Lexus UX250H vs Toyota RAV4

What's the difference?

Most cars get worse as they age as their makers try and save pennies by scrimping on quality and features. But the reverse seems to be true for the Lexus UX.

The 250h Luxury 2WD we tested is the car that the brand should have launched with back in 2018, with an appealing balance of performance and economy, comfort and sporty handling, as well as refinement and features. The UX has finally come of age.

The RAV4 is undeniably better than the last generation, and brings with it a level of driving refinement the most popular car in the world should have.

It also levels up its tech without falling into the overcomplicated, messy systems newcomers to the market think will impress buyers. While the base GX is a sound option, the few extra mod cons in the GXL are worth the extra cash.

But its lack of ANCAP rating is surely a point of anxiety for Toyota, and while the safety systems seem sound, we can’t definitively say this RAV4 is as safe as Toyota claims it is.

If you’re willing to trust Toyota on that, you’ll find a very enjoyable car that’s uncomplicated and efficient. But if those five stars from ANCAP matter to you, give it a few months and see how the new RAV4 performs before you put your money down.

A hefty portion of the UX’s engineering underneath is shared with the popular Toyota C-HR. Not that you would necessarily know that by glancing at it.

Even five years on from launch, the current model looks slick and contemporary, and it seems to have informed the styling of newer, larger Lexus SUVs like the latest NX.

Not that you’d call the UX an SUV – it’s very much a higher-riding hatchback, with a ho-hum 160mm of ground clearance.

To put that in perspective, other crossovers are taller: the GLA has 213mm, while Subaru’s new Crosstrek boasts 220mm. At least the UX’s is loftier than the C-HR and its pitiful 137mm.

That said, the angular wheel arches and wide-track stance serves the Lexus well.

Each RAV4 in the range is more visually distinct than before, but most variants feature a similar honeycomb grille that’s a departure from the ‘safe’ design language Toyota is known for.

The outlier is the Edge variant, which gets a more traditional front-end treatment as well as its 20mm wider wheel tracks to go along with the intended purpose of light off-roading.

Despite the fact Toyota has clearly tried not to change the new RAV4 too much in too many ways compared to the last generation (and why would you when it was already so popular), the new design feels a little more adventurous.

It includes elements of Toyota’s latest design language including the ‘c-shaped’ headlights and more streamlined tail-lights but retains the overall size and shape of the RAV4.

The RAV4 is 4600mm long, 1855mm wide and 1680mm tall, a very similar size to before and as such its interior feels similarly spacious.

Inside, the layout is tidy with a little more visual distinction for controls than the last-gen RAV4.

Updated, sleeker buttons and controls replace the ageing fixtures and large screens make the mid-size SUV feel much more up to modern standards.

The UX’s compact crossover-esque hatchback proportions have implications inside. Inevitably, this is no larger than the (related) Toyota Corolla, despite having the higher seating position.

Beyond that, though, the 2023 model highlights how Lexus has made its so-called ‘gateway’ model better than before.

For starters, despite being the base grade, this UX has a properly premium ambience, backed up by exceptional fit and finish.

From a sensory perspective, the UX looks, smells, feels and sounds like a Lexus should. And by the latter, we mean the cabin is pleasingly isolated from the outside world.

The overhauled touchscreen and multimedia system is a huge step forward for the series. The larger new display looks great and works well – what a monumental improvement over the infuriatingly fiddly old set-up. It’s difficult to see how they’ll improve it. Dependable and glitch-free. Are you listening, all European manufacturers?

Meanwhile, the carryover parts that worked well enough before continue to impress.

The UX’s front seats are sumptuous in their cushy softness and comfort, yet provide sufficient support over longer driving distances.

There’s also the excellent driving position, with most switchgear within grasp. There’s just enough space for taller people to settle in nicely up front. And the basics like ventilation and storage are thoughtfully executed. The climate in the UX is always fine.

Negatives? Don’t worry, we’ve identified several.

As mentioned earlier, the now-better-equipped Luxury does have all the essentials. But for a car that’s approaching $60K-drive-away, we’d expect kerb-side mirrors that dip down when reversing to avoid damaging alloys against gutters; we couldn’t get ours to auto-fold when locking up, either.

Driver vision out isn’t great. Thick pillars and that rising shoulder line make changing lanes and reversing a technology-reliant affair, as it’s difficult to see objects that are too-easily obscured. For the same reasons, a front camera would be useful in this grade.

Others might expect a sunroof, or cooled seats that massage, or a head-up display for the instrumentation, but we’d argue that they’re hardly necessities. Lexus has to upsell buyers to something.

Moving on to the back-seat area betrays the UX’s compactness most.

