the petrol-powered Audi Q2, BMW X1, Mercedes-Benz GLA, Mini Countryman and Volvo XC40.

To highlight its value credentials, there’s plenty packed inside, including keyless entry/go, LED matrix headlights, twin 10.25-inch display screens, wireless connectivity and phone charging, powered and heated front sports seats, a powered driver’s seat with massage function, rear privacy glass, paddle shifters, aluminium trim bits, a hands-free/powered tailgate, a body kit, two-tone paint and 18-inch alloys.

Note, though, the spare wheel has been usurped by a tyre inflation kit.

There’s also a whole suite of advanced driver-assist safety (ADAS) technology, including adaptive cruise control, autonomous emergency braking (AEB) and lane-support systems. More on that in the Safety section below.

Alfa parent Stellantis will reveal further information closer to the Junior’s arrival in the third quarter, but the specs look promising, particularly for the money.

And, speaking of looks…

Powering the LBX Morizo RR is an excellent 1.6-litre turbocharged three-cylinder petrol engine, which is the same unit found in the Toyota GR Corolla and Yaris hot hatches.

The Lexus loses some power and torque compared with those models so the outputs are 206kW and 390Nm. The Toyota cousins offer 221kW/400Nm each.

This engine is paired with an eight-speed torque converter automatic transmission and it has electrically controlled all-wheel drive with a Torsen limited-slip differential.

You can race from zero to 100km/h in just 5.2 seconds.

Under the Ibrida MH’s stubby bonnet is Stellantis’ evergreen 1.2-litre three-cylinder petrol engine, delivering 100kW of power and 230Nm of torque. It features a variable-geometry turbo and Miller Cycle combustion process, to maximise efficiency.

Though there is also a Junior Ibrida Q4 all-wheel drive option that adds a second, rear-mounted electric motor available elsewhere, for now in Australia, it’s only the front wheels that are driven, via a 21kW electric motor built into a six-speed dual-clutch transmission and 48-volt/0.89kWh lithium-ion battery pack.

The electric-motor/MH system provides extra torque during acceleration to help boost speed and save fuel simultaneously, and there’s limited round-town electric-only low-speed driving available, or engine-off coasting when off-throttle at speed.

With a credible kerb weight of just 1305kg, the Ibrida clocks in with a power-to-weight ratio of a sparkling 76.6kW/tonne, resulting in an 8.9 second 0-100km/h sprint-time and a top speed of 206km/h.

While the hybrid versions of the LBX are known for their fuel efficiency, it’s less of a focus for the Morizo RR performance model.

It has an official combined (urban/extra-urban cycle) fuel figure of 9.2 litres per 100 kilometres, which is more than twice the figure of the hybrid.

CO2 emissions sit at 209g/km and the LBX has a 50-litre fuel tank. You will need to fill up on the expensive stuff though as the Morizo RR requires 98 RON fuel. Theoretical range between fills is around 540km.

Unlike many regular mild hybrids, the self-charging Ibrida MH allows for brief pure-EV driving that Stellantis claims makes 50 per cent of emissions-free city-commuting possible in certain circumstances. Okay, we’ll need to experience that in Australia for confirmation.

The Alfa’s MH set-up aids a WLTP-rated fuel-consumption average of 4.9L/100km, for a carbon-dioxide emissions rating of 110 grams/km.

Using those figures as a guide, an average of about 815km between (premium-unleaded petrol) refills of the 40L tank is possible.

Our test car’s trip computer displayed an average of under 7.0L/100km, with mostly motorway driving near the maximum speed limit.

The full-hybrid Lexus LBX, by the way, averages 3.8L/100km and around 100g/km.

I had high expectations for the LBX Morizo RR and I’m pleased to say they were met.

What a phenomenally capable little car.

Lexus is at pains to point out that its mechanical cousins - the Toyota GR Corolla and Yaris - are motorsport bred and therefore more raw and hardcore.

The premium brand knows it needs to be able to attract new buyers with a car like this, while also satisfying its loyal base.

Lexus did this by building a hot hatch (okay, it’s an SUV) that you can easily live with day to day.

I spent an enjoyable few hours behind the wheel of the Morizo RR on a stunning Autumn day in Victoria’s Yarra Ranges driving on some incredible roads. The twists, bends, undulations and more showcased how tight this car is.

First up that engine is an absolute gem, and I don’t miss the extra kilowatts found in the Toyota models. There’s very little turbo lag and the LBX picks up pace quickly but in a focused, fun manner.

The engine note is also a delight to behold, especially when you push it hard. Although on coarse chip roads a fair bit of road noise creeps in, to the point that it's boomy.

The transmission is a perfect pairing for the engine, too, offering slick shifts without holding gears unnecessarily. I didn’t miss the manual box found in the Toyotas, either. But the paddle shifters and a true manual mode (it won’t shift unless you flick the paddle) adds to the experience.

