Lexus LBX vs Toyota RAV4

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.

The Toyota RAV4 Cruiser Hybrid 2WD model reaffirms why the RAV4 is so popular in Australia. It offers families space, convenience and features in a well-priced and handsome package. The cabin noise might be an ick for some but for everything else this model offers it could be overlooked.

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. 

In anticipation of the next-gen model, there hasn't been any design changes for the RAV4 - it remains a good-looking family SUV despite being a little heavy-handed with its angles.

Some external design highlights include garage friendly dimensions and a host of black accents across the body, including 18-inch alloy wheels that help to create an edgy kerb-side appeal.

Head inside and the RAV4 Cruiser offers a premium cabin-feel with its leather upholstery and large tech screens that headline the dashboard.

As always, there is a sense that design is based on functionality rather than style, which is typical of Toyota, but the simplicity makes the cabin relaxing to be in.

You’re not overwhelmed by touchpads or gadgets as can be the case in other new cars and there is a certain charm about that.

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.

The RAV4 continues to impress with its practicality.

Access and comfort for both rows is excellent. The heat and cool functions for the front seats are perfect for all seasons and the two-position memory function on the driver’s side is handy if you often share driving duties with your partner.  

The rear row seating is well-padded and middle seaters will love the legroom the lower transmission tunnel offers. Head- and legroom is good in both rows, even for taller adults.

Amenities and storage are also great throughout the car.

Front rowers enjoy a decently sized middle console which I can squeeze my small handbag into, a glove box, two cupholders, two drink bottle holders, a phone tray and two shelves in the dashboard. You also get a sunglasses holder!

In the rear you get a single map pocket, two cupholders and two drink bottle holders, which is enough for my little family of three.

In terms of technology, you get a bunch and the usability is great.

The 10.5-inch touchscreen multimedia system looks really nice and is now the same system that Lexus uses, which is a big plus as it’s much easier to use than the previous Toyota one. The next-gen model should see this upgraded to a 12.3-inch system, which is more in line with its rivals.

You also get built-in satellite navigation, wireless Apple CarPlay and wired Android Auto. CarPlay maintains a strong connection.

There's a multitude of charging options throughout, including a USB-A port, four USB-C ports, a 12-volt socket and a wireless charging pad.

Rounding out the cabin is a boot that offers plenty of space with its 580L capacity and you get a temporary spare tyre, as well as, a retractable cargo cover.

However, the quality of the cargo cover isn't the best and it would be easier to use if it had a handle to grip onto.

The Cruiser model comes with a powered tailgate, which is always handy but the 'warning' alert as it opens or descends is very loud. Truck-reversing-beeping loud. Everyone will know when you open the boot!

The model line-up for the RAV4 consists of five variants with each available in front- or all-wheel drive.

The model on test for this review is the Hybrid Cruiser 2WD, which sits second-from-the-top in the line-up and is priced from $51,410 MSRP.

This price tag nudges it to the top of its rivals, the GWM Haval H6 Ultra Hybrid ($45,990 MSRP) and Nissan X-Trail e-Power ST-L ($50,490 MSRP) but the standard equipment for the Cruiser highlights its overall good value.

Premium features include leather-appointed upholstery, electric front seats with heat and ventilation functions, two-position memory function for the driver's seat, a sunroof and carpet mats.

Technology has had a good look in recently with the 10.5-inch touchscreen multimedia system now powered by the Lexus system (much easier to use) and a customisable 12.3-inch digital instrument cluster.

Other tech includes built-in satellite navigation, a nine-speaker JBL sound system, USB-A port, four USB-C ports, a 12-volt socket, a wireless charging pad, digital radio, digital rear view mirror, and a 'Toyota Connect' app with over-the-air updates.

Practical items include keyless entry and start, rain-sensing wipers, dusk-sensing LED headlights, dual-zone climate control, a powered tailgate and directional air-vents in the rear.

For the grade level and compared to its rivals, the Cruiser more than holds its own.

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.

All RAV4 models have a continuously variable automatic transmission and the same hybrid combination of a 2.5L four-cylinder petrol engine and electric motor which combine to produce up to 160kW of power and 221Nm of torque for front-wheel-drive models. 

The combo delivers decent power for an SUV of this size.

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.

The Toyota hybrid powertrain produces the lowest official combined fuel cycle figure compared to its rivals at just 4.7L/100km and the best theoretical driving range of up to 1170km courtesy of its 55L fuel tank.

After covering a mix of open-road and urban driving this week, the on-test figure is 5.5L/100km, which proves Toyota does hybrids well.

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.

The RAV4 Hybrid Cruiser 2WD is stupidly easy to drive which is one of its best qualities.

The driver is front and centre for design, so you don’t have to take your eyes off the road to twiddle with climate controls or changing your music. That makes the driving feel… well, cruisy.

Power delivery is mostly smooth and offers decent punch when you need to put your foot down. However, it can be laggy off the mark from a cold-start, so take care when crossing traffic.

Suspension feels well-tuned for our Aussie roads, even the regional ones, but never feels floaty. This is well-grounded but you do get some roll in corners.

A drawback is the cabin is annoyingly loud once you hit the open-road and there is a wind-whistle near the driver that drove me nuts.

There are also a lot of squeaky/rubbing noises when you hit bumpy roads. However, it is a refined experience around town, when engine noise is all but nil. The urban environment is where it shines. 

The steering is direct with a tight 11.4m turning circle, which makes the RAV4 easy to park. It also helps that the 360-degree view camera set-up is top-notch, which is not always the case for Toyota, and you get front and rear parking sensors too. 

The RAV4 has a maximum five-star ANCAP rating from testing done in 2019 and has seven-airbags but doesn’t have a front-centre airbag yet. 

It has high individual scores for protection, scoring 93 per cent for adult, 89 per cent for child, 85 per cent for vulnerable road-user, and 83 per cent for its safety assist systems.

The RAV4 has AEB with car, pedestrian and cyclist functions, operational from 10-80km/h (180km/h for car) but it is usual to see the system operational from 5.0km/h.

Standard crash-avoidance safety kit includes blind-spot monitoring, an SOS call button, emergency steering assist, driver attention alert, a rear occupant alert, rear and forward collision warning, rear cross-traffic alert and lane departure alert.

There's also lane keeping aid, traffic sign recognition, an intelligent seatbelt warning, adaptive cruise control with stop/go functionality, a 360-degree view camera system as well as front and rear parking sensors.

You also get a digital rear view mirror, which is great when you have compromised vision out the back window.

There are ISOFIX child seat mounts and three top tethers in the rear row. You might be able to get three seats across but two will fit best.

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.

The RAV4 is offered with a five-year/unlimited km warranty, but you add two more years if you service exclusively with Toyota and on schedule.

There is a five-year capped-priced servicing program and it costs just $260 per service, which is very competitive for the class.

Servicing intervals are reasonable at every 12-months or 15,000km whichever occurs first.