An Ideal Balance of Luxury and Environmental Stewardship
Trevor Hofmann, Canadian Auto Press

To tell you the truth, I was a little surprised by the HS 250h. Not at the reality of Lexus’ first dedicated hybrid, which was bound to happen sooner or later due to the overwhelming success of its parent brand’s Prius, but I was expecting something more dramatic, maybe something along the lines of Tom Cruise’s ride in the Steven Spielberg film Minority Report, the Lexus 2054 Concept. Instead, the HS 250h looks like a… Lexus.

2010 Lexus HS 250h

And that, of course, is no bad thing. Conservative yes, but with clean lines and an inoffensive demeanor the HS 250h will probably find more homes than if Lexus had arrived with something off the wall. Truly, the HS 250h might be the safest design in Lexus ever-burgeoning lineup, still featuring the luxury brand’s L Finesse design language, but more subdued than the IS and even more so than the ES. What matters most is that its design results in an especially slippery 0.27 coefficient of drag (Cd), critical for fuel economy.

Inside, however, is another story. My first test car featured a two-tone dark gray and light tan interior, and the tall almost horizontal centre stack, housing the same cool little shifter as in the Prius, really makes a dramatic statement. Quality is first rate, as expected in this class, although the dash and gauge shroud is covered with nicely stitched leather, an unexpected bonus. The requisite start/stop button sits up high next to the air vents above the shifter, and access to the cabin is via proximity sensing remote, of course, de rigueur these days, and also part of the Prius experience.

Getting comfortable won’t be a problem, the seats amongst the best I’ve tested all year, and there’s plenty of room inside for hips, shoulders, legs and heads, front and back. Legroom in back is especially good, thanks to deep cuts in the front seatbacks and generally better-than-average rear roominess for what appears at first to be a large compact to small midsize vehicle. Actually, the HS 250h is based on a Toyota that gets sold in other markets, the midsize (European midsize models are smaller than ours) Avensis, and one glance makes it easy to see that it not only shares much of its rolling hardware but also the car’s hard points, or in English the basic shape, approximate dimensions and greenhouse… the body structure. So while the HS 250h is Lexus’ first dedicated hybrid, it’s not quite as dedicated a machine as the Prius, which shares nothing except drivetrain components with any other car.

2010 Lexus HS 250h

This hardly matters, though, as the HS is a supremely good machine, and a joy to drive. Not only does its Macpherson strut front suspension and double wishbone rear suspension manage corners quite well, although the roads we traveled during its press launch in and around Winnipeg, Manitoba were hardly stimulating from a handling perspective, it’s got a great ride. Smooth is the best descriptor, flattening uneven pavement and even silky over cobblestones. That was a shocker, and no doubt planned by the Lexus staff to bring light to this car’s well-sorted suspension. Maneuverability is good too, especially in tight confined spaces where its 11.4-meter (37.4-foot) turning circle was appreciated. I drove the car all day and never tired, which is a wonderfully unusual experience.

Power is good, despite being Lexus’ first four-cylinder engine, with a linear response at takeoff and strong, steady acceleration. If you need a boost to scramble across a busy intersection, just press the “PWR MODE” button on the console between the start button and the shifter. It launches the HS forward with surprising eagerness, making the most of the drivetrain’s total 187hp and 138 lb-ft of torque. It’s a useful tool for highway passing too. This said you’ll want to stay in “ECO MODE” most of the time as it really makes a difference in fuel economy. The topmost button on the menu, simply dubbed “EV” is the most advantageous for miserly commuting. In EV mode the HS will run under electric power for as long as possible without kicking the 2.4-litre Atkinson cycle gasoline engine in, a bonus that allows the new car to achieve 5.6L/100km rating in the city, 5.9 on the highway and 5.7 combined, previously unfathomable for a luxury car. What’s more, its exhaust heat recovery system assists in warming up the HS quickly, as well as achieving extremely stringent tier 2 bin 3 emissions.

Lexus offers two trim packages in Canada, Premium at $39,900 and Ultra Premium at $48,750. The first features all of the regular luxury items like power windows with one-touch actuation for all, powered and heated side mirrors, an auto dimming rearview mirror, a tilt and telescoping steering column, steering wheel mounted audio and cruise controls, dual zone automatic climate control with pollen filters, eight-way power seats with power lumbar support for the driver, a power glass sunroof, and a 137-watt 10-speaker AM/FM audio system with a 6CD changer, aux jack, XM satellite radio and Bluetooth connectivity. The Ultra Premium package adds birds eye maple trim, premium leather, memory seats, more power seat controls for the front passenger including lumbar support, LED headlamps with adaptive lighting and automatic high beam sensors, a 330-watt 15-speaker Mark Levinson surround sound audio system upgrade, voice-activated HDD navigation with a really cool mouse-style infotainment controller, an eight-inch LCD display and backup camera, while 18-inch alloy rims replace the standard 17-inch wheels.

If you want the 18-inch wheels but don’t want to spend for the Ultra Premium package you can opt for the Premium Sport Package which totals $41,400 and includes two-tone leather seats, a sport tuned suspension, aluminum sport pedals with rubber inserts, illuminated front “Lexus” scuff plates, and a unique wheel finish for those larger diameter rims. There are no options for the Ultra Premium, other than the same dealer installed block heater ($210) and all-weather cargo mats ($131) available for either trim level.

2010 Lexus HS 250h

Safety equipment for both HS trim levels include all the expected airbags as well as knee airbags for driver and front passenger, active front headrests, LED brake lights and a first aid kit. All HS 250h trims come with four-wheel discs with ABS as well, plus traction and stability control.

Practically speaking, the cargo area is sized well for a Lexus hybrid at 343 litres (12.1 cubic feet), which is good enough for four golf bags. This is because of a much smaller and lighter battery pack. That trunk also features plant-based, carbon-neutral “ecological plastics,” materials that are also used on the cowl side trim, door scuff plate, toolbox area, floor finish plate, seat cushions, and package tray.

So the question remains, is the world looking for a dedicated luxury hybrid like the HS 250h? Well, maybe not the world, but Lexus believes that North America certainly is, the only markets other than Japan that will be getting the new model. Of interest, about 10% of new Lexus models sold feature hybrid powertrains, and the brand tells us that its studies indicate more than 60% of buyers are looking for a hybrid option. During August Lexus enjoyed over 10,000 orders for the HS, and no doubt things are heating up here for the new model too.

The Prius already enjoys customers with higher than average incomes, but the new Lexus HS 250h gives these environmentally-focused consumers somewhere to go when they want a little more luxury in their lives. The new model should also attract buyers that may have not considered a hybrid before, but like the idea of doing the “right thing” without sacrificing creature comforts. And to that end, Lexus’ HS 250h sacrifices nothing. It’s extremely comfortable and beautifully appointed, fulfilling the measure of its creation perfectly.