The back doors have small apertures. Entry/egress is challenging for folk with long legs. Legroom is tight, and three adults abreast would be a struggle, so it’s best to treat the littlest Lexus crossover as a four-seater.

Yet headroom is fine, the appearance and finish remain first class as it is up front, and the basics are all present – air vents, grab handles, coat hooks, overhead lighting, one map pocket, centre armrest with cupholders, two USB outlets, and windows that wind all the way down. Narrow front seats aid with light, vision and ambience, too.

Further back, the luggage area is pretty petite for an SUV, though the boot is (slightly) larger than the Corolla and Mazda3’s. That powered tailgate is useful if your arms are full, but the loading lip is high.

Normal boot floor depth is shallow but most of that flooring can be removed to reveal a hidden compartment underneath.

Small side pockets are also useful. You’ll find a 240V outlet. Bag hooks and floor tie-down hooks are fitted.

And – being a hybrid – there’s no spare wheel, just a tyre inflation kit. And the flimsy cargo cover is there only to keep prying eyes out.

Not big on utility, then, but the UX is true to its role as a Lexus in concentrate form.

But despite the sleeker look inside the new RAV4, Toyota hasn’t fallen into the trap of shoving as many digital features into the system as possible.

Many newcomer brands create confusing digital environments by having menus upon menus filled with options and features, but Toyota has avoided this by retaining a simple, almost siloed system.

In the multimedia display, navigation, media, phone and settings are the key shortcuts visible down the side of the screen, though a customisable home screen allows you to make the system your own.

It’s far preferable to the many sub-menus and confusing layouts some manufacturers (especially newcomers) use, and means you’re able to focus on driving.

There are also still plenty of physical controls for the key functions of the car, no need to go into digital settings to sort your drive mode or climate.

The new system, dubbed 'Arene' by Toyota, is a much-needed update for the RAV4, bringing it into the current decade when it comes to tech.

Its voice command system is still a little too keen to interrupt, but the general function is extremely easy to get acquainted with.

The interior is also physically extremely sensible, with good vision and light thanks to a low dashboard and large windows, well-considered ergonomic positioning, comfortable seats and storage options.

The centre console storage bin lid is also able to be opened from either side, or removed and flipped between a hard plastic surface or cushioned elbow rest, though a bit of non-slip surface on the plastic side wouldn't go astray.

Behind the front seats, the second row passengers don’t have a massive amount of amenity, but are far from cramped. The vents, armrest with cupholder, bottle storage in the door and document holder on the backs of the seats are all quite standard, though the outboard seats are heated in the top spec Cruiser.

Behind that, a huge 705L of space in the boot includes a netted pocket if you opt for the Edge grade, plus there's a proper spare wheel under the boot floor. Wins all round.

The RAV4 is more expensive than it was before. Of course it is.

That’s because it comes with more stuff, and it’s got new oily bits and more software to play with, plus everything gets more expensive anyway, right?

There are five trim levels, most with 2WD or AWD options and the base GX starts from $45,990, before on-road costs, in 2WD guise - a few thousand more than before.

Standard kit isn’t mind-blowing compared with a lot of newcomers to the market, but for an established model like the RAV4 it’s expected.

The GX (which can be had in AWD for $49,340) comes with 17-inch dark grey alloy wheels, LED headlights, dual-zone climate control, a 10.5-inch touchscreen display for multimedia, a 12.3-inch digital instrument cluster, fabric upholstery, six-speaker audio and five USB-C ports plus wireless Apple CarPlay and Android Auto.

If you opt for all-wheel drive, you also get downhill assist control and 'Trail' and 'Snow' drive modes.

Importantly, the RAV4 comes with a spare wheel, though on the GX it’s just a space-saver which costs $300 to upgrade to a full-sizer.

The $48,990 GXL adds 18-inch alloy wheels, privacy tinting, an eight-way powered driver’s seat, rain-sensing wipers and a wireless smartphone charger. That one’s $52,340 in AWD guise.

The Edge is $55,340, comes in AWD-only, and has its own front-end design plus 18-inch dark matt grey metallic alloy wheels on a 20mm wider track, plus a larger 12.9-inch touchscreen, premium trim, heated seats, illuminated entry and a power tailgate. It’s the variant Toyota says is more aimed at light off-roading than its siblings.

The XSE is also AWD-only and starts at $58,340, with 20-inch black alloy wheels, better LED headlights, a surround view parking monitor and two-tone paint. It also has synthetic leather and suede sports front seats with contrast stitching and three-stage front seat heating and ventilation, plus a sunroof. Front and rear bumpers feature integrated skid plates on the XSE.

