They were interesting times when - in the late 80s - Toyota introduced its ‘posh’ division; Lexus . The extra quality, the refinement - the aspirations – all shone through. But only if you wanted the big (slightly blandly-styled), LS400 with its top-spec electronics and swish ride.
How things change. The strategy worked and today the range has expanded into all corners of the market, from the brand’s big, luxury LM MPV, through the latest (much sleeker) LS, the mid-range RX and RZ SUVs, and the smaller NX and UX.
The LBX is the brand’s smallest ever offering and - just like the LS400 in those far-off days - it oozes class. It’s very refined, beautifully built, crammed with equipment, plush and good to drive. It looks stylish too.
We drove the £39,255 Takumi Design model (the LBX range starts at £29,995 for the Urban model), crammed with equipment including (of course) a full suite of safety aids, along with adaptive high beam, intelligent park assist, a punchy 13-speaker surround-sound system, 12.3-inch display (9.8 inches in lesser models) and most other automotive creature comforts. The big achievement here is a ‘big car’ feel in a much smaller, city-friendly package.
Powered by a 1.5-litre three-cylinder hybrid ‘borrowed’ from the Toyota Yaris, and tuned for a little more power, the LBX has plenty of oomph, accelerating from 0-62mph in 9.2 seconds for the front wheel drive model (9.6 for the £40,555 all-wheel drive Takumi Design model), giving a top speed of 106 mph.
Electric dreams
Unlike some hybrids the LBX meets the dream of being able to travel short distances on electricity alone, increasing its sense of refinement, sophistication and ‘greeness’. When the petrol engine does cut in it’s still refined; it’s hard to tell that it is, in fact, a three-cylinder engine, unlike some rivals’ offerings.
In town the LBX (which apparently stands for Lexus Breakthrough Crossover) feels pleasingly nippy and serene, riding speed ramps well. The steering feels nice and direct too. The view out is OK, the seating comfortable; this is a small car in which driver and passengers feel truly cosseted.
Befitting the Lexus brand, all the controls feel nicely weighted, with luxurious, smooth actions. The electric window switches are a marvel; the windows race up and down, almost silently, at the dab of a button. I like the internal door-release catches too; they require a positive push from your thumb - rather than a yank - to open the doors. It all feels very solid, built to last.
The ride is slightly on the firmer side so you’re aware of broken, rough surfaces, but the sensation seldom intrudes on the peace and quiet. There’s some wind and tyre noise and higher speeds, but nothing that would put you off.
Unlike some Lexus models of old, the LBX is fun to drive on the twisties; it’s not particularly sporty, but is reasonably engaging, despite a little body roll.
Inside job
Just as the exterior of the LBX looks ‘premium’, so does the inside, where Lexus made a great job of the fit and finish, which is superb. The materials feel plush and expensive, the ambient lighting in the Takumi Design soothing at night. All is peace, all is calm.
The screen is possible to use without having to delve into the user manual, making it possible to connect easily to Apple CarPlay, for instance. Electric seat adjustment - including adjustable lumbar support - makes it easy to find the best position. Manoeuvring is made easier with front and rear sensors, as well as a reversing camera.
Niggles? It’s not particularly spacious in the rear seats; door bins aren’t overly large, neither is the glove box. There is, however, 402 litres of boot space.
Despite all the luxury, all the kit, one of the LBX’s trump cards is its great economy; a claimed 61.4-62.7 mpg on the combined cycle. In real driving conditions that might prove elusive but it is indicative of a truly frugal car all the same. CO2 emissions are just 102-108, making it more friendly in the city.
The LBX offers that sought-after luxury, premium feel of a big motor, in a small, pleasingly-styled, city-friendly package. At a price.
The facts
£39,255 (range starts at £29,995)
Top speed: 106 mph
0-62 mph: 9.2 seconds
Combined cycle MPG (claimed): 61.4-62.7
Combined cycle CO2 emissions: 102-108
Subaru Impreza WRC - the car behind the legend
Book review
If tracing automotive brands’ - or individual models’ - history and development is your thing, it doesn’t get much better than Porter Press International’s Great Cars series.
Always lavishly illustrated, beautifully printed and with the aim of gracing car enthusiasts’ coffee tables, the latest in the line (number 17 ) goes into forensic detail on the famous Subaru Impreza P8 WRC, the car that gave legendary Colin McRae his 1997 win in the Safari Rally.
Written by Ian Wagstaff, the book describes the car’s 1997 debut event - and how it would only ever be used twice more by the factory, in Argentina where Colin finished second and in Indonesia, where he led, before crashing out.
Befitting such an accomplished car, P8 WRC passed into private hands and continued to be campaigned in national and local rallies for years, albeit with changes to its original set-up.
The book probes the car’s conquest of world rallying, alongside Subaru and Prodrive’s 1997 World Rally Championship, and goes into the ‘works’ history of P8 in amazing detail. It even documents the car’s three-year Prodrive restoration, returning it to its winning specification.
Also included are the story of Prodrive, the background and history of the Safari rally, and the later years of Subaru rallying, from 1998 to 2008. There are more than 350 colour photographs, alongside documents and technical drawings revealing the true magic of the car.
Published by Porter Press, it costs £69; definitely one for rallying enthusiasts.
Reviewed by David Williams
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