Lexus LBX Morizo RR 2025 Review

To call the chairman of Toyota, Mr Akio Toyoda, a car enthusiast is selling it a bit short. For starters, the Morizo name is Toyoda’s racing pseudonym, one he’s used while claiming class victories at the Nürburgring 24 hour. The RR stands for his team, Rookie Racing. Although, given his on-track successes and status as Toyota’s head road tester, the rookie part doesn’t seem apt.

The 2025 Lexus LBX Morizo RR is Toyoda’s ‘baby’. One he’s infused so much of his own passion into that it not only forms part of his personal garage. It even bypasses the company’s F branding for performance models, further proving how bespoke the project is for Lexus.

Therefore, it’s no surprise that the LBX Morizo RR is $19,500 more expensive than the $56,990 plus on-road costs (ORCs) all-wheel-drive Hybrid Sports Luxury. It pilfers Toyota’s Gazoo Racing (GR) parts bin to create a pseudo Toyota GR Yaris GT on stilts for $76,490 plus ORCs.

The LBX Morizo RR is covered by a five-year/unlimited-kilometre warranty, while owners gain access to the brand’s impressive Encore program. The latter, featuring a valet system, will come in handy as servicing is required every six months or 10,000km. It isn’t cheap, either, with the price capped at $695 for each dealership visit for the first five years – or $6950 in total.  

If the mix of Lexus luxury and GR grunt isn’t to your liking, the Volkswagen Group has you covered with the Volkswagen T-Roc R and Cupra Formentor VZx. Or, if quirky styling is more your cup of tea, the MINI Countryman JCW packs even more power with a unique design.

It might have a small footprint, but the 2025 Lexus LBX Morizo RR packs visual clout in an understated, brooding fashion. It’s like an LBX that’s spent a lot of time in the gym.

Yet, it isn’t all for show. The blacked-out grille includes functional vents that feed air to the intercooler, while the rear bar incorporates dual exhaust tips and there’s even a discreet wing. The angled LED daytime running lights add some mongrel along with the LED headlights, while it runs on 19-inch forged aluminium wheels with painted red brake calipers.

Inside, the Morizo RR gains leather-accented sports seats, aluminium pedals, leather gear shifter, red stitching and Ultrasuede trim. Elsewhere there’s dual-zone climate control, keyless entry and start, powered tailgate and a heated steering wheel. Both front seats are heated, but electronic adjustment (eight-way) is driver only.

The two-tone paint of our test car (Black over Rich Ruby metallic) is an extra $1750.

While the 2025 Lexus LBX Morizo RR is unrated, the hybrid range gained a five-star ANCAP safety rating in 2024.

Active safety systems include autonomous emergency braking with pedestrian, cyclist and intersection detection, adaptive cruise control, blind-spot monitoring, lane-departure warning with active lane keeping, rear cross-traffic alert, speed-sign detection, safe exist assist and Lexus Emergency Driver Stop. Aiding parking are front and rear sensors with a see-through 360-dgree camera.

The LBX is packed with eight airbags with ISOFIX points and top tether anchorages in the back.

Despite its small SUV base, the 2025 Lexus LBX Morizo RR doesn’t skimp on tech.

In front of the driver is a 12.3-inch digital instrument cluster as well as a head-up display (HUD). The infotainment is handled via a 9.8-inch touchscreen that supports wireless Apple CarPlay and Android Auto.

Other inclusions are a wireless charging pad, Bluetooth, native satnav, voice activation, five USB-C ports and a 13-speaker Harmon Kardon audio system. The steering wheel also uses Lexus’ capacitive touch steering-wheel controls that are context sensitive.

The LBX also offers Lexus Connected Services and comes with an app to control and view certain parameters externally.

While it might only be three cylinders packing just 1618cc, the venerable G16E-GTS engine is bona fide powerhouse. With more than double the power of the LBX hybrid line-up, the beating heart is one of the 2025 Lexus LBX Morizo RR’s greatest assets.

At 206kW and 390Nm, it’s down 15kW and 10Nm on its Toyota GR counterparts due to the addition of a gasoline particulate filter. And yes, the launch-control-assisted 0-100km/h time of 5.2 seconds sounds a little tardy compared to a VW T Roc R, but in-gear acceleration is swift. There’s also meaty torque throughout the mid-range, meaning you don’t always need to go in search of the redline.

The Morizo RR uses an electronically controlled full-time all-wheel-drive system to get power to the tarmac. There’s also a Torsen limited-slip differential out back, while a torque-converter eight-speed automatic now joins the fray – in place of a six-speed manual. While that might sound like a net negative, the close-ratio auto is a good one and helps bestow the Lexus with greater bandwidth.

In Sport mode, the gearbox rev matches by blipping the throttle on downshifts. Take matters into your own hands via the steering-wheel-mounted paddles and it swaps ratios with immediacy – it will even hit a hard cut if you don’t up-shift appropriately. Although, there can be latency when trying to manually change gears while still in auto mode. 

The acoustics are a mixed bag. According to Lexus, Active Sound Control enhances the authentic soundtrack of the three-pot engine. Yet, in its loudest setting (one of four modes), it comes across as contrived and a bit too boisterous. Which is a shame because natural engine noise is best. It’s somewhat akin to a sonorous naturally aspirated V6 – just one with turbo whistles and an overactive, giggle-worthy wastegate sneeze.

All that performance racks up receipts, which are to be paid at the petrol station.

Officially the 2025 Lexus LBX Morizo RR returns a claimed 9.2L/100km. However, after a more than 250km test route, our result came to 12.0L/100km. Given the LBX is fitted with a smaller 50-litre tank, the overall range isn’t abundant. It also demands premium 98 RON fuel, too.

