Lexus LBX Morizo RR 2025 review: Australian first drive
The Lexus LBX Morizo RR is the happy news you need to distract from wars, tariffs, cost of living and environmental catastrophes. It’s a city SUV-sized ray of sunshine in an oft depressing world, as the luxe brand goes rogue by fitting the fizzing three-cylinder turbo from Toyota’s epic GR Yaris and GR Corolla hot hatches into the otherwise highly sensible LBX body.
We were among the first to pilot this pint-sized plaything along some of Australia’s finest bitumen ribbons in the Victorian Alps. We’d normally be here in something like a Porsche 911 GT3 or Hyundai i30N for twisties funtime, not something with a Lexus badge.
But the Morizo RR shows the Japanese premium brand can embrace the unconventional, as it’s already proved with its V6 twin-turbo GX550 Overtrail giant off-roader. It’s hard not to love these unorthodox Lexus standouts.
We can thank Akio Toyoda, chairman of Toyota Motor Corporation, for this banzai Lexus. He’s a chap who understands fun-to-drive – witness Toyota’s cool factor with its bonkers GR products – and Toyoda’s fingerprints are all over this LBX.
“Morizo” is Toyoda’s racing pseudonym, and “RR” stands for Rookie Racer. Toyoda’s had a Nürburgring 24 Hours class victory, sharing a Gazoo Racing Lexus LFA, so he’s less rookie than he’d have you believe.
The LBX Morizo RR feels very much like a passion project, and has the price to match. At over $80K to drive away ($76,490 list), it’s a chunky $30k over an entry-level LBX hybrid. But we’re told the waiting list is already out to over a year, so the fee’s clearly not proved a barrier.
And it’s a naughty little thing. It drinks a combined 9.2L/100km of pricey 98, and in town it’ll gulp 13.4L/100km. Our enthusiastic test returned over 13L/100km on average, so enjoyed properly, you’re facing V8-like fuel bills.
But you’re not buying this Morizo RR to be sensible. Hardware includes the lightweight G16E-GTS 1.6-litre three-pot turbo, offering 206kW and 390Nm. Ample, but the eagle-eyed will spot this is a smidge down on Toyota’s GR offerings – our Lexus is hampered by a petrol particulate filter to meet Euro 6C emissions standards.
Australia doesn’t need to comply with this yet, but there’s sound argument that it future-proofs the model should things get stricter here.
The motor’s mated to an eight-speed torque converter auto, with manual shift modes through pleasing little paddle shifters. Alas, there’s no manual gearbox option, despite it being offered to Japanese buyers.
Why not? A Lexus spokesman simply said the three-pedal take-up would be too few to make it worthwhile. A line we’ve heard all too often from numerous car companies. As much as we enthusiasts would favour a manual, the sad truth is we’re not the ones buying these cars.
This RR hits 100km/h in 5.2 seconds, putting power down through an electronically variable all-wheel-drive system and aided by a rear Torsen limited-slip differential. The normal LBX’s torsion beam rear suspension’s been ditched in favour of an independent setup, while the techs have increased rigidity throughout the chassis and body.
It looks fat and well-stanced too. Bespoke sports suspension sits the RR 15mm lower than other LBXs, while track’s widened 10mm up front and 15mm at rear. Wheels are 19-inch forged aluminium efforts in metallic black, shod in performance 235/45 rubber and with 356mm ventilated front rotors with four-piston red callipers behind.
Body-coloured wheel arches and bumpers with increased airflow are unique to the RR, while twin-exit exhausts add more drama to this little SUV’s rump.
It’s a striking offering, and a compelling alternative to performance small SUVs. Volkswagen’s T-Roc R Wolfsburg ($69,290) is an obvious rival albeit without the badge cachet. Prestige offerings? There are Mini Countryman JCW Favoured ($73,990), Audi SQ2 quattro ($70,800), BMW X1 M35i ($92,300) and Mercedes-AMG GLA35 ($96,900), but our Lexus is smaller, more toy-like.
