Lexus UX200 vs Lexus LM

What's the difference?

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.

The Lexus LM is going to be a niche model. This was not designed to appeal to people that may have bought a Toyota Tarago back in the day, or even a Kia Carnival now.

It has a specific purpose for ferrying people around in absolute comfort and at that, it succeeds in a big way.

It’s just a bonus that it’s great to drive.

Welcome to the automotive equivalent of a business class airline suite.

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

Design is a key differentiator for Lexus, with a love-it-or-hate-it polarising design language standing the brand’s current products apart in pretty much any car park.

The exterior takes a classic SUV profile and adorns it with an arresting mix of angles outlining everything from the signature ‘spindle grille’ and gaping front air vents to the jagged headlights, and wheel arch overfenders.

A dark chrome finish on key exterior trim elements, as well as the standard 18-inch alloy rims, adds to the premium look..

The rear is a riot of different shapes and surfaces, the full-width tail-light standing proud of the body like a low-relief sculpture, and the surface of the rear hatch door chamfered and contorted through multiple planes.

The back bumper is blinged up with more dark chrome, and features a diffuser style section underneath it.

The interior will be instantly recognisable to any current Lexus owner, the relatively complex, multi-layered dash design finished in a uniform grey, spiced up by the odd splash of brushed metal and our car’s standard white ‘leather accented’ trim. 

The broad 10.3-inch multimedia screen is neatly integrated alongside a compact instrument binnacle housing a crystal clear configurable digital instrument display above the centre stack, and all the controls are clear and easy to use, with one exception. 

The Lexus ‘Remote Touch’ pad used to manage multiple media and vehicle functions is torture. Despite available adjustments for speed and sensitivity, even on its most benign setting it is maddeningly over-reactive and inaccurate.

Look, people movers are not considered the sexiest of automotive body styles, but that’s changing.

The Kia Carnival and Hyundai Staria are examples of good MPV design.

And the Lexus LM steps it up again. 

It is based on Toyota’s TNGA-K architecture that underpins a bunch of Toyota and Lexus models, including the Lexus RX, and it measures a whopping 5.1 metres long and has a three-metre wheelbase.

It shares its underpinnings with the latest generation Japanese-market Toyota Alphard, which is a cult hit in Australia among the grey import set.

The front-end design is bold, with the latest take on Lexus’ big ‘spindle grille’, pinched slimline headlights and a stubby nose. 

I am a big fan of this design. It is far more than a box on wheels and it has quite a bit of presence. 

The interior design up front is modern Lexus, with a few familiar Toyota touches, and while it’s not exactly minimal, it’s still visually appealing.

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.

While most of the fun happens in the second row of the Lexus LM, there is a lot to like in the front compartment.

The dash is dominated by a large touchscreen that houses Lexus’ latest multimedia setup. The logical menu and uncomplicated sub-menus ensure this is an easy system to navigate. Speaking of, the in-built sat-nav is one of the better systems I have experienced. 

Comfort isn’t just the domain of the second row - the driver’s seat is very supportive and comfortable, with power adjustment.

There’s plenty of glass including a smaller front quarter window that helps eliminate front blind spots, so forward visibility is exceptional. Rearward visibility is aided by the digital rear-view mirror that is designed to ensure privacy for second and third-row occupants. You don’t want the chauffeur spying on you while you’re sleeping, do you?

The other big tick for me is the driving position. Other people movers, namely the Hyundai Staria and Mercedes-Benz EQV, have very low window lines and it leaves you with a feeling of sitting on the car, rather than in it. I am sure it helps with extra light and it probably makes it easier for kids to see out of, but from a driving perspective, I find it a little disconcerting.

But the LM has flipped that. The front compartment is designed in such a way that it feels like a cockpit that you’re ensconced in. This helps the driver feel more connected with the car, and in the LM it feels like you’re sitting in the driver’s seat of a sporty sedan, not a five-metre bus. Very well done, Lexus.

And now to the main event - the second row.

Where to begin. Let’s start with space. Because there is so much of it. Unsurprisingly given the seating layout, there is an unending amount of head, leg, knee, bum, shoulder and whatever-else room. I can’t imagine anyone complaining about space back there.

Also, getting in and out is a breeze thanks to the sliding power doors on both sides. These can be opened from the front seat, and via several buttons in the rear.

Those captain’s seats are plush. Not quite Benz S-Class plush, but still.

They are adjustable six ways - power adjustable, of course - and they’re heated and ventilated. They recline almost flat, too, if you need a nap on the way to the country estate. And while you do that you can look up through the split sunroof, or close the shade a number of ways.

Is there a massage function? Of course there is a massage function. And it’s not bad. You can choose two settings - weak and firm.

Adding to the feeling of a business class airline seat, there is a fold-out table in the armrest, although it’s a smallish one. And there is dual-zone climate control in the rear.

There is a roof-mounted control panel for things like climate, sunshades and sunroof blinds, but much of this can also be controlled by the Apple iPhone-like devices clipped into both rear seats. These are closer to the seats, so it is easier to access than the roof.

