Lexus LBX 2023 launched – the first B-segment SUV based on the TNGA GA-B platform, with only a hybrid system

Here it is, Lexus’ first B-segment car, the Lexus LBX. Before that, the smallest segment that Lexus had ever entered was the C segment, first the exclusive Lexus CT hatchback hybrid and more recently the Lexus UX SUV. Built on the new GA-B platform (the TNGA-B version of Lexus), the Lexus LBX will go on sale around the fourth quarter of 2023.

The new Lexus LBX measures 4,190 mm long, 1,825 mm wide and 1,560 mm high, with a wheelbase of 2,580 mm. It is 305 mm shorter than the 4,495 mm long Lexus UX. It’s also 15mm narrower than the UX, but oddly enough it seems 20mm taller than the 1,540mm tall Lexus UX. There are two choices of alloy wheel designs, the 17-inch with 225/60R17 tires and the 18-inch with 225/55R18 tyres.

Based on press material, it looks like the new LBX will be offered exclusively as a hybrid and will be available in both front- and all-wheel drive versions. Under the hood is a hybrid system based on a 1.5-liter three-cylinder engine that produces 134 hp and 185 Nm of torque. Powering the hybrid system is a NiMH battery, an all-new bipolar unit with reduced weight and a more compact design. The choice to continue with NiMH is curious because even DNGA Cross currently using lithium ion.

To adapt the TNGA B platform for Lexus use, techniques such as short-step spot welding and extensive use of structural adhesives were deployed in the appropriate areas. In addition, structural adhesives in areas closer to human habitation have been strategically replaced by high-moisture adhesives, thereby reducing vibrations in the high-frequency range. This significant reduction contributes to improved driving stability, driving comfort and a significant reduction in NVH levels.

Various measures have been taken around the engine, such as the optimized placement of the engine mounts to minimize start-up shock, and the combination of the balance shaft with the engine to reduce low RPM floor vibrations. and add a resonator to the air filter to reduce intake noise.

For the exhaust system, a hose was added to reduce vibrations from the engine and the power of the main silencer was increased to reduce exhaust noise. Furthermore, by adding an additional sound-absorbing layer to the internal dual-layer silencer and creating a three-layer structure, the thickness and density of the layers are optimized, thereby enhancing the absorption performance. sound absorption and thermal insulation.

Vibrations are effectively suppressed without the use of heavy materials by incorporating a high-moisture mastic sealant to part of the roof panel, resulting in a quieter cabin when driving or in the rain, as well as a lower center of gravity due to weight loss.

In addition to joint stiffness, one also focuses on peripheral stiffness in key areas. The cap structure connecting the front suspension towers has been reworked to increase rigidity at the bearing points. The reinforcement of the dashboard structure has increased rigidity for both the steering column and the instrument panel. This results in exceptional steering response while reducing unwanted vibrations transmitted through the steering system.

A lightweight structure and exceptional rigidity have been achieved through the strategic placement of roof reinforcements to reduce the overall thickness of the roof panels. In addition, the use of aluminum for the hood and 2.0 GPa hot stamping for the center column, as well as 1.8 GPa grade hot stamping for the front bumper reinforcement, contribute to high safety performance. Optimization of the inertial characteristics, including lowering the center of gravity, further enhances handling stability.

The front suspension features a newly developed MacPherson strut suspension with an updated suspension geometry. The large wheel angle ensures excellent stability on a straight line, suppresses toe shift during body roll and minimizes steering slip. This results in solid and confident linear control over the vehicle’s stance when cornering.

High-rigidity forged aluminum coupling is used for the front suspension coupler to reduce weight without springs. In addition, the newly developed split-type upper rack with a three-point attachment contributes to both linear steering response and refined ride comfort.

Front-wheel-drive versions of the LBX use stiff and light torsion beams, while AWD models use a double-wishbone double wishbone suspension that houses the rear hybrid powertrain. The newly developed shock absorber uses quick-response sliding elements to ensure damping forces at very low speeds, as well as a high level of both maneuverability and driving comfort.

Premium brands are very rarely smaller than the C-segment, so it’s interesting to see how Lexus will offer with the LBX. Currently, we only have Audi A1/Q1/Q2 and many other MINI models as its competitors.