Clamber inside and there’s much to enjoy. The cabin may not be as dripping in luxe as larger prestige Lexuses, but the sporty, sculpted seats feel superb and are coated in semi-aniline leather and suede, with more of the soft stuff with red stitching on the dash and doors. It feels class and looks racy.
Touch points also please, from a stubby little gear selector to a chunky heated steering wheel and smart push-button door handles. The driver’s seat’s electric, but not the passenger’s, which also lacks any height adjust. No glass roof also makes it feels a bit dark, especially in the really tiny rear seats. Seriously, this LBX is best suited to two.
A 12.3-inch digital driver display is neatly customisable, and central 9.8-inch infotainment screen is well angled for easy use. The native software’s not the best, but wireless CarPlay/Android Auto rescues it, and is backed by five USB-C ports and wireless phone charger.
Other goodies for your dollars are dual-zone climate, heated front seats (memory for driver), power tailgate, navigation, voice control, aluminium pedals, colour head-up display and 13-speaker Mark Levinson audio.
There’s the Lexus Safety System+ with all the importants – panoramic view cameras, advanced AEB, rear cross traffic alert and blind spot monitor – which proved blissfully non-nannying on test. In short, this Morizo RR is certainly no stripped-out special.
But it drives like one. On the right bit of road, this mini Lexus made me grin in a way I’ve not done so since driving, well, a Toyota GR Yaris.
This mad LBX isn’t as raw nor go-kart like as that bonkers GR Yaris, but as the Lexus isn’t quite as stiff, pointy and mad, it brings enjoyment in a more mature and approachable way. The ride’s firm, absolutely, but not as jarring as the Yaris, so you want to drive it for longer.
Our Alpine road is one of sweeping corners, tight hairpins and smooth surfaces. It’s ideal for this RR. There’s the tiniest amount of body roll but it does darting direction changes in the spirit of a GR Yaris.
Grip is mega, and the steering – where so much driving joy comes from – is superbly direct and makes high speed cornering confidence-inspiring and silky smooth. I rarely needed two bites to pitch this car right into an apex.
The engine’s a little screamer, and you’ll crack a window to enjoy the exhaust notes. It doesn’t pop or bang (way too vulgar for a Lexus), but it is loaded with muscle. The three-cylinder turbo responds rapidly to throttle input, torque pull’s relentless, and in manual mode it’ll let you rev hard up to the 7500rpm redline. This is unholy fun.
The gearbox cog-swaps rapidly enough, if not as machine gun fast as a dual clutch would. There’s fun to be had pumping down gears with the paddles, but I’m putting my foot down on this one.
This Morizo RR deserves that manual gearbox. It’d be a financial loss bringer for Lexus Australia, no doubt, but think of the kudos it’d bring from the purist fraternity. A true brand builder.
I struggled to get this RR’s bum waggling on its sticky Continentals. The smart all-wheel-drive sends torque to where it deems grip’s most needed, although you can lock in a 50:50 torque distribution through an AWD button. Even then you must work really hard to hear chirping from the tyres.
You know you’re in a short-wheelbase plaything; it feels light and tight and easy to drive fast. Brakes, too, do a sterling job of dropping anchor in a hurry.
Such talents help you forgive the RR a few sins. There’s a bit more tyre noise than ideal, and while the ride’s not uncomfortable, those using one on crummy roads must prepare for some firm hits. In better news, the drivetrain does docile very well around town, even if it does drink like an eager publican.
The boot’s also titchy and with no spare tyre. It’s compromised next to other LBXs due to its more sophisticated rear end.
But what performance car doesn’t mean a few sacrifices? Cash in the bank may be the biggest here, as not only will your fuel (and tyres) bill get ugly if you enjoy this car regularly, servicing very much comes with a premium tag. It’s $695 a pop, with intervals every six months/10,000km. So in five years, you’re up for $6950. Ouch.
Ignore the price and running costs, this mad Lexus is a standout performance tiddler.
