From £24,5107
Hybrid version of third-gen Lexus IS has predictable strengths, but it’s too devoted to calmness and efficiency to really enjoy driving

Our Verdict

The Lexus IS is a sleek junior exec that makes for an interesting alternative but lacks a decent diesel option

What is it?: 

The car that completes the gradual hybridisation of the Lexus range. The new IS executive saloon becomes the final piece of the jigsaw. There now isn’t a model from the Japanese luxury brand that doesn’t come with at least the option of petrol-electric power. 

The firm’s flirtation with diesel is over. A few petrol-only models remain, but they’re dwindling in number. And so – 14 years and three generations into the life of the car that really launched Lexus as a fully fledged European premium automotive brand - ‘Hybrid Synergy Drive’ becomes the weapon that parent firm Toyota wields for a renewed assault on the BMW 3-series, Audi A4 and Mercedes C-class.

It’s a bid that should attract plenty of attention – albeit, says Lexus, perhaps only five thousand UK sales in a full year. Having added 75mm to the overall length of the IS saloon, and taken the usual painstaking approach to redesigning it from top to bottom, Lexus has developed an all-new hybrid powertrain for the IS saloon, which mates a 2.5-litre four-cylinder 178bhp Atkinson cycle petrol engine with a 141bhp electric motor, both feeding the rear wheels.

The IS300h’s petrol engine, like all of Toyota and Lexus’ hybrid motors, runs on the Atkinson combustion cycle for a high expansion ratio and increased efficiency. Fitted with a new fuel-injection system with injectors positioned both in the chamber and in the port, it also has exhaust gas recirculation for reduced operating temperature and high thermal efficiency. There are low-friction piston rings fitted, as well as a low-friction timing chain, low-friction valvegear, and an intelligent oil pump. It runs at a very high compression ratio of 13.0:1. Meanwhile, power for the 141bhp, 221lb ft, rear-mounted electric motor comes from a 230-volt, 192-cell Nickel-Metal-Hydride battery pack.

It's satisfying to find the IS300h free of many of the compromises we’ve seen in hybrid saloons before. In entry-level SE trim, it’s hardly any more expensive than a mid-spec 2.0-litre diesel Audi A4. No longer must owners stomach an unpalatable premium for the privilege of occasional zero-emissions running. The performance stats are competitive, too. The boot is all-but as large and usable as any rival’s. And then come the numbers to really lure you in: 99g/km of CO2 and 65.7mpg on the combined cycle. The former stands to save a company car driver three figures on his annual tax bill, even compared with an equivalent BMW 320d Efficient Dynamics, via Benefit in Kind liability at just 11 per cent.

Yet in spite of the headline-making efficiency it offers, the new IS300h isn’t a martyr to the cause. Apparently. “It’s a car to change your mind,” says Toyota head honcho Akio Toyoda - about hybrids and about Lexus.

Using new joining techniques and lightweight materials, the company says it’s added significantly to the torsional stiffness of the IS’s body-in-white without adding to its weight. Stiffer anti-roll bars make the car 20 per cent more roll-resistant at the front axle, while a new multi-link suspension set-up has added 15 per cent more grip at the rear. New steering and braking systems are alleged to bring quicker response, smoother control and greater feedback.

What's it like?: 

Given that billing, the IS300h is a vehicle of disappointingly few surprises. This is a car good at all of the things you’d expect a Lexus saloon to be good at. Much improved in many of the ways it needed to be improved, as well. But it’s that hybrid powertrain that’s at once hero and villain in the car; outstanding selling point and chief restricting factor all at the same time.

Gallons of ink has been spent over the years in praise of Lexus’ interiors. The IS’s cabin certainly doesn’t let the side down the way it used to. The 85mm of additional legroom has turned a tight passenger compartment into a fairly roomy one that now only really lacks the second-row headroom to accommodate tall adults. The leathers of our test car were lavish and perfectly seamed, the fascia fittings soft-to-the-touch, attractive and, above all else, substantial. 

The driving position’s low enough, at last, with a steering wheel you can finally position just about where you want it. But the luxurious minutiae in here are the things that you really notice. The hefty, expensive feel of the switchgear, and the way the electric windows slow as they motor closed for a delicious softened thud. It seems the legendary plushness of the LS limousine may have finally filtered down to a mass-market price point in this car.