It might go large on smiles per miles, but they don’t come cheap.

The 2025 Lexus LBX Morizo RR might have 10mm lower suspension than the bread-and-butter range, but is it really a Toyota GR Yaris on stilts? It comes surprisingly close.

It rides on the familiar, but manipulated, GA-B platform and houses broader hips from the GA-C architecture to accommodate wider tracks and the bespoke double wishbone rear suspension (MacPherson struts up front).

The body’s rigidity has also been strengthened with 213 short-pitch weld spots and increased panel thickness, while beefed-up underfloor braces and performance dampers increase stability. Overall, there’s a 73 per cent increase in structural adhesion, so Lexus isn’t phoning it in.

The on-demand drivetrain defaults to a front-biased, 75:25 split for general driving duties until it detects slip, upon which it can then send up to 50 per cent of drive rearwards. It’s important to note that the Morizo RR comes with not only Normal and Sport driving modes, but also a 50:50 AWD lock.

With what seems like a treasure-trove of GR mechanical goodies, it’s no surprise the Lexus is dynamically talented. Forget the SUV tagline, this is a hot hatch. The LBX largely resists roll and changes direction with verve. It feels light on its feet.  

It turns in vehemently to the apex with strong front-end grip from the wider tyres and quick steering that isn’t totally devoid of feel. The LBX is even keen to rotate, largely contradicting its 1485kg kerb weight, which is up about 200kg on the GR Yaris GTS. The AWD adds traction, too, with the Lexus being ready to go in all conditions – as we experienced with some wet roads.

You can hold great rhythm and pace on a twisty road, while the upgraded brakes provide impressive stopping power and reassurance. The package is highlighted by huge 356mm ventilated discs with four-piston calipers up front, returning strong and progressive feedback through the pedal.

Even the ride quality is absorbent enough with the stiffened suspension. Running passive dampers, the LBX Morizo RR benefits from extra tyre sidewall with the 235/45 R19 Continental ContactSport 7 rubber. It not only soaks up bigger hits on the open road, but it deals with city streets surprisingly well.

However, like the ‘base’ Toyota GR Yaris GT, the go-fast LBX isn’t equipped with a front Torsen limited-slip differential to accompany the one fitted to the rear axle. As a result, it can understeer wide on corner exit if you’re too eager to get on the accelerator. This is mostly solved by locking the AWD system in the 50:50 arrangement.

As well controlled as the LBX Morizo RR is, it can’t fully escape its SUV origins as there’s slight float from the front axle through smooth mid-corner undulations. Additionally, the throttle can be a tad too sensitive in Sport mode, juxtaposing the well-modulated brakes.

Still, it’s hard to argue against the Morizo RR’s handling package. You can tell it’s been developed by enthusiasts with driving enjoyment being the objective.

This isn’t a family-sized SUV. The 2025 Lexus LBX Morizo RR isn’t for those looking for practicality and performance.

However, it is luxurious inside with a premium aesthetic and feel. Build quality is solid, while ergonomics are generally sound, too. The infotainment screen might not house the most detailed operating system, but that’s largely sidestepped by the smartphone mirroring. Despite being an SUV, you can sit appreciably low and the cabin has a cockpit style to it.

While there are provisions for a middle rear seat, a lack of width means it’s only suitable for two and the back doors don’t open at a wide angle, meaning dealing with kids and a child seat might prove difficult. Legroom is very tight, even if front-seat passengers are of average height, but headroom is decent.

It’s lacking key amenities like rear air vents and a centre arm rest with cup holders. Although, there are bottle holders in the doors and dual UBS-C ports. Other niggles are small climate controls within the infotainment screen, a rear three-quarter blind spot due to thick C-pillars and excessive tyre roar at highway speeds.

Cargo capacity is limited compared to segment rivals at 266 litres, which expands to 880L with the 60/40-split rear seats stowed. Due to the battery being under the boot floor instead of the engine bay, there’s also no spare wheel, just a can of goo.

Yet, this is really a space made for two, so the negatives don’t detract too much from what is an upmarket cabin. It certainly has a feel-good, lux vibe – as you’d expect in a Lexus.

It can’t be forgotten that Lexus is the luxury arm of Toyota, a company renowned for dowdy mass production over passion projects. However, with Akio Toyoda’s refreshed edict, that perception is changing fast with GR models racy enough to slowly shed the cardigan connotation.

The 2025 Lexus LBX Morizo RR is an unequivocal benefactor of the metamorphosis and Toyoda’s vision. And unlike some hodgepodge attempts to pilfer from above to create a cash-grab sporty variant, the outcome here is equal to the sum of its GR parts.

Although, you must be willing to deal with the practicality concessions, fuel bills and servicing costs.

It’s also a shame a manual transmission isn’t on offer in Australia, but the reality is the business case doesn’t stack up in a market that’s made such an application unjustifiable. After all, this version of the LBX is going to largely appeal to city-dwelling, well-heeled professionals or empty nesters no longer hamstrung by kids.

Yet, the Morizo RR is hugely capable with an unexpected level of character and charisma. It’s a rapid small SUV for weekdays and weekends. Lexus didn’t have to make the LBX Morizo RR, but we’re very glad it did.

2025 Lexus LBX Morizo RR at a glance:
Price: $76,490 (plus on-road costs)
Available: Now
Powertrain: 1.6-litre three-cylinder turbo-petrol
Output: 206kW/390Nm
Transmission: Eight-speed automatic
Fuel: 9.2L/100km (ADR combined)
CO2: 209g/km (ADR combined)
Safety rating: Five-star (ANCAP 2024)

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