The brakes are strong but not too pinchy and the steering is as sharp as you’d hope, while offering just enough weight. 

Then there’s the grip. The all-wheel drive system “automatically distributes the front-rear torque according to road conditions and grip”, according to Toyota.

That AWD grip always inspires confidence during dynamic driving in a car like this and the LBX sticks to the tarmac like nobody's business. Despite some damp sections of road higher up the ranges, no slip was detected. It feels glued to the road.

If that’s not enough, the Lexus surprises with its compliant and even comfortable ride quality. Many hot hatches (or hot SUVs) have a firm ride due to a chassis set-up geared to performance driving. 

Somehow Lexus has ensured the damping settings shield the occupants from the worst bumps. Only deep potholes make their presence felt.

And that’s the beauty of this car. It feels so beautifully engineered, with a clear focus on performance, but it’s not a brutal experience. You never feel like you could easily lose control in this thing. You can punt it into a tight bend and feel confident it will stay the course.

In a word, superb.

This isn’t always a given for an Alfa Romeo, as too many models in the past have suffered for being based on mundane machinery following Fiat’s takeover in the latter 1980s.

Today’s exceptions are the brilliant Giulia and Stelvio, and to this list we can add the Junior Ibrida MH. It feels closely-related to these, despite using so many parts shared with other, different Stellantis models.

As we touched on earlier, the 100kW/230Nm Ibrida enjoys a healthy power-to-weight ratio, which translates to strong off-the-line acceleration and pleasingly eager throttle response once on the move.

The electric motor seems to do a great job topping up power and torque, so – during our 200km-odd drive through rural Spain – we didn’t experience hesitation or lag associated with small-capacity turbo engines and dual-clutch transmissions. This felt spirited yet smooth all the way.

And this was in the 'Normal' drive setting. In 'Dynamic' mode, which proved to be our favourite, the Junior Ibrida MH’s performance is sparkling.

That Alfa seems to have given the exhaust a bit of a spicy note is a nice nod to the brand’s sports-car heritage, but even more so is the light yet precise steering that is perfectly weighted. The driver feels connected to the front wheels – this is a hybrid, remember – and the chassis seems in-tune with what the enthusiast wants.

Suspension is via the usual MacPherson-style struts up front and a space-saving torsion beam rear end, though the Q4 Ibrida swaps the latter out for a multi-link arrangement.

At all times there were three people on board and each with luggage, but the all-too-few times we managed to slice through a corner or race up a ragged rural road, the Junior’s handling and road-holding seemed exemplary for a small SUV.

We were also impressed with the ride quality, but the chosen Spanish route featured beautifully-maintained roads, so we’ll need to confirm whether the sporty chassis tune interferes with suspension comfort on Aussie roads. Likewise, the quiet cabin experience at speed may differ from our isolated Euro experiences.

We can confirm, however, that the ADAS tech is helpful and nuanced, offering subtle intervention in a way that felt seamless after weeks of wrestling with recalcitrant Chinese SUVs back home.

As such, it is clear the Junior Ibrida MH’s basic dynamic set-up is sound, providing pleasure and control as well as stability and reassurance. This behaves like a sophisticated and very grown-up premium SUV should.

We’re very impressed.

There are no ANCAP or Euro NCAP scores for the Junior, though this may change by the time Australian sales commence later in the year.

Final local specifications are also yet to be confirmed, but a hefty suite of ADAS tech is fitted, including AEB with pedestrian and cyclist detection, lane departure warning, blind-spot monitoring, rear cross-traffic alert, Drowsy Driver Alert, adaptive cruise control with lane centering and traffic-jam assist and traffic-sign recognition.

Additionally, six airbags are fitted, along with tyre pressure monitors, light-sensing LED headlights, automatic high beams, rain-sensing wipers, 360-degree parking sensors with 'Active Park Assist' and 180-degree rear camera with overhead view and front/rear parking sensors.

Two rear-seat ISOFIX points as well as a trio of top tethers for straps are included.

Lexus covers the LBX Morizo RR with its five-year, unlimited kilometre warranty and capped-price servicing for five years at a cost of $695 a service.

The schedule for servicing is tight at every six months or 10,000km, whichever occurs first, so you’ll be at the dealership a bit with this one. These are the same servicing terms as the GR Corolla and Yaris.

Lexus’s 'Encore' owner benefits program includes some cool stuff, too, like a valet parking service at certain venues, and you can even swap your Lexus for a different model for a set amount of time with the On Demand service.

Lexus Encore also offers exclusive access to events and venues, as well as special offers at hotels and restaurants.

Alfa Romeo offers the premium-manufacturer standard of five years with unlimited kilometres. Whether this continues unchanged when the Junior range arrives during the third quarter of 2025 is not yet known.

All other information, including service intervals, capped-price servicing costs and road-side assistance availability will be revealed closer to the Australian launch.