Another function in the device is the Climate Concierge that features different modes - Dream, Relax, Focus, Energise. Depending on which one you choose, it alters the seat settings, massage, climate and lights to suit.

I love the massively wide side windows that are tinted (or privacy glass), too.

Other amenities include map pockets, knee and roof-mounted air vents and a 14.0-inch display screen that retracts from the roof and connects to an HDMI cable, allowing you to watch whatever you want.

The third row is not as appealing as the second. It is technically a three-person row, but the width and the fact that it has a sizeable gap in the centre suggests that this is best thought of as a six-seater van.

The seats are not as plush of course, so you might not want to spend too much time in that row unless you are a small child. But you do get USB-C ports, cupholders, air vents, lights, sunglasses holder, power side shades and grab handles.

Getting in and out of the third row can take a while. It’s all power adjustable, so you don’t have to lift anything heavy - but it takes a while for the second row seats to move forward and up.

With all seats in place the cargo space is limited. In fact, it’s just 110 litres.

That’s similar to what you get in a seven-seat SUV. But it did fit all our overnight luggage easily.

Drop the rear row and that expands to a maximum of 1191 litres in the 350h or 752 litres in the 500h.

All grades have a space-saver spare wheel.

From launch there will be two versions of the LM350h Sports Luxury on offer - front-wheel drive and all-wheel drive, priced from $160,888 and $165,888 before on-road costs respectively.

They both have seven seats across three rows and share the same four-cylinder hybrid powertrain, but an even more high-end version is on the horizon.

The LM500h will land in January 2024, priced from $220,888, and it adopts a newer more powerful hybrid powertrain. Something else that sets the LM500h apart is the seating layout - it is a four-seater. Behind the driver and front passenger compartment are two big captain’s chairs that recline flat if required. Decadent luxury. Or so the pictures suggest. We will have to wait until the New Year to sink into the sumptuous seats.

Given the positioning and interior layout, the LM will probably not appeal to people looking at a Kia Carnival, or who would have opted for the departed Toyota Tarago. It will, however, appeal to large families that aren’t short of a dollar, airport limo operators, and even as tourist transport.

Thankfully, there’s a substantial amount of standard gear fitted as standard in the LM.

The only difference in spec between the two 350h grades is the addition of all-wheel drive. Otherwise you’ll find keyless entry and start, front heated seats, automatic retractable side steps, power opening side doors, rear privacy glass, a pair of sunroofs, and semi-aniline or L-aniline upholstery.

Tech-wise, there is a digital rearview mirror, and a 14.0-inch touchscreen, a 12.3-inch digital instrument cluster, a head-up display, seven USB ports, a smartphone charger and a rear 14.0-inch multimedia display.

The 500h adds niceties like a separation partition with elevating and dimmable glass, that doubles as a 48.0-inch widescreen display to watch films and TV, or take conference calls with. It also gets two partition glove boxes, a pair of umbrella holders, two second-row phone chargers, a 23-speaker Mark Levinson 3D audio system and more.

In terms of rivals, there really aren’t many other luxury people movers on the market. Aside from the Mercedes-Benz V-Class and all-electric EQV, there are higher-grade versions of the Volkswagen Multivan, and the LDV Mifa 9 EV.

Sitting under the UX 200’s bonnet is the 2.0-litre (M20A-FKS) four-cylinder petrol engine. It’s an all-alloy, naturally aspirated (non-turbo) design producing 126kW at 6600rpm and 205Nm at 4800rpm.

Versions of this engine are also used in the Toyota Corolla, RAV4, and Camry, the relatively new (2018) unit featuring dual ‘VVT-i’ (Variable Valve Timing-intelligence) managed by an electric motor on the intake side and conventional hydraulic actuation on the exhaust side, plus a combination of direct- and port-injection, as well as electronic throttle control.

Drive goes to the front wheels via a Continuously Variable Transmission (CVT), with a conventional first gear added to aid take-off, and ‘steps’ to mimic normal ratios accessible via wheel-mounted paddles. More on those in the driving section.

There are two hybrid powertrains available. Coming next year, the LM500h combines a 2.4-litre turbocharged petrol engine and a hybrid setup, making for power and torque of 202kW and 460Nm respectively. It is all-wheel drive and is paired with a six-speed automatic transmission.

The LM350h comes with a 2.5-litre naturally aspirated petrol engine and a parallel hybrid system, offering up a total system output of 140kW and 239Nm. The 350h comes in front or all-wheel-drive guise and uses a continuously variable transmission (CVT).

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 5.8L/100km, the UX 200 emitting 132g/km of CO2 in the process.

This time around we had several weeks with the car, staying mainly within the urban environment (thank you COVID-19), with some brief freeway running thrown in, and we recorded an average of 8.9L/100km, which is a solid miss on the factory claim, but still good enough to deliver a range well in excess of 500km between fills.

Another plus is a minimum fuel requirement of 91 RON ‘standard’ unleaded, and you’ll need 47 litres of it to fill the tank.

As you’d hope with an all-hybrid line-up, the LM excels when it comes to combined cycle fuel efficiency. The 350h FWD sips just 5.5 litres per 100 kilometres, while the AWD version is 5.6L/100km. The 500h is a little thirstier at 6.6L. 