Blending the GR Yaris’ effervescent three-cylinder turbo with Lexus’ luxury and maturity has created a top-drawer plaything of peak desirability. Find a decent bit of twisty road and few things could keep up with this rapid LBX Morizo RR from point to point.
GMC Yukon Denali 2025 review: Australian first drive
5 months ago
American brand GMC is launching in Australia in a big way. But does this V8-powered 4×4 SUV behemoth justify its eye-watering price tag?
Good points
- Very composed on road
- High levels of tech
- Self-levelling air suspension
- Petrol V8 soundtrack
- Big 3600kg towing potential
Needs work
- It’s really expensive
- Compromised rear-seat comfort
- Limited off-road capability
- That V8 will drink
- Questionable resale value
The Australian debut of the GMC Yukon Denali is not just a local launch of a new vehicle but also one for the American brand into the Aussie market. Rather than using exisiting branding (Silverado for example), GMC feels it offers enough to Australian buyers to stand on its own two feet.
Yukon has always been a big dog in the SUV GMC range, even though it was originally introduced in America back in 1992 as a SWB two-door off-roader that shares more with a Ford Bronco, design wise, than a family SUV.
So we can clearly see that the latest 2025 version has had a very large revision globally ahead of this introduction to the Australian market.
While the locally established Chevrolet brand does offer its Tahoe overseas – the Yukon’s badge engineered twin – it’s interesting that importer GMSV (aka GM Australia) doesn’t lean on this legacy for the launching a big SUV into Australia. The feeling from the importer is that GMC (the brand) has enough to offer to position itself as separate to Chevrolet (the brand).
So here it is, the 2025 GMC Yukon Denali, due in showrooms late May 2025. Denali is a premium variant nameplate in the Yukon (and broader GMC) line-up, with GM Australia going so far as to say that the Denali is the ‘aspirational model’.
Adding confusion (for US buyers) is that there is also a different, larger Yukon XL, which is twinned with Chevy Suburban. To hopefully simplify things for Aussie buyers, there are no additional plans on the table for other GMC models just yet, but naturally GM Australia tells us they want to change that with other segment offerings.
So, how does this work? Well, the GMC Yukon starts off its life by being manufactured in Arlington Texas in the US of A. They are then shipped over locally, and remanufactured here in Australia with their right-hand-drive conversion. Local ADR shaped boxes are also ticked to suit local legislations, and it’s job done.
During the research and development period, GM Australia says it used approximately ten vehicles, with total testing distance of more than 100,000km covered. As this big rig is really destined for caravan parks or horse stables, towing was thankfully a key component of this testing and evaluation process.
GM Australia also mentions there was a heavy focus on component selection and development, with core items for testing including firewall strength on corrugations, windscreen wiper testing, and exhaust temperature measurements.
The Yukon Denali will join the Silverado 1500 and Silverado 2500 HD in Australia and New Zealand. GM Australia mentioned at the launch they have over 2500 expressions of interest so far across these regions, showing initial hype for the product. And we can see why given that there aren’t too many big V8-powered 4×4 wagons on the market these days.
Being a big tow rig GMC has stuck with a stout body-on-frame construction with a seperate ladder chassis. GM Australia is keen to stress the truck DNA found in the Silverado models – the GMT T1XX platform – has been carried over to the Yukon Denali.
How does it drive? This is a family friendly tow vehicle first and foremost, not a hard-core off-roader. You need to let that sink in before getting behind the wheel.
On the move, the Yukon Denali feels quite planted to the road, even on incredibly wet mountain roads we were experiencing. I was genuinely very impressed with amount of grip and sure-footedness the Yukon Denali exhibits.
It’s just very easy to drive, even though the exterior dimensions are intimidating for some. The steering feel is perfectly balanced, too, feeling just right for such a large vehicle.
Negative wise, my first gripe is the brakes felt spongey on initial take up, then felt too firm – no Goldilocks vibes here. We suspect this is done on purpose, as it could be off assistance to folk that tow. And it’s something you’ll get used to.
