Starting with a regular UX, Lexus engineers chucked the hybrid gas engine out and plopped in a single electric motor that makes 204 horsepower and 300 Nm of torque. If those figures seem familiar, they should as they also power the entry-level RZ—the RZ 300e. Mated to a 72.8-kWh lithium-ion battery pack under the floor and you have a crossover that’s quoted as capable of doing 400 kilometers on a single charge. It’s a range figure that, to my surprise, comes pretty close to in reality. With a as-tested efficiency of 7 km/kWh, the battery should empty out at an impressive 400 kilometers. It also makes the UX 300e the most energy-efficient EV I’ve tested so far.

Having that impressive range is vital to the UX 300e’s everyday operation for two factors: one, because of its on-board charger, its AC charging speed is limited to a 6.6-kW draw as compared to up to 22 kW on some of the newer EVs meaning it takes a while to fully charge at home. Second, because it uses the CHAdeMO DC standard, options for fast charging the UX are limited. And even if you do find one, it takes almost triple the time. Drawing only a maximum of 50 kW, a 10 to 80 percent charge takes 81 minutes, compared to as little as 30 minutes for its competitors.

In terms of road manners, electric motivation fits the Lexus brand to a tee. Known for their slick and quiet manners, the UX 300e nails those aspects. Even for a pure EV, it’s extremely hushed. Knowing well that the omission of powertrain noise will put the rest of the UX 300e’s NVH under greater scrutiny, engineers tweaked aspects like the tires, glass, and wheel arches to dampen out as much unwanted noise. It worked.

Surprisingly, Lexus has kept the Active Sound Control or ASC on the UX 300e. ASC essentially pumps engine noises into the cabin for a “sportier experience”. As to why they’d do it to make the whirs of an EV motor more audible is beyond me. I turned it off after a day and kept it off after.

As with anything electric, there’s a perky amount of torque coming from rest. It builds up speed fast until it tapers off way past legal highway speeds. Press down on the gas a bit too hard, especially if it’s wet or damp, and there’s a 100 percent guarantee that you’ll be wrestling against the stability control. In that regard, the UX 300e’s safety systems can be overprotective, but I’d rather have that than uncontrollable torque steer any day.

Weirdly enough, the one thing I didn’t like about the UX 300e is its brake re-generation. Integral to an EV driving experience, its execution here feels like leftover software from Toyota’s hybrid tech. Accessible via the steering wheel paddles, it’s not strong enough even when fully engaged. Even stranger, it defaults back to off after a few seconds meaning you have to flick the paddle periodically when coasting. There’s re-gen on the physical brake pedal too (there’s even a B mode), but when energy harvesting must be maximized, it’s a miss.

The UX already has one of the lowest centers of gravity among modern Lexuses so the low placement of the battery pack just made it even lower. Together with added bracing and retuned dampers, it’s a hoot to drive. It doesn’t look or sound like it, but its manners are warm hatchback-like especially when agility’s concerned. Push it hard enough and there’s noticeable lean, but at least the steering provides enough progression to communicate those limits. The damping is tuned well too, blocking out sharper-edged potholes. It also relaxes nicely at speed.

Priced at P 3.838-million, the UX 300e goes to battle against the likes of the Mercedes EQA (P 3.99-million) and the upcoming BMW iX1 and iX2. In that regard, it does a much better job at the luxury game than any of the other Euro alternatives thus far. It does, however, lose against the mighty impressive Hyundai Ioniq 5 Extended Range (P 3.698-million).

The interior aesthetic of the UX 300e looks busy not just because of its mix of angles and creases, but because of the various textures and materials used. Nonetheless, the front part of the cabin’s a nice place to be. The new digital gauge cluster is easy to navigate and comes with three customizable views. The equally large 12.3-inch touchscreen is also crisp and clear, but the infotainment operating system does require some mastery. It also hung once—a problem because everything except the volume knob is buried as an onscreen menu or as a button on the steering wheel. Wireless Apple CarPlay and Android Auto are standard if you want bypass the Lexus OS altogether.

As with any other small SUV or crossover, the rear packaging could use some improvement. As it is, fitting two adults is the absolute maximum because of an obtrusive center tunnel. Getting in requires some contorting, but once inside, the headroom is surprisingly good. The seats though feel cramped, but offer good support. Also noticeable is that material quality, especially around the door trims, takes a dive.

The small footprint is also a limiting factor when it comes to its cargo capacity. It may have a useful square shape, but the small opening reduces usability. Dropping down the rear seats don’t even create a flat space. Oh, and the cargo cover is a flimsy piece of mesh fabric with strings; no different from a foldable windshield sunshade you get at a cheap auto accessory store. Of note, the UX 300e uses standard (aka non-run flat tires). But instead of an inflator and mobility kit, Lexus opted to kit it with a full-sized spare tire. With cargo space already at a premium, you’d probably end up leaving the spare tire at home as Lexus did with their demo unit.

With electric SUVs and crossovers increasingly in vogue nowadays, the Lexus UX 300e is destined for success. Compared to its Euro rivals to have come out so far, it does well in a lot of ways. The familiar silhouette, city-friendly packaging, and impressive range make it a great urban runabout. Additionally, it’s quiet, comfortable, and luxurious—things you’ve come to expect in a Lexus, even an entry-level one. Where it loses out are in the areas of interior space and its slow, outdating charging. This limits this small luxury crossover’s appeal to a small pool of people. But for its people, the UX does have irreplaceable charm.