Our drive was so brief we did not get to record an on-test fuel figure.

The theoretical range of the LM, considering the 60-litre fuel tank and 5.5L/100km (350h) and 6.6L/100km (500h) fuel consumption figures is about 1000km.

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.  

As mentioned earlier, I spent much more time in the second row as a passenger than I did behind the wheel of the LM350h. But it was enough time to capture some initial high-level drive impressions.

But let’s start in the rear. The ride in the second row is comfortable - as you’d hope. Our trek from Melbourne’s inner north down to the Mornington Peninsula included a lot of freeway, which was smooth. The only thing that disturbed the peace was a chunky bridge join that caused a bit of a thump. But we were hardly disturbed. 

Back in the driver’s seat, there’s a lot to like about how the LM350h drives. First of all, it feels smaller on the road than its ample dimensions would otherwise suggest. It even feels relatively light on the road. 

After the LM, I drove a Mercedes-Benz EQE SUV that has a similar kerb weight (the Lexus is about 2.4 tonnes), and the LM felt lighter.  

The hybrid powertrain is responsive enough, offering decent acceleration from a standing start. The more potent 500h will of course be quicker.

The transition from electric to petrol propulsion is pretty smooth in Lexus (and Toyota) models these days, and the additional noise-deadening materials in the LM ensure it’s subtle.

The 2.5-litre petrol engine is really only noticeable when accelerating hard, and the CVT a slight drone, but it’s in no way unpleasant. 

Otherwise it’s a superbly refined and quiet cabin on all but the absolute worst road surfaces. Whisper quiet power windows adds to that feeling of luxurious refinement.

Given the brief time behind the wheel, we didn’t get to test the handling capability of the LM, so that might have to wait for a review in the New Year. 

The steering is heavily weighted and doesn’t feel overly responsive, but it’s perfectly suited to this sort of vehicle.

That supple ride we experienced in the rear was also evident behind the wheel.

This was especially impressive on a couple of pock-marked peninsular back roads. The ride is also much more compliant than the Mercedes-Benz EQV I tested early in 2023.

The LM is yet to be crash tested by ANCAP, and it is unclear if it will be given the fact that it’s a niche model. However, as with other current Lexus models, it has a long list of standard safety gear.

The safety suite, including intersection assist, and a pre-collision system with vehicle, pedestrian, bicyclist and daytime motorcyclist detection.

It also comes with emergency steering assist, full-speed radar cruise control, ‘Curve Speed Reduction’, ‘Lane Trace Assist’ with lane-departure alert, automatic high beam, ‘Road-Sign Assist’ (speed signs only), ‘Emergency Driver Stop System’, a blind-spot monitor and rear cross-traffic alert.

From its arrival in Australia in the late ‘80s, Lexus has made the ownership experience a high priority. In some areas it’s still at, or near the top of the after-sales class, but in others the grades are slipping. 

For example, the standard Lexus warranty in Australia is four years/100,000km. When you have both luxury newcomer, Genesis, and the most established of them all, Mercedes-Benz, at five years/unlimited km, that offer is off the pace.

Sure Audi, BMW, and others are at three years/unlimited km, but the game has moved on for those brands, too. Plus, the mainstream market standard is now five years/unlimited km, with some at seven years.

On the other hand, the ‘Lexus Encore Privileges’ program provides 24-hour roadside assistance for the duration of the warranty, as well as access to owner events and special offers.

A flat tyre during our time with the UX offered a glimpse of that experience, with a flat-bed arriving to take the wounded F Sport away, returning it the next day, ready to roll. Very nice.  

Service is scheduled for 12 months/15,000km (whichever comes first). The first service is free, the second is $631, the third $523, and the fourth $631.

A Lexus loan car is provided while your pride and joy is in the workshop, or a pick-up and return option (from home or office) is available. You’ll also receive a complimentary wash and interior vacuum. Not bad.

When you buy a Lexus, you get a bit more than a car. The brand has a customer loyalty program - Lexus Encore - and depending on what model you buy, you are eligible for some pretty cool discounts, bonuses and experiences. 

There are three tiers, depending on your model. UX, NX, RX and ES fall under regular Encore, and electric models the RZ and UX300e sit beneath Electrified Benefits. But the LM, as well as the LS, LC and LX are under Encore Platinum - the top tier. 

That means access to the ‘On Demand’ program that allows access to another Lexus model for a few days or longer. So if you own an LC Convertible but need an RX for a few days to ferry people around, that’s all free. There’s valet parking service loans and more.

It also includes upgrades at Lexus partners. Our launch took us to Jackalope Hotel on the Mornington Peninsula, which is a Lexus partner, and you can get a bunch of extras here as a Lexus owner that other guests won’t get.

In terms of other ownership details, the LM is covered by a five-year, unlimited-kilometre warranty, and the servicing schedule is every 12 months or 15,000km.

Lexus is yet to announce the capped-price servicing details for LM, but it is expected to cover five years, and should be in the vicinity of approximately $700 per service.