The first few miles behind the wheel of the 2010 Lexus HS 250h trigger a cascade of questions about this new car's reason for being. Why a four-cylinder engine in a luxury car? Why not simply Lexus-ize the existing Toyota Camry Hybrid? Why introduce a new sedan that is so similar in size to the existing Lexus ES 350 in the first place?
But it doesn't take more than a couple of days to have these questions answered. Clearly, Lexus sees no paradox in the addition of a full hybrid to its lineup of luxury cars. Despite the fact that the 2010 Lexus HS 250h with its modest 2.4-liter gasoline engine is closer in concept to the Toyota Prius than the Lexus LS 600h, this new model nevertheless effectively represents the Lexus idea of luxury, safety and convenience in the same way that its six- and eight-cylinder stable mates do.
It's a Lexus-style hybrid, because practicality and efficiency are legitimate Lexus values, too. Is everybody on the same page now?
New Shape, Shifter
Every decision during the 2010 Lexus HS 250h's gestation has obviously been carefully mulled. A new body shape tells customers this isn't just a hybrid version of an existing model. The mechanical platform (partly from the Toyota Avensis, which is marketed in Europe) provides a sophisticated wishbone-type independent rear suspension for better ride and handling, and ongoing improvements to hybrid component packaging also allow a normal-size trunk with more than 12 cubic feet of cargo space. Access to this space is through the largest trunk aperture in the Lexus sedan lineup.
Inside the HS, one finds comfortable seating in a reasonably roomy interior. Along with Lexus' striking instrumentation is the trick new remote-touch multimedia controller we first saw in the latest RX crossover models. It operates so much like the graphic user interface we all know intimately from so many days of point-and-click enterprise that it's utterly amazing nobody came up with this execution before.
The shift-by-wire drive selector is a short stalk projecting from a corner of an extended center console, and it falls conveniently to hand, even if the hard edge of the console is uncomfortably close to the right knee of tall drivers. With 30 percent of the interior's molded materials made from plant-derived plastics, the car's carbon footprint shrinks even further, driving home the new Lexus message: In the future, luxury has to be responsible and careful with finite resources.
Mysterious Sounds
Essentially we're looking at the promise of a refined motoring experience without conspicuous consumption. That said, the question has to be whether the 2010 Lexus HS 250h delivers on the undertaking. And in our humble opinion, the answer is yes. Mostly. There is one aspect of its operation that provokes criticism, and that is the relationship of the engine to the continuously variable transmission (CVT) that is the heart of the Lexus-style (that is to say, Toyota-style) hybrid drive system.
With a comparatively humble 147-horsepower, 2.4-liter, Atkinson-cycle gas engine pedaling the front wheels (with the intermittent assistance of up to 40 hp from the electric motor), there is the unmistakable sound of a free-breathing 16-valve inline-4 spinning at engine speeds that are apparently not synchronized with vehicle velocity. That is, lots of furiousness, but not much speed. That's what you get with a CVT.
This decoupling of an engine's vocal signature from its actual physical progress is alien to most people's experience. Some of us remember it as a symptom of severe clutch slip. But, really, we probably just need to get used to it. After all, aircraft have engines that spool up to their point of maximum power and stay there as the plane gathers speed. So do boats. It's simply a matter of one's expectations.
Metropolitan Motoring
The 2010 Lexus HS 250h's audible exertions are most noticeable when accelerating hard or while climbing gradients. When used in urban settings — the very environment hybrid technology was designed for — the new Lexus is remarkably smooth and quiet.
In fact, it's so quiet that one sometimes wonders whether the HS has unilaterally elected to operate in EV mode. In reality, you have to select EV mode at a switch panel that also offers power, normal and eco settings. Then the HS will wheel around silently at low speeds for short periods.
You never notice the engine shutting off at a stop, and even the subtle bump you occasionally feel as the gas motor is spun back to life is barely perceptible. Mostly it feels as if the car is being towed around by a giant magnet. This may not provide the mechanical involvement car nuts are looking for, but it's a seductive quality for those of us who covet a tranquil ride.
Smooth Operator
The creamy propulsion fits right in with a very solid structure and smoothly suppressed ride motions delivered by the sport suspension settings that accompanied our car's optional touring package. Together they provide the HS 250h with an almost athletic grace.
It doesn't hurt that the car's electric power-steering mechanism has been finessed beyond the company's earlier attempts. The initial transition off-center is still a touch digital in the way the assistance steps in, and the effort level feels a tad artificial, but few drivers would complain about the way the steering actually directs the car. Path control is pretty surgical for a 3,700-pound luxo-hybrid lined with leather and packed with every gadget known to man. Even our test track specialists came back impressed.
Of course, one could argue for a case of low expectations here, but if we assumed the dedicated hybrid application for the HS would produce a sluggish car, we were way off target. For one thing, the 0-60-mph sprint takes a reasonable 8.7 seconds from a standstill (8.3 seconds with 1 foot of rollout like on a drag strip), and the quarter-mile is dispatched in 16.4 seconds at 86.9 mph. That's not bad for a car returning gas mileage in the mid-30s. And the HS 250h's ability to come to a stop from 60 mph in 125 feet and negotiate the slalom in 62.9 mph definitely makes it competitive in dynamic terms with other midsize sedans.
Beyond the Comfort Zone
This Lexus even won us over when we strayed beyond the hybrid-friendly confines of Santa Monica. It attacks the local canyon roads with steady, deliberate determination. While not exactly nimble, the 2010 Lexus HS 250h maintains a very stable manner when cornering hard, and it will accept heavy braking deep into turns without pushing off line or losing its composure.
Despite having 61 percent of its not-inconsiderable mass on the front wheels, which were shod with the optional P225/45R18 Toyo Proxes A20 all-season tires, there is often more ability to turn in toward the apex — even in the middle of a corner — than we expected. Once its limits are reached, this Lexus simply understeers progressively. Throughout all of these gymnastics, body roll is held firmly in check, and its composure is flawed only by a tendency to pitch forward a little under hard braking, its most noticeable departure from an otherwise flat stance.
Of course, an athletic assault on a canyon road is not the HS 250h's real raison d'être. That it retains a degree of sporting aptitude is simply an extension of the quiet, effortless urban role it was born to fulfill. We should not shortchange the HS on its open-road performance, either. The careful attention to aero flow keeps wind rush noise to a minimum, and since there isn't much mechanical noise being generated, the Lexus cruises extremely quietly. Even the Toyo tires are hushed, responding only to certain textures in cast-concrete pavement with brief growls of protest.
Hybrid Lexus
Nobody can quibble about the equipment levels available in this model. From the amazing Mark Levinson surround-sound stereo system to Park Assist to the Lexus driver-snooze monitor, the HS is replete with high-tech gadgetry. Some of which can be annoying, actually.
The front observation camera, for example, seems to display pretty much what you see out of the front anyway, and it just won't switch off and go away. We tried fooling with the settings menu, but to no avail. Every time the car slowed to a walking pace, the display would pop on, even deploying the screen when it had previously been stowed. But in the main, the 2010 Lexus HS 250h is a