The Cruiser is available as a 2WD from $56,990, or AWD from $60,340, and adds 20-inch machined black alloy wheels, high-grade LED headlights, leather-accented seat trim, a head-up display, digital rearview mirror, heated outboard rear seats, powered tailgate with kick sensor, another wireless smartphone charger and a premium nine-speaker JBL audio system.

The UX’s Corolla/C-HR connection continues with its 2.0-litre (1987cc) twin-cam four-cylinder petrol engine, delivering 107kW of power at 6000rpm and 188Nm of torque between 4400 and 5200rpm.

The 250h Luxury pairs that with an 80kW/202Nm permanent magnet motor and 1.4kWh Ni-MH battery, for a combined power output of 135kW. A second, rear-mounted motor is available in higher grades, providing all-wheel drive. But not in this Luxury guise.

As with most Toyota and Lexus hybrids, charging is only via the petrol engine and recuperated energy from braking. Electric-only drive is only offered during brief spells of low-speed light-throttle driving, or off-throttle coasting where conditions allow.

Drive is sent to the front wheels via an electronically-controlled continuously variable transmission (CVT). Three modes are offered – 'Eco', 'Normal' and 'Sport'.

Tipping the scales at 1625kg (kerb), the 250h Luxury offers a power-to-weight ratio of nearly 83.1kW per tonne. That’s a hefty output for a hybrid. Top speed is 177km/h, with 0-100km/h needing 8.5 seconds.

Underpinning that performance is a MacPherson-style strut-front and a multi-link rear suspension set-up.

The 2.5-litre four-cylinder engine with series-parallel hybrid is less powerful than before, but Toyota says it did this for better efficiency and has made up for it with improvements to the battery and electric motors.

The figures are now 143kW and 221Nm (in 2WD and AWD variants), the power down from 160kW in the last generation. All RAV4s still use a continuously variable transmission (CVT).

Basically, lower numbers, but performance on par with the current RAV4 Hybrid according to Toyota.

Officially, the 250h averages an impressive 4.5 litres per 100km on the combined cycle, which is just 103 grams per kilometre of carbon-dioxide emissions.

Now, out in the real world, with plenty of inner-city and urban driving as well as a spell of fast highway runs punctuated by some very heavy-footed acceleration, we managed just under 7.4L/100km pump-to-pump.

That’s not too bad given how hard our UX was caned. The trip meter showed 5.6L/100km over the same distance (nearly 400km).

This is one Lexus hybrid that will happily sip from the standard 91 RON unleaded petrol pump. With a fuel tank capacity of a smallish 43 litres, expect a range of between 930km and 1000km.

For a luxury small crossover, these are economical figures.

The new RAV4’s efficiency is of much interest, obviously, and with figures claimed at 0.2L less per 100km over the last RAV4, it’s another case of incremental improvements.

The 2WD comes with a claimed 4.5L/100km, the AWD with 4.6L. During testing we saw numbers as low as 6.8L and 6.9L, respectively, and that was giving it the beans in some pretty twisty mountain roads.

Keep in mind the RAV4 needs 95 RON minimum now, rather than the 91 RON it could deal with before.

Before driving the 2023 UX250h hybrid, there was some trepidation.

All versions of the original series from 2018 were tested previously, and in every one bar the base 200 on small wheels and tyres, none lived up to the promise of a premium Lexus crossover. A harsh ride, excessive noise intrusion and dull handling made this model a disappointment.

That’s all in the past, thankfully, thanks to a sustained program to save the UX from mediocrity. The company really got the basics wrong the first time around with the horrid CT200h predecessor back in 2011, so we imagine that it would be damned if this was going down the same sorry path again.

In the 250h Luxury, as reviewed here, it is difficult to objectively fault the way everything works and drives.

Let’s start with performance. Even in Normal or Eco mode, the UX steps off the line briskly, and initially at least, it’s the electric motor and battery that silently whooshes the car forward.

If you’re gentle, you can reach speeds of up to about 40km/h before the petrol engine chimes in unobtrusively.

Beyond that, there’s a stream of electric power you can feel, keeping the acceleration coming on strong, even as speeds rise above 100km/h.

This is also true for Sport mode, except that it all happens a bit quicker and earlier, and with extra urge.

And the welcome news here is that the CVT doesn’t really make the engine sound too droney, unless the driver is mashing the pedal to the metal.

Travelling along at normal urban speeds, there’s a seamless transition from electric-enhanced petrol propulsion back to electric-only if the conditions are right – such as when coasting off-throttle.

This is most common in heavier traffic, and the resulting smoothness and quietness adds to a refined and relaxed experience.