Something you would have noticed are the monstrous 24-inch alloy wheels…an interesting choice for an Australian 4×4, especially as a wheel this size is simply not required when you can physically see the brake rotors aren’t that big to require a rim with such gaping brake hardware clearance.
In theory, you’d be easily able to drop down to a 20-inch or perhaps 18-inch rim in order to fit more suitable all-terrain or off-road focussed rubber, but the legalities of such a move would need to be investigated in your state.
So while the 4WDer in us is nervous about seeing 24-inch wheels, GM Australia seemed super hyped about them. Thankfully, there’s a bit of tyre sidewall and we aren’t just running on liquorish straps. But you aren’t getting a replacement spare tyre for this rig with ease, especially when touring out in a rural area.
Numbers wise the 6.2L V8 engine produces 313kW and 624Nm and has been mated to a ten-speed automatic transmission.
That V8 is a sweet unit, performance wise, one that loves a rev but also loves a drink. We saw fuel consumption figures of close to 30L/100km when giving the Yukon Denali a playful squirt through the hills. But did also see it however around 14L/100km when chilling.
I feel the engine could rev even harder by slightly changing the shift pattern tune, however. While there are four exhaust tips, a little more exhaust noise wouldn’t go astray. Hey, if you are playing for a V8, you want to hear it.
There’s also an electronically controlled limited slip diff, and drive modes including Normal, Sport, Off-Road and Tow/Haul to select when required via the massive Infotainment screen, that GM Australia refers to as a 16.8-inch tablet-inspired display.
Braked towing capacity is listed as 3,628kg braked, being class leading. It’s claimed that this is the highest towing capacity of any SUV on sales in Australia or New Zealand.
This figure must utilise a weight distribution hitch, that is the manufacturer’s recommendation. As is the use of a 70mm towball, so it’s not exactly a plug-and-play arrangement if you want to tow that additional 128kg compared to other class leaders – at least those in the dual-cab ute space – that offer 3500kg towing capacities.
Suspension wise you’ll find an Adaptive Air Ride Suspension system, meaning there are no coil springs to be seen here. A key function of this air suspension is the Automatic Load Levelling function, that adjusts the stiffness of the the suspension to enhance ride quality – perfect when you are towing.
Having a selectable ride height is helpful when driving off-road as you can raise the vehicle to clamber over technical terrain. This feature can be set to a selectable mode as well as a set-and-forget mode where it is automatically operated.
Handy for towing and off-roading, but also great for entering and exiting the vehicle if you are on the shorter side or have reduced mobility. Electronically opening and closing side steps have also been included, and operate when doors are opened.
There’s only one variant, the Denali, available and it starts at a frosty and recently hiked $174,990 before on-road costs. When asked about the pricing, GM Australia says it feels that you are getting a lot of car for the money…even with the recent price rise.
And that I feel will be a sticking point with the GMC Yukon Denali: its price.
We’ve asked mates in the off-road industry who travel to America regularly, and they swear by the Yukon. But here in Australia it’s a tough justification when the likes of the proven Nissan Patrol offers similar specs (albeit with a horribly dated interior,) for under $100,000.
We dare say that the Nissan Patrol, let alone the Warrior version, will be a better performer off-road, too, so it’s a head versus heart decision here as far as your reviewer here is concerned.
Sure the Yukon has a swish interior, a heavy duty chassis and driveline, and a petrol V8 engine. It has loads of tech inside, and it is more than competent at long distance driving and towing duties. But for close to $200,000 on the road, though, you’d have to really need it as well as want it.
We’re looking forward to further testing and bringing one into the Chasing Cars garage so more of the team can experience the vehicle. And putting it through even some moderately challenging beyond the hot-mix.
Maybe a trip to the local beach is in order – we want to hear that V8 sing under load. We’re not so keen on bending those flash electronic sidesteps or getting those so-called Painted Pearl Nickel 24-inch wheels all scuffed up on a bush track…
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