Lexus UX250H vs Volvo XC90

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.

It’s a credit to Volvo that the XC90 feels like a new car, even with its older underpinnings. This latest update has successfully addressed areas that needed the most attention, namely the multimedia system, interior and exterior design. The electric driving range now feels somewhat old school compared to the numbers some manufacturers can achieve these days. A lot of PHEVs now exceed 100km EV range and buyers are starting to expect that. And setting up the third row takes way too much effort to want to do it regularly. The new Volvo XC90 is a comfortable, engaging and properly premium family SUV and the updates have only improved what was already a solid offering.

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.

Back in early 2015, I attended the international launch of the second-generation Volvo XC90. At the time I thought it was a handsome SUV, with Volvo successfully interpreting what is essentially a big people-hauling box on wheels with typical Scandinavian flair.

There’s been a facelift since then, but this latest refresh brings the XC90 bang up to date.

New elements include a modern take on the 'Thor's Hammer' LED headlights, and a new bonnet and grille with an updated diagonal logo spread across the car's face. At the rear the only change is slightly darker tail-lights.

The new grille in particular looks great, and with all of the blacked-out elements of the T8 - grille, lower air intakes, parts of the apron, mirror caps, roof rails and window surrounds - it looks quite cool, especially contrasted with the test car's 'Crystal White' paint. It has elevated the overall look.

Inside, Volvo has made big changes, mostly with the dash and console. It retains the familiarity of other Volvos, but is much more in keeping with its new all-electric EX90 sibling.

It still has a horizontal theme, but with cool new vertical air vents. The new multimedia screen fits well into the dash layout, and isn’t over sized. It’s the ideal size at 11.2 inches. There are a few buttons underneath but not many.

The mix of materials used at the front of the cabin includes ‘Grey Ash’ wood, piano black, chrome, metal-look speakers, grey fabric and soft touch as well as hard plastics. It sounds like it would be too much but it works well.

Volvo has always been a leader when it comes to car seats and the new XC90 is no exception. The beautifully designed ventilated charcoal Nappa leather seats look and feel stunning. The tiny Swedish flag is a nice touch, too.

The engine start/stop button and the crystal selector add a touch of glamour to the cabin. Overall, the XC90 feels properly premium inside, still with a Scandinavian bent. Just lovely.

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.

Any dedicated seven-seat family SUV needs to nail practicality and when it comes to the Volvo XC90, there are clear pros and some surprising cons.

One of the many pros is the seats. As mentioned, they look schmick, but are also supremely comfortable and offer the perfect level of bolstering and support. The T8 has a seat adjustment memory function that can be programmed into the driver profiles that also tailors other functions to suit different drivers.

The quality of the materials and build quality of the cabin is largely impressive. Even the damping of the indicator stalk has a feeling of high-end quality.

Volvo’s digital instrument cluster is clear and easy to navigate, once you work out what the buttons on the steering wheel do. They don’t have words on them so it takes a while. The driver’s manual comes in handy for this.

The big story in the cabin is the new 11.2-inch multimedia display. Volvo uses a Google platform and the car comes with Google Services which includes Google Assistant voice control, Maps and Play.

I’m a fan of Apple CarPlay and once I have assessed a car’s in-house multimedia system I often defer to CarPlay. It’s simple and familiar. But aside from using CarPlay to connect once, I used Volvo’s system for the vast majority of my time with this car.

Logging into your Google account means your favourites come up on the map and there is no downside to functionality. If I had the car for longer I would've added Spotify to the system and logged into that, too, but I was happy listening to digital radio on the phenomenal 19-speaker Bowers & Wilkins sound system.

The screen takes some familiarisation, but once you understand the home keys and how to switch between apps, it’s a pleasure to use. It has a clear layout, nice graphics and is responsive. Yes, the air con controls are mostly housed in the screen, but if you tap the lower part of the screen the entire climate menu appears. It is light years ahead of Volvo’s previous screen set-up.

Most functions are housed in the screen, although there are buttons just under the screen for volume and audio on/off, front and rear demisters, hazard lights and a button to open the glove box.

Storage up front is just okay. The console houses shallow cupholders and a handy upright phone holder, as well as the device charging pad. It’s a shame there’s no under console storage, but the transmission tunnel might be too chunky for that.

The shallow central bin houses two USB-C ports and a 12-volt outlet. Bottle storage is decent in the front door cards.

The panoramic sunroof only has a sheer blind (it’s powered) which is less than ideal in a country like Australia. It’s been fine in winter but I’m curious to know what it’s like in the height of summer.

