Volvo XC40 vs Lexus UX vs BMW X2 2019 comparison review

The whole notion of a ‘small SUV’ is challenged by the packaging brilliance that some brands manage to build into their compact vehicles. All three of these models offer pretty impressive space for their respective sizes, and below we’ll run through the cabins of each model in detail.

But first, some boot space capacity figures.

The BMW X2 really does have a surprisingly large boot, which was capable of swallowing the CarsGuide pram and all three suitcases (but not at the same time). That said, the shape of the Volvo’s boot makes it the best for functionality - it was judged best in our “will it fit?” test. The Lexus was pretty poor; the pram only just fit when we shut the boot lid, and it could fit just the large suitcase, or only the smaller two. It wasn’t possible to fit all three at once.

Now, when it came to back seat space, the winner was clear; the Volvo XC40 offers more space for adults and kids than either of its rivals. In fact, it has as much rear seat room as most SUVs in the class above, while also feeling more premium than either of the other two vehicles here.

The next best was the BMW X2, which is decently packaged considering the exterior dimensions are quite compact. The lack of any rear USB ports puts the X2 behind the modern times, as do the less pleasant trim finishes used. However, it’s the only one with ambient lighting strips - a nice treat for the little ones.

In last spot was the Lexus UX, which feels like the cabin space is smaller and isn’t helped by a higher belt line and dark roof lining. ‘Claustrophobic’ was a descriptor that came up. But so was ‘comfortable’ when it came to describing the seats, though it lacked a map pocket on the back of the driver’s seat (each of its rivals had two map pockets). 

Each has a flip down arm rest with cup holders, but the Lexus is the only one that misses out on door-pocket storage. The storage war is won by the Volvo, which has epic door pockets front and rear which are flocked with a beautiful (but potentially chocolate- and chip-attracting) material.

Up front, the Volvo again stands taller (literally and figuratively) when it comes to space and convenience, with a more thoughtful cabin and better space and usability, plus a more premium feel than its competitors.

Again the Lexus felt more compact and hatch-like, with a lower seat position and cocoon-like space for front occupants. The fact someone my size (182cm) will have to watch their knees on the edge of the dashboard when alighting gives you an idea of how small the space is. The storage on offer is adequate but not exceptional, and the presentation is pleasant, if a little overdone.

The BMW X2’s cabin was judged to be fine, but not special enough for the money being asked. The controls are well placed and easy to learn, and while we all liked the seat bolster adjustment, the manual controls used for the seats make you feel like you’re in something cheaper than the other cars here - and the lack of seatbelt height adjustment amplifies that.

When it comes to media systems, we can’t tell you exactly what the correct spec of BMW X2 would be like because our car was an older-build version, meaning it didn’t have the big screen (8.8-inch as opposed to 6.0-inch) it was supposed to have, and therefore lacked Apple CarPlay, too. That said, it was fine. 

The Volvo’s screen takes a bit of learning, but trust us, after a few days of exposure, it becomes second nature. It looks good, but the screen is prone to fingerprints. And the stereo may have been optional, but it wasn’t as good as the BMW’s standard set-up with fewer speakers. 

The Lexus’ stereo was not bad, but its media interface is terrible. The touchpad with haptic feedback is hard to get used to, and so are the menus and controls. It may have the biggest, crispest screen display, but that means nothing if it’s painful to use. Plus the graphics for the sat nav look very 2010. 

There are vast drivetrain differences between the three models we have on test. And just remember, you have other powertrain options if the ones we’ve got here don’t suit you.

For instance, there is a more powerful petrol-turbo engine in the Volvo (but no diesel or hybrid), you can get a petrol motor in the X2 instead of the diesel if you wish (but there is no hybrid version); and the Lexus also has either petrol-electric hybrid or just a regular petrol (but there is no diesel). None of these models have the option of an EV or plug-in hybrid, either. 

We’ll run through the engine specs in the table below, but before we dive deep into specifications, you should know that none of these cars are rear-wheel drive, and indeed all three on test are AWD (not proper 4x4, but nobody wanting a car of this size with this intent is actually planning to go on a 4WD adventure, surely?). 

