Lexus never needed to make the LBX Morizo RR. Indeed, it’s shocking that the Japanese brand developed it at all. As standard, the LBX is a stylish, compact crossover with plenty of appeal, which unfortunately isn’t sold in the United States.
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Then Toyota president Akio Toyoda decided to have some fun, slotting the GR Yaris and GR Corolla’s running gear under the LBX’s bodywork to create the Morizo RR. And if you’re wondering about the name, it’s taken from his personal racing alias, “Morizo,” which he uses when testing cars anonymously on track.
It was first presented as a concept early last year, though we didn’t hold out much hope it would actually make it to production. But by mid-year, much to our surprise, Lexus confirmed it was going ahead. In Australia, it arrived with a splash.
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Shortly after announcing the high-powered crossover, Lexus Australia revealed that the first year’s production run had been sold out. With plenty of seat time in the GR Yaris and GR Corolla in recent months, we were eager to see what all the fuss is about. Is the Morizo RR a GR Yaris in a fancy suit? Let’s find out.
What Makes It Special?
Photos Brad Anderson/Carscoops
Visually, the LBX Morizo RR looks slightly more aggressive than a standard model, but it is definitely less flamboyant than a GR Yaris or GR Corolla. It doesn’t have the same huge hips as those rally-bred machines, but it still looks great on the road, thanks in large part to the 19-inch forged aluminum wheels.
In Japan, the LBX Morizo RR has the same 1.6-liter turbocharged three-cylinder as the GR Yaris and GR Corolla, delivering an identical 224 kW (300 hp) and 295 lb-ft (400 Nm) of torque.
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However, the Aussie-spec model has a petrol particulate filter to make it Euro 6c compliant, meaning grunt has been reduced to 206 kW (276 hp) and 390 Nm (287 lb-ft). That’s a shame, but as we discovered, it’s not really noticeable. An 8-speed automatic is standard, as is the familiar GR-Four all-wheel drive system.
Given the LBX Morizo RR has a Lexus badge, it should come as no surprise that it’s pricier than its Toyota siblings. Local prices start at AU$83,863 ($55,810), including all on-road fees. By comparison, the 2025 GR Corolla with the available eight-speed automatic transmission is available from AU$76,456 ($50,881).
No Toyota Interior
Photos Brad Anderson/Carscoops
The interior of the flagship LBX feels significantly more premium than the cabin of the GR Yaris and GR Corolla. While the cabins of those two models feel outdated and are trimmed in loads of cheap plastic, the Morizo RR feels more modern and refined. With that being said, it’s certainly not as premium as more expensive Lexus models.
Like other LBX models, this one includes a large 9.8-inch infotainment display that sits neatly in the center of the dashboard and supports wireless Apple CarPlay and Android Auto. However, as with other models from the Toyota group we’ve tested, the system doesn’t always connect seamlessly to your smartphone. The native software is also very basic.
Photos Brad Anderson/Carscoops
Elsewhere, Lexus has added a 12.3-inch digital instrument cluster and a head-up display, while also equipping the Morizo RR with an excellent 13-speaker Harmon Kardon audio system. There’s also plenty of Alcantara found throughout, red contrast stitching, and way more soft-touch surfaces than either the GR Yaris or GR Corolla.
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But like the Yaris, the LBX Morizo RR is best suited for two adults up front and a couple of kids in the back. Rear-seat space is cramped, with legroom in particularly short supply. The front seats may not look as sporty as those in the GR models, but they offer just as much support, with generous bolstering and full electric adjustment, unlike the Corolla’s manual setup.
What’s It Like To Drive?
Photos Brad Anderson/Carscoops
Prior to my week with the LBX Morizo RR, I was a little worried that it would feel the same as the Corolla, but with a nicer interior and a more desirable badge. Much to my surprise, it has its own unique character, although it can’t quite match the driving thrills of the two Toyotas.
In a straight line, the Morizo RR feels just as quick as the GR Corolla, though it doesn’t quite match the pace of the smaller, lighter Yaris. Toyota claims a 0–100 km/h (62 mph) time of 5.2 seconds, but the best I managed was a pair of 5.49-second runs. That’s only a tenth slower than my quickest time in the GR Corolla auto under similar conditions and more than enough to put a smile on your face.
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The Morizo RR proved to be slightly quicker than the GR Corolla at a roll. It can run from 60 – 120 km/h (37 – 75 mph) in 4.51 seconds, which was actually quicker than the 4.7-second run I recorded in the Corolla. Evidently, the power discrepancy has little impact on the Lexus’s performance.
Toyota’s excellent 1.6-liter turbocharged three-cylinder brings with it a unique character unlike any of the 2.0-liter turbocharged four-pots you’ll find in most rivals. Sadly, it is a little quieter in the LBX, no doubt in part because of the new particulate filter. Still, you can hear some whistles from the turbocharger, and it does have a lovely guttural growl at low revs.
The biggest difference between the Morizo RR and the GR models is in the handling department. It rides slightly softer than those models and sits a little higher, resulting in more body roll through the corners. That may be a bad thing if you’re chasing lap times, but on public roads, the Lexus is every bit as fun to drive as the market’s leading hot hatches.
Equipped with a set of sticky Continental SportContact7 tires, the pint-sized Lexus can take tight bends at ridiculous speeds. If you’re feeling brave, you can pin the throttle through tight bends, and this thing just sticks, without a hint of understeer or oversteer. It remains poised and drama-free, regardless of what you throw at it.
No Rally Car Vibes
Sadly, it’s not as playful as the Toyotas. This is primarily because the all-wheel drive system isn’t as configurable. When left in standard mode, it’ll split power 75:25 front-to-rear, but can send up to 50 percent of power to the rear if it sees fit. If you’re seeking the ultimate in performance, it can be locked into a 50:50 front-to-rear mode.
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The Toyota models have available 60:40 and 53:47 modes, as well as a Track setting that varies between 60:40 and 30:70. This means the LBX cannot be set up to tail-happy like the GRs. Additionally, it lacks the physical handbrakes of those models, so you won’t be doing any drifts either. There’s also no limited-slip differential at the front axle, and instead, only one at the rear.
The eight-speed auto feels like the perfect gearbox for the hotted-up Lexus. While some enthusiasts probably would have loved to see a manual offered, Toyota’s new auto provides snappy gear changes while remaining refined at lower speeds. The steering is also spot-on.
For owners not satisfied with the car’s standard soundtrack, there are three different sound profiles hidden within the infotainment display that help make the Morizo RR a little more raucous. Usually, I don’t like these systems, as they sound fake and obtrusive.
While all the sounds added in the LBX are fake, credit where credit’s due, Lexus has made them sound authentic. It even plays some exhaust burbles through the speakers, so you can enjoy some extra noise without disturbing your neighbors.
Verdict
At the end of the day, Lexus has to be applauded for making the LBX Morizo RR. Not only does it closely match the driving thrills of the Toyota models it shares its powertrain with, but it does so in a slightly more refined way.
I don’t doubt that some performance car buyers turned off by the boy-racer styling of the GR Yaris and GR Corolla might gravitate toward the LBX instead. It’s not cheap, but the interior alone feels easily worth the AU$6,000 ($4,000) premium over the Corolla, so it doesn’t come across as overpriced.
Would I love to see a full-fat, rally-inspired spec LBX with the same mechanical party tricks as the GR twins? Absolutely. But for now, this is an unexpected and rather charming detour from Lexus, and one that drives as well as it looks.