The second row features manual window blinds to keep your little ones cool.

There’s some back support for the second-row seats but the base is flat. Some of the seat fabric in that row looks like it doesn’t quite fit, but I think that’s the nature of the leather with the intricate designs.

In terms of space, there’s ample leg, toe and headroom, and the rear backrests recline for extra comfort on long trips. The bases roll forward and back and the seats are split 40/20/40.

Kids will likely fight over who has to sit in the middle seat because the combination of an intrusive transmission tunnel and the rear of the front centre console protruding into the space means it is not a great seat.

Occupants have access to chest and knee-level air vents, heated seat and digital climate controls, map pockets, two USB-C ports and a central fold-down armrest with a fiddly cupholder mechanism. The rear doors will only house small, narrow bottles.

Accessing the third row of the Volvo is challenging. For starters, to move the second row seats forward you need to use the lever at the top of the seat and the roller under the base to move them. And they are heavy seats. That leaves just enough of an aperture to get into the third row.

But first you have to raise the third row. Sadly there’s no lever in the boot area to quickly raise or lower the third-row seats. You have to either climb into the boot and reach for the lever at the top of the seats, or reach through the back door and try and raise them that way. And again, they are heavy.

It is a deeply unintuitive system and leaves you exhausted and frustrated. Especially when you consider other seven seaters have a much more functional and lightweight third-row arrangement.

Once in the third row, it’s clear it is for humans with tiny legs only. It is not a space appropriate for six-foot tall men like me, even for short distances. You do get ample headroom, air vents, cupholders and storage boxes on either side that open up to show a kid-friendly spider web design with a friendly looking spider. Cute!

The seats fold flat into the boot floor and the loading lip is level with the floor so loading heavy or long items should be a breeze. You can adjust the air suspension from the boot to lower the height further which is always a handy feature.

It comes with a solid cargo blind but you need to remove it if you want to raise the third row. When putting it back in, it catches on the third-row seat belts, so it’s not the best design.

In terms of boot features, the Volvo comes with a household charging cable that is housed neatly under the boot floor in a stylish bag. Many PHEVs and EVs still don’t have a dedicated spot to house a cable so you have to take up boot space with a chunky cable bag. Good job, Volvo.

It has a powered tailgate, a few nooks and a pair of 5.0kg hooks. However, it doesn’t have a spare wheel of any description. Just a tyre repair kit. This is due to packaging restrictions, but it’s never an ideal solution.

In terms of space, the Volvo can swallow 640 litres of cargo with the second row up and 301L with all three rows in place. That latter figure isn’t bad compared to some seven-seaters.

The pre-update XC90 soldiered on for 10 years and Volvo has, at various points, offered multiple powertrains, including a diesel. Not anymore.

Volvo now offers just two distinct powertrain grades for the XC90, the B5 Bright mild-hybrid from $104,990, before on-road costs, while the T8 plug-in hybrid I am testing tops the range at $130,990.

There’s an increase in cost over the pre-update versions of about $5000 for the B5 Bright and $2600 for the T8 PHEV, but the XC90 remains more affordable than rivals like the Audi Q7, BMW X5 and Mercedes-Benz GLE for equivalent grades.

On top of that, the Volvo is the only dedicated seven-seat premium plug-in hybrid SUV on the market.

The B5 Bright comes standard with a decent amount of gear including Google Services, keyless entry, a power tailgate, 12.0-inch digital driver’s display, wireless charging, powered front seats with heating, cooling and memory functions, wired Apple CarPlay and a new 11.2-inch digital touchscreen with over-the-air updates.

It also gets four-zone climate control, heated rear seats, a 360-degree camera and a crystal gear shifter by Orrefors.

Step up to the T8 PHEV and you gain a 19-speaker Bowers and Wilkins audio system, a panoramic sunroof, heated steering wheel and more.

There is a lot of standard gear packed into both XC90 grades. It can’t match the value of rivals like the Lexus RX and Genesis GV80 but it offers better value than some of those European rivals.

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.

Two powertrains are available in the new XC90, both with all-wheel drive.

The B5 Bright comes with a 2.0-litre four-cylinder turbo-petrol engine with 48-volt mild hybrid assistance offering 183kW of power and 350Nm of torque. It can dash from zero to 100km/h in 7.7 seconds.

The version I’m testing has a 233kW, 2.0-litre four-cylinder turbo-petrol engine with a plug-in hybrid system that uses a 107kW electric motor and an 18.8kWh, 400-volt battery.

