Motor Trend - USA (2020-01)

(Antfer) #1

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
Free download pdf