About our only objection is when you apply the brakes. In our test car, they felt a little on/off, like a switch. At times, they seemed too grabby for smooth stopping.

That said, the driver can downshift using the gear lever to provide powertrain braking, to help minimise snatchiness.

Road noise seems to be more muted than before, supporting Lexus’ claims that retuning the suspension and beefing up the structure/chassis has helped with refinement.

We wouldn’t say the UX is at the top of the class for quietness, especially on Australia’s coarse-bitumen highways, but now things have hushed sufficiently enough for a crossover purporting to be a premium.

Where the suspension changes really transform the UX, at least on the 215/60R17 tyres the Luxury wears, is how much softer and comfier the ride is.

Where before there was suddenness there’s now suppleness, substantially improving the experience. We wonder whether the bigger-wheeled rubber the richer grades receive are as well-resolved.

As the 250h Luxury is not trying to be a hot hatch, the resulting body lean through fast corners is a happy trade-off, though it’s not so roly-poly that handling composure is adversely affected.

Plus, the steering – while light and easy at parking speeds – still offers enough response and feedback for most drivers to enjoy taking the UX for a cross-country blast once in a while.

To that end, the steering’s weighting does increase in Sport mode… though you won’t be selling your Peugeot 205 GTi for one just yet, but that previous dullness is history. In fact, whether behind the wheel or ensconced in one of the inviting outboard seats, the UX250h as a whole is a much sunnier experience all-round than before.

Put it this way - the RAV4 doesn’t feel like it’s lacking power. Despite the lower output, the new generation car doesn’t seem to struggle with having enough pick-up to keep moving along, even in spirited driving.

The first time I properly took off it surprised me with how punchy the response was. And from there on the new RAV continued to impress.

It’s one of a few things that, dare I say, makes the RAV4 rather fun to drive.

Like its predecessor, it’s built on the 'TNGA' platform, which underpins pretty much everything Toyota builds these days.

It’s a well-sorted basis for a car, making even this relatively large family SUV feel nimble.

Some changes to the suspension help here, too. New geometry and spring and damper rates mean the RAV4 is sharper and better controlled than before.

That control comes with the trade-off that it’s not always cloud-soft, but given Australian preferences and the need to keep the rubber on our rough as guts roads, Toyota has the balance right here.

It also hasn’t seemed to matter massively whether the RAV4 is front- or all-wheel drive even in the wet on twisty Tassie roads. The 2WD requires a little more care being flung into corners but the mid-sizer holds its own well enough.

There’s clearly more ability in the RAV4 than it’ll make known, almost as to keep the driver behaving safely just in case, while being confident in knowing the RAV4 is more capable than many will ever find out.

It’s handled high speeds, sharp corners and unsealed roads to a higher degree than anyone would reasonably expect of a family SUV.

It helps that the steering, throttle and braking are all well-calibrated. Planting your foot brings urgency without a jolt, there’s no guesswork in the steering and the brakes won’t have you lurching at a tap but can pull you up rather rapidly if needed.

It’s easy to drive, which is pretty big compliment and surely one of the key goals for the engineering team.

Toyota doesn’t have an ANCAP rating for the RAV4 yet, which is a massive problem for the brand, especially for its fleet buyers.

The systems in place seem pretty sound, and the brand says it’s the safest RAV4 yet.

We have no reason to doubt that, but we can’t just take a manufacturer at their word, that’s why ANCAP exists.

Eight airbags, AEB pre-collision, emergency steering assist, full-speed active cruise control, front and rear cross traffic alert, lane trace, automatic high beam, parking support brake and blind spot monitor are all standard across the range, which is a plus.

It’s also all quite well programmed.

From behind the wheel, you’ll notice persistent but gentle steering wheel nudges when approaching the shoulder, and occasional chimes for driver distraction when using the main screen, but otherwise it’s very well calibrated and cements the experience Toyota has with making its systems easy to use.

Lexus offers a five-year/unlimited kilometre warranty and roadside assistance.

Service intervals are at 12 months or 15,000km.

The first three scheduled services are capped at $495 each, with the work carried out detailed online.

Toyota’s standard five-year/unlimited kilometre warranty is not just disappointing compared to other mainstream brands, but should be much higher given the brand is the biggest in the country (and world) and trades on its reputation for reliability.

The warranty can be extended to seven years from delivery if you maintain your logbook servicing with Toyota dealerships, but even then it falls short of Nissan and Mitsubishi’s 10-year (also servicing-conditional) warranties.

Capped-price servicing costs $325 per service and is available for five years or 75,000km, with intervals every 12 months or 15,000km.

Toyota boast a long-established national network of around 300 dealers covering all states and territories including major cities and key regional and rural centres.