Motor Trend - USA (2020-01)

SUVOTY I Contenders

Vehicle Layout 200 Front-engine, FWD, 5-pass, 4-door SUV 250h F-Sport Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 200 2.0L

DOHC 16-valve I-4/1-speed auto + cont variable auto 250h F-Sport 2.0L Atkinson-cycle DOHC 16-valve I-4 plus fr/rr elec motors/1-speed auto

+ cont variable auto Curb Weight (F/R Dist) 200 3,327 lb (60/40%) 250h F-Sport 3,626 lb (57/43%) Wheelbase 103.9 in Length x Width x Height

177.0 x 72.4 x 60.0 in Energy Consumption, City/Hwy 200 116/91 kW-hr/100 miles 250h F-Sport 82/89 kW-hr/100 miles CO2 Emissions, Comb 200

0.60 lb/mile 250h F-Sport 0.49 lb/mile

SPECS 2019 Lexus UX 200 2019 Lexus UX 250h F-Sport

Base Price/As Tested $33,175/$40,450 $37,175/$42,685

Power (SAE net) 169 hp @ 6,600 rpm 143 hp @ 6,000 rpm + elec motor; 181 hp comb

Torque (SAE net) 151 lb-ft @ 4,800 rpm 132 lb-ft @ 4,400 rpm + elec motor

Accel, 0-60 mph 8.5 sec 8.3 sec

Quarter Mile 16.5 sec @ 85.6 mph 16.3 sec @ 87.3 mph

Braking, 60-0 mph 129 ft 128 ft

Lateral Acceleration 0.78 g (avg) 0.80 g (avg)

MT Figure Eight 28.2 sec @ 0.62 g (avg) 28.1 sec @ 0.62 g (avg)

EPA City/Hwy/Comb 29/37/33 mpg 41/38/39 mpg

A

lthough priced in line with

the outgoing CT 200h

hatchback, the Lexus

UX isn’t so much an entr y sport

utility—especially when there’s no

AWD option on the base engine—

as it is a tall compact hatchback.

“The UX is an unbelievable

value,” the proudly frugal Zach

Gale said. But Seabaugh called

the UX “truly disappointing” by

the same metric.

The smooth CVT (one the best

executions we’ve found) will make

a stop-and-go commute much

Loh defended the UX’s use

case for drivers who might like

the high seating position and

fashion-forward styler.

All this aside, you still need

to look at it ever y morning. You

might be used to the grille by

now, but the manga-influenced

lines are startling. But some folks

see the beauty in such beasts.

Mark Rechtin

oval that mimics snowdrifts. The

hybrid’s AWD system even over-

heated, requiring a tow.

Inside, Lexus did its homework.

The driver’s surroundings are

“modern and handsome, with

clear investment and quality fit/

finish,” Loh said. However, the rear

door aperture is tiny, and second

row is claustrophobic. The UX

200’s hatch area is trifling.

easier. Fuel economy is about the

best you can find for a crossover

from a premium brand.

However, it’s downright cynical

that a luxury brand would offer

an engine with a meager, thrashy

169 hp and 151 lb-ft of torque. “I

refuse to believe it hits 60 in 8.5

seconds,” Evans said. Plus, the

UX’s jarring ride—thanks to its

economy car roots—is appalling.

Lexus doesn’t give ground

clearance measurements for

the UX; all we know is we got

repeatedly stuck in the silty-sand

PRO Decent value story • Fantastic fuel economy • Smooth transmission

CON Gutless powertrains • Molar-rattling ride • Useless in snow/dirt

Lexus UX

Vehicle Layout Front-engine, AWD, 5-pass, 4-door SUV Engine/Transmission 2.0L turbo DOHC 16-valve I-4/9-speed automatic Curb Weight (F/R Dist)

P250 4,300 lb (59/41%) P300 HSE 4,394 lb (59/41%) Wheelbase 105.6 in Length x Width x Height 172.1 x 75.0 x 64.9 in Energy Consumption, City/Hwy P250

169/125 kW-hr/100 miles P300 HSE 160/130 kW-hr/100 miles CO2 Emissions, Comb P250 0.86 lb/mile P300 HSE 0.84 lb/mile

SPECS Range Rover Evoque P250 Range Rover Evoque P300 HSE (R-Dynamic)

Base Price/As Tested $43,645/$59,215 $56,795/$67,190

Power (SAE net) 246 hp @ 5,500 rpm 296 hp @ 5,500 rpm

Torque (SAE net) 269 lb-ft @ 1,300 rpm 295 lb-ft @ 1,500 rpm

Accel, 0-60 mph 9.0 sec 8.1 sec

Quarter Mile 16.8 sec @ 81.3 mph 16.2 sec @ 84.5 mph

Braking, 60-0 mph 129 ft 129 ft

Lateral Acceleration 0.77 g (avg) 0.80 g (avg)

MT Figure Eight 28.5 sec @ 0.62 g (avg) 27.9 sec @ 0.63 g (avg)

EPA City/Hwy/Comb 20/27/23 mpg 21/26/23 mpg

O

f the half-dozen former Of

The Year winners present

at our 2020 event, the

Range Rover Evoque looks and

feels like it has changed the least.

Several judges had a hard time

believing this edition actually

rides on a new platform and isn’t

just a midcycle update.

That said, the Evoque remains

a crowd pleaser. This is still a

sharp and distinct product,

obviously a Land Rover but a

standout in a sea of two-row

luxury crossovers. Its price,

unfortunately, also stands out—

reaching $67,190 as-tested.

What do you get for that

kind of dosh? The interior, which

continues to be a grab bag of

Jaguar and Land Rover parts,

nonetheless looks hip and

modern with its digital instrument

screen, pop-up infotainment

screen, and combination analog/

digital lower control screen.

Judges were particularly fond

of the tweed inserts on the P300

HSE R-Dynamic’s doors, seats,

and center-console armrest.

Quality issues, though, soured

them. The P250’s head-up display

buzzed on poor pavement, and

the P300’s snazzy steering wheel

stitching was coming undone. The

double touchscreen setup in both

vehicles was a bit slow and had a

tendency to freeze momentarily,

and the P300’s screens required

a full 20 seconds to boot up af ter

engine start.

This dynamic carried over

to driving impressions, as well.

Treated like a Land Rover, it made

us all fans on the off-road course.

On-road, Cortina, Priddle, and

Seabaugh each specifically

praised its nimbleness—but

then dissent began to creep in

again as judges took digs at the

“dimwitted” transmission and

over-stressed base P250 engine.

Then there’s the ride quality,

which received no better review

than “harsh” or “rough.”

Whereas the original Evoque

was a home run, the new one is a

solid double. Unfortunately, it’s

still priced like a home run.

Scott Evans

PRO Hasn’t lost its looks • Or its sporty handling • Or its off-road chops

CON It costs how much? • Jittery on-road ride • Quality concerns already

Land Rover Range Rover Evoque

P250

250h