The limo theme continues once you move off. Noiseless on battery power and whisper quiet with the combustion engine running at low revs, the IS300h brings incredible refinement to an area of the market not accustomed to it. Superb though it is in other ways, a BMW 320d is not a quiet car. A Mercedes C220 CDI fully qualifies as clattery at times. By comparison, this Lexus seems as hushed as The Red October. And with Lexus’ optional ‘AVS’ dampers set to ‘normal’ – the comfortable setting – our F Sport test car rode very smoothly indeed, both at town speeds and on the motorway.

The car does luxury and economy – a shade under 50mpg on our real-world test route - much more successfully than handling entertainment. Still, you can appreciate the strides made by Lexus to add bite to the dynamic mix. There’s crispness to the steering when you turn in to a corner, and more grip, feedback and poise as you sweep through the bend than the last IS could conjure. On directional precision and balance, the car seems a match for a C-class, and more than a match for an Audi A4. But between that handling and ultimate dynamic satisfaction sits a powertrain ill-equipped to keep up.

The E-CVT’s manual mode, which should lock up when engaged to give you closer control of your speed, spends more time slipping than anything else. Compared to a good auto’ box it’s unresponsive and distinctly discouraging when you’re in the mood to tap into the IS’s performance reserves. I’m sure it must be delivered somewhere amongst all the revving and slurring, but you never really feel like you’re getting all of the available 220bhp of  ‘system horsepower’ from the IS300h – even with your right foot flat to the floor.

Should I buy one?: 

This car’s glaring lack of sporting involvement remains a key problem from a Lexus hybrid, because it robs the IS of a dimension of dynamic appeal that’s vividly available in its competitors.

To give it its due, it comes up short almost nowhere else, and for its immaculate cabin, remarkable refinement and improved handling, deserves much greater success than any IS to date. 

But – just as the last generation car did when it was launched, before a diesel option was added – the Lexus IS will need a more rounded low-emissions powertrain to be taken seriously by most buyers in the compact executive market. And that’s not something it’s likely to get until greater diversity comes to Toyota’s hybrid technology offering.

Lexus IS300H F Sport

Price £33,495; 0-62mph 8.3sec; Top speed 125mph; Economy 60.1mpg; CO2 109g/km; Kerb weight 1620kg; Engine type, cc 4cyls, 2494cc, petrol; with hybrid assist; Installation Front, longitudinal, RWD; Power 220bhp at 6000rpm; Torque 163lb ft (IC), 221lb ft (w/electric motor); Gearbox E-CVT

 

Join the debate

Comments
34

21 May 2013

“Noiseless on battery power and whisper quiet with the combustion engine running at low revs, the IS300h brings incredible refinement to an area of the market not accustomed to it. Superb though it is in other ways, a BMW 320d is not a quiet car. A Mercedes C220 CDI fully qualifies as clattery at times”

The above point is what a most people desire in luxury car and helps explain why BMW is now so keen on Hybrid and Battery power for future models.

Given the choice I’d go for the quiteness of the Lexus, just to see if Kylie’s right!      

 

Hydrogen cars just went POP

21 May 2013

xxxx wrote:

“Noiseless on battery power and whisper quiet with the combustion engine running at low revs, the IS300h brings incredible refinement to an area of the market not accustomed to it. Superb though it is in other ways, a BMW 320d is not a quiet car. A Mercedes C220 CDI fully qualifies as clattery at times”

The above point is what a most people desire in luxury car and helps explain why BMW is now so keen on Hybrid and Battery power for future models.

Given the choice I’d go for the quiteness of the Lexus, just to see if Kylie’s right!      

According to Michelin, see you tube video, between 50% and 80% of noise from cars is created by the the tyres.

Apart from crawling along in a traffic queue an electric car thefore cannot be really quiet.

As a simple non scientific test as I often walk up a long hill of almost 2 miles and 700ft climb. When a vehicle passes there is no discernable noise difference between a vehicle going up hill or down hill, apart from the odd boy racer revving the nuts off their Corsa. That applies to cars and also trucks going to the quarry.

I fail to see Lexus's expectation of 5k sales per annum causing any sleepless nights for the German pedlars of diesel cars.

maxecat

21 May 2013

Regardless of percentages we all know some cars are much quieter than others and that is what the reviewer is stating. Even modern diesels are still fairly noisy and given high performance is hard to exploit legally then perhaps refinement is a good target, it certainly made Lexus's name with the original LS400 being notably quieter than the German leaders. I fear Michelin's results might be a tad self serving too, a lot depends on how the tests are framed and results analysis. It is of course quite valid to note tyres have an impact on noise, quite another to ascertain which noises are most noticeable and tiring for the car occupants.

I cant help feeling your 'long hill' test is addressing noise heard outside the car rather than inside? Not really relevant it seems to me.

I cant see myself buying this Lexus either but at least its an alternative to the big three premium makers which are so ubiquitous.

 

21 May 2013

vinylnutter wrote:

Regardless of percentages we all know some cars are much quieter than others and that is what the reviewer is stating. Even modern diesels are still fairly noisy. I fear Michelin's results might be a tad self serving too, a lot depends on how the tests are framed and results analysis. It is of course quite valid to note tyres have an impact on noise, quite another to ascertain which noises are most noticeable and tiring for the car occupants.

I cant help feeling your 'long hill' test is addressing noise heard outside the car rather than inside? Not really relevant it seems to me.

Yes of course my "hill test" only applies to noise outside of the car, the noise that affects others than the car user. Just try standing by a busy road to realise how noisy cars are and the noise is not engine noise but mostly tyre noise. If you spend most of your time motoring in an urban environment with low speed limits and stop start all the time you may prefer a Lexus but any diesel at cruising speed is just as quiet as a petrol engine.

Michelin's tyre noise tests are not aimed at their brand being better for noise but showing the difficulties in producing tyres with good grip, long life and low noise with often difficult choices to be made as a compromise. The fact is though that most noise coming from a car moving at normal speeds is from tyres.  Also of interest is that about 20% of all fuel used by a car is due to the rolling resistance of the tyres.

maxecat

21 May 2013

[any diesel at cruising speed is just as quiet as a petrol engine.]

I agree that tyre noise is significant, however i think its relatively benign and easy to 'filter' out.

To imply that vehicle quietness is almost irrelevant above urban speeds is incorrect though. Although it is true that diesels are better at cruising speeds they are nevertheless bettered by otherwise comparable petrol models. Whether or not you are insensitive to the differences or simply unconcerned is of course another matter.

At lower speeds electric cars are silent enough to encourage makers to create artificial sounds to alert pedestrians to their presence, although whether this is for marketing purposes or to protect against over zealous lawyers i am not sure!

21 May 2013

I wonder how awful the CVT really is - guess the only way to find out is to have a drive.  The tax figures are great but if it's horrid to drive then so what?

21 May 2013

Nicely proportioned and very stylish.

I like.

 

 

21 May 2013

Hmm a new Sexless, sorry Lexus. I bet this will be a huge hit with current IS owners.

If you want sporty, buy a 3 series, if you want to be like everyone else on your street (and not as sporty) buy an A4. If you'd like a nice contemporary design buy an XF.  However there is a definite niche of people who are loyal to Lexus. It will be reliable, well put together and scientifically ergonomic. In short for people with a bit of money, that are unlikely to read magazines for handling enthusiasts, but want quality but not the obvious defaults. And have no badge snobbery. A Kia for the middle classes, if you will.

I had to live with an Auris Hybrid for almost a year and I hated it. It handled like a fridge freezer. It had an awful CVT, no power and a cheap interior. The new IS will deal with 2 of these main short comings. Sounds like the CVT will be similar though.

21 May 2013

Nice headlamps, shame about the front grill. Never quite matched the Italdesign Guigaro GS300.

www.KOOOLcr.com

 

21 May 2013

So, just to re-cap. It looks like a whale. There's no room in the back. It's got a small-ish boot. The engine and transmission combo is a dog. And it's facing the toughest competion in the toughest class in the world. Well Lexus, good luck with that one. Not sure what the automotive equivalent of "straight to video" is but there sure should be one for this disaster in the making. One day the world will look back at this collective madness for zero-emmissions and the religion of the statutory "combined cycle" with its ridiculous MPG calculations and shake its head. "Whatever were they thinking of" they will ask, huddled together for warmth in the mini ice age to come. "If only they had kept on emitting CO2 gas we might all have been saved from this cold."

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