To be clear, the Volvo can be had as a front-wheel drive if you buy the more affordable T4 Momentum. The X2 we’ve got has AWD, but there are front-wheel drive models lower in the range. And the Lexus we’ve got is all-wheel drive, too - the high-tech E-Four system, as Lexus calls it, uses a separate 5.3kW electric motor that’s integrated into the rear differential, rather than having a heavy and space-consuming driveshaft. Again, you can get FWD if you prefer, and it’ll save you money, too.

None come with a manual transmission, and you might be interested to see in the table below where each of these models sit for towing capacity. 

We’ll get to how each of the drivetrains perform in the real world below, but based on the numbers, the BMW seems to argue the strongest case.

We’re splitting the drive impressions into two sections - the first being my thoughts as the driver, the latter being back seat impressions from fellow tester Andrew Chesterton - because you might want to know what each is going to be like for your kids (he’s quite compact himself), not to mention friends or family. 

We put the X2, UX and XC40 to the test.

Our test didn’t involve an off road review - we focused mainly on urban and suburban duties, where these sorts of cars will typically spend their lives. As such, ground clearance didn’t really play a big part, though the Lexus felt considerably lower (160mm is the figure), while the BMW (182mm) and the XC40 (211mm) notably higher and less cringe-worthy when it came to rolling over speed humps. 

And if things like the turning circle diameter matter to you - perhaps you live in the inner city or perform a lot of U-turns - the Lexus could be your best bet. It has a tiny 10.4m turning circle, compared with the BMW (11.3m) and Volvo (11.4m).

Here we go!

Lexus UX250h F Sport

It wasn’t long ago that most of us would dread the idea of a small hybrid Lexus. This combination had never been a recipe for enjoyment, let alone excitement.

But the UX250h goes some way to making up for the deeds of the past. In F Sport all wheel drive guise, it’s a pretty engaging and - yes, even fun - car to drive.

The fact of the matter is that it doesn’t feel a lot like an SUV at all. It drives like a hatchback - a Corolla hatchback, in fact. That isn’t to say that it feels cheap to drive, just that Toyota is catching up; this new platform is really impressive, and the UX is a charming thing as a result.

It rides beautifully, too. The F Sport has adaptive dampers that change with the drive mode, but it never feels harsh. 

It’s pretty unflappable when it comes to bumps, but the Dunlop tyres can squeal despite offering good grip. It’s the steering that sets it apart, though; it is direct, predictable, and gives you lots of confidence.

The funny thing is that you almost forget you’re in a fuel-sipping hybrid because it’s so nice to drive. 

There’s a 2.0-litre petrol engine, an electric motor and a battery pack that will allow you to run on EV mode at times, and while we found the UX250h to be the slowest model here, and its CVT could grate on some people’s nerves, but is perfectly suited to the application. And the fuel use rewards are noticeable, clearly.

And here’s what Andrew had to say about the back seat experience. 

A surprising amount of road noise leaks into the back seat, which is somehow a louder place to sit than in the front row.

While the ride feels mostly composed, rougher bumps and imperfections can clang into the back seat, and are felt more sharply at the rear axle than at the front. Over a section of brutally sharp speed bumps, for example, it genuinely lifted me off the seat at 20km/h.

At speed, I actually sat pretty snuggly in the back seat, held in place on one side by the bolstering that forms part of housing for the centre pulldown armrest, and on the other by the curve in the materials that surround the back doors. As a result, being passenger on a twisting road is a far more composed experience than in the BMW, with fewer sharp edges and less lateral movement. But it is pretty loud at pace.

BMW X2 xDrive20d M Sport X

While the steering is excellent in the Lexus, in the BMW X2 it’s quite the opposite. It’s pretty lifeless, and somehow twitchy on centre but heavy as you apply lock. That’s in Sport mode - in Comfort mode, it’s arguably worse again. It’s disappointing; BMW prides itself on offering benchmark driving dynamism.

The ride, too, is harsher than the other models here. With big wheels and run-flat tyres it feels unsettled and firm almost all the time - not to the point of annoyance, but we judged it the least comfortable in the front, and in the back. If it were me, I’d be optioning the adaptive dampers ($400), which promise a more resolved suspension setup.

