2010 Lexus HS 250h: Luxury looks good in green

Gimli, Man.–Lexus is no stranger to gas-electric vehicles, but it's never had a model in its lineup that's only available as a hybrid. It's always made sure that conventional gasoline versions of its hybrids are available as well.

The upmarket Japanese automaker likely felt that buyers of premium vehicles – at the entry level at any rate – weren't ready to associate "luxury" and "environmentally conscious."

Admittedly, it's a fine line to walk, as traditional luxury trappings tend by nature to be resource intensive.

The 2010 HS 250h – the "HS" stands for "Harmonious Sedan" – attempts to square that circle. It was designed right from the start to be a hybrid, much like the parent company's Toyota Prius, although the two models are not based on the same platform.

A number of technologies are shared between the two, but the larger HS 250h is actually much more closely related to the European-market Toyota Avensis. The HS's 2.4-litre four-cylinder engine and Lexus Hybrid Drive system are tweaked versions of what's found under the hood of the Toyota Camry Hybrid.

That isn't a bad thing, as the $39,900 HS's nicely finished cabin gives it a curb weight that slightly eclipses that of the larger Camry. Power ratings are the same for both, with the combined electric-gasoline powertrain producing a peak of 187 hp. This first-ever four-cylinder Lexus is the least powerful model in the brand's lineup.

Both dimensionally and price-wise, the HS 250h fits between the Lexus IS and ES families.

Among the technologies cribbed from the latest Prius are a new exhaust heat recovery system that speeds engine warm-up (improving efficiency and maximizing gasoline engine-off time at colder ambient temperatures), and a set of three switches that alter the hybrid system's behaviour.

Lexus had left my test vehicles in "Eco mode," which gave an appreciable reduction in throttle response (it also reduces the air conditioning's effectiveness). Apparently, Eco mode can improve fuel economy by as much as 7 per cent, but I'd suggest that non-hypermiling drivers will probably just mash the accelerator harder in an attempt to eke out the same performance.

I found it felt annoyingly sluggish, and promptly switched back into "normal" mode, which is how the HS 250h's impressive 5.7 L/100 km (49 m.p.g.) combined rating was earned anyway.

Also available are "Power," which is effectively the opposite of Eco, sharpening throttle response to the likely detriment of economy, and "EV" mode, which allows electric-only operation for short distances, provided a planetary alignment of system charge, speed and gentle throttle pedal position are maintained.

Maybe it's useful at the drive-in or campground, but it's still gimmicky. At least the EV mode's "fuel-less" operation seems appropriate here at Gimli, where in 1983, an Air Canada Boeing 767 glided in for a successful landing after running out of fuel more than 80 kilometres away.

As neither Power nor Eco modes affect ultimate power output, the default normal mode strikes me as the best compromise.

Acceleration is more steady than heady, with Lexus suggesting a 0-100 km/h time of 8.4 seconds. That's within a tenth or two of what an automatic IS 250 can provide, but the intentional steady high-r.p.m. operation of the HS's gasoline engine while accelerating makes a noisier, more frantic sounding experience.

On the other hand, the clean airflow of the HS's relatively slippery 0.27 drag coefficient, triple-sealed doors, and acoustic windshield glass allow for quiet environs when the gasoline engine is cruising at regular speeds.

Long straight stretches, of which there are many between here and urban Winnipeg, reveal a wooden steering feel at speed. That said, the electric power steering's effort levels felt just right at low speeds and while cornering, which the HS does better than expected.

This may be due in part to Lexus's decision to forgo hybrid-typical low rolling-resistance tires in favour of conventional 17- and 18-inchers. This probably isn't the Lexus that will be chosen by driving enthusiasts regardless – the IS fills that niche.

Which begs the question: who will buy the HS?

The smaller, less powerful Prius far betters the HS 250's already stellar economy ratings, while the Camry Hybrid matches the HS's combined rating, and both cost several thousand dollars less at their highest trim levels than the base HS 250h Premium. At that trim level, the leather seats aren't even heated, but there is still a comprehensive list of standard items.

The top Ultra Premium model adds $8,850 to the bottom line, and it includes everything from navigation (with the same, clever "haptic feedback" mouse-like controller as found in the latest RX 350/450h) to ionic climate control air filtering and cutting-edge LED adaptive headlights.

It also upgrades a raft of items, from the seat leather to the audio system. Conspicuous in their absence – for now – are the Prius's self-parking and sunroof solar panel ventilation systems.

Much of the appeal of the HS is the premium branding of the Lexus name, with all its expectations, cachet and perks. The HS 250h allows drivers to clearly display their desire to enjoy that luxury with a greener conscience.

Travel was provided to freelance writer Brian Early by the automaker. bandb.early@sympatico.ca

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