The total system output for the T8 PHEV is 340kW and a meaty 709Nm. It uses an eight-speed automatic transmission. It can complete the 0-100km/h sprint in a brisk 5.3 seconds.

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 mild-hybrid XC90 B5 Bright has an official fuel use figure of 8.1 litres per 100 kilometres, which is on the thirsty side, although it is a 2.5-tonne SUV.

Officially, the XC90 T8 Plug In Hybrid sips just 1.8L/100km on the combined (urban/extra-urban) cycle, but as with any PHEVs, unless you charge your car religiously and never drive far enough to deplete the battery, that figure is extremely hard to achieve.

I charged the car regularly using my home wall charger (two to three hours for a full charge) and the fuel gauge barely moved.

After a week of mixed driving my final fuel economy figure was 3.4 litres per 100km, which isn’t too bad.

The XC90 T8 has a 3.6kW onboard charger and a Type 2 plug so it’s only capable of AC charging. It is not compatible with a DC source so no fast charging on the go.

The official electric driving range according to Volvo is 77km, which feels a little old school compared to the many PHEVs landing on the market now that have an EV driving range in excess of 100km.

The offical figure also seems somewhat optimistic because the most I got on a full charge was 60km. Anecdotally, I have heard it can get up to 70km after a charge, it just didn't get there in my time with the XC90.

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.

For a tall, large and heavy SUV, the XC90 has an excellent driving position. You feel hunkered down in the driver’s seat; it’s almost sporty!

Those healthy power and torque figures translate well on the road. It is properly quick off the mark and picks up pace rapidly when already at speed. You do need to work out the trigger point for the accelerator because if you give it too much it feels a little like a slingshot.

The transition between the electric motor and the petrol engine is noticeable, but it’s still smooth. It’s not harsh or clunky like some hybrids and PHEVs. Similarly, the eight-speed transmission is so smooth it rarely makes its presence felt. It's a lovely match for this powertrain.

On that, the cabin is incredibly well insulated. It’s a hushed ride at any speed. Again, you’ll hear the engine kick in but it has a nice note so that noise is welcome.

The powertrain has several driving modes including 'Pure' (EV only), 'Power' (for added performance) and 'Hybrid'. Hybrid is the go-to and 'Auto' allows the system to determine when the petrol engine kicks in. This is the best everyday mode.

Volvo understands the XC90 is more than just family transport and has engineered it in such a way that it offers a surprising level of dynamism.

It’s flatter in corners and bends than you expect of a car of this size and weight. It has a balanced chassis, likely helped by the air suspension, with minimal body roll and little lateral movement inside. Impressive.

It has enough grip on looser surfaces, aided by the all-wheel drive set-up.

The ride quality is more composed and refined at higher speeds, regardless of the road conditions, managing potholes and the like quite well. Volvo has tweaked the suspension tune as part of the update for this very reason.

At lower urban speeds, it’s not quite as calm. You’ll feel speed bumps and potholes and it's a little jiggly on rough surfaces. The low profile (275/35 R22) tyres are partly to blame here.

With that said, it’s not enough to dampen the overall XC90 drive experience. It is a lovely car to drive, whether cruising on freeways, country road blasts or city commuting.

Its underpinnings might be 10 years old, but the XC90 feels as fresh to drive as many of its rivals.

Volvo’s reputation for safety is hard to beat, so as expected the XC90 comes with a solid list of standard safety gear.

The safety tech includes auto emergency braking (AEB) with pedestrian, vehicle and cyclist detection, low-speed rear AEB, blind-spot monitoring with a cross-traffic alert and a ‘Run-off road Mitigation system’ that uses steering and braking to edge you back into the lane.

It also gets a front and rear collision warning, traffic jam assist, adaptive cruise control, lane keeping aid, tyre pressure monitoring, post-impact braking, an adjustable speed limiter and more.

One thing it doesn’t have is an ANCAP crash safety rating. It was awarded a maximum five stars back in 2015 but that rating has expired and Volvo says there are no plans for the car to be re-tested.

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.

The XC90 is covered by Volvo’s five-year, unlimited kilometre warranty, and the servicing schedule is every 12 months or 15,000km, whichever comes first. These are similar terms to other premium brands in Australia.

Buyers can opt for one of two capped-price servicing packs, costing $2380 for three years and $3870 for five years.

This pricing is a little more than the BMW X5 but quite a bit more affordable than the Mercedes-Benz GLE.

The Swedish brand used to have a reputation for over-priced servicing but it’s sharpened up its offer considerably in recent years.

Volvo has around 40 dealerships located across Australia and conducts its servicing in-house at the dealer.