The good news for the X2 is that the 20d drivetrain is strong - the diesel engine has the most torque here, and because the car is comparatively light, you can feel that shove from a standstill. It gets up and boogies, but you have to contend with low-rev rumble - at speeds below 30km/h, you can really tell this is a diesel - though it is surprisingly quiet in terms of engine noise at higher speeds.

The eight-speed auto is hard to fault, too - it shifts smoothly and smartly, yet still allows you to have your fun while being frugal.

As for the back seat?

There’s less road noise in the rear than in the Lexus, and the BMW also manages to completely reverse the results of the UX, with front-seat riders complaining of sharp-edged suspension, while it was actually more comfortable in the back than its Japanese competitor at city speeds. 

There’s nothing in the way of bolstering, though, so an enthusiastic driver will have you straining against your seatbelt as you slide from side to side. Sadly, any sense of suppleness vanishes at pace, too, with the rear suspension suddenly feeling too harsh and uncomfortable, and leaving you with the feeling you’re constantly riding over train tracks.

Volvo XC40 T4 Inscription

Better than the BMW, the Volvo XC40 T4 somehow manages to blend comfort with performance. It isn’t insanely fun to drive, and nor is it crazy powerful, but it is refined, plush and really, really pleasant.

The suspension does a terrific job at dispensing with bumpy sections of road, with a softer setup than the other cars here. And because of physics, this SUV - which is taller than its rivals by some margin, not to mention heavier - exhibits more roll in corners and wobbles a bit more than the others here. 

The steering is softer, too. Well, maybe softer isn’t the right word, but it is light and easy to manoeuvre, yet it will still hang on tight when you push it hard in the corners. 

This car has won heaps of awards globally, and many of them are worthy. But that doesn’t mean that it’s perfect in every spec. This T4 model, for instance, is a bit noisy, particularly the engine, which can be raucous under hard acceleration. 

If you like driving a bit more aggressively, the transmission isn’t as good as it could be. It can upshift early in the name of efficiency, seemingly to little avail.

It has the best visibility for the driver, with a big glasshouse. Though over the shoulder glances may lead you to think there’s a car nearby, when actually it’s just the way the window line kicks up on the rear doors.

For back seat riders, it’s a pretty good place to be, too.

The cabin noise is excellent when it comes to background road and tyre noise, but that just makes the engine noise more obvious.

It’s a happy middle-ground for the back seat rider in terms of side support, but the soft suspension means you’ll be bouncing around as the car tries to settle over mid-corner bumps.

That said, the ride is by far the most compliant of the three, and so provides the calmest and most comfortable experience in the back seat.

While mainstream manufacturers are moving to five-year, unlimited-kilometre warranty plans, the luxury market is straggling.

These three models (and their brands) are examples of that. The Lexus sets the pace with a four-year/100,000km warranty plan, while BMW and Volvo both offer three-year/unlimited-kilometre plans. If you’re really worried, you can pay for extended warranty cover.

Rather than offering capped-price servicing, there are service plans for two of these models, and a guide price for the third. 

The Volvo XC40 has the option of two levels of cover. SmartCare, a more basic level of maintenance, or SmartCare Plus, which can include consumables like brake pads, brake discs, wiper blades and more, depending on the duration. It’s up to you how long you opt for: SmartCare service cost is set at $2165 for three years/45,000km, $3500 for four years/60,000km, or $4030 for five years/75,000km. To step up to SmartCare Plus, things get a bit pricier, to the tune of $2980, $5160 and $6345 respectively. Ouch.

Similarly BMW offers two levels of servicing, both of which are pre-paid: there’s BMW Service Inclusive (BSI) Basic at a cost of $1550 for five years/80,000km of cover, or BSI Plus at $4150 for five years/80,000km but with cover for brakes, clutch (if applicable) and wiper blades. The servicing is usage dependent - the car will tell you when it’s time to have it checked over.

Lexus doesn’t offer any form of capped-price servicing or prepaid maintenance, which is unusual. But we’ve received word from the brand as to how much servicing will cost - you can bank on the UX hybrid setting you back about $1780 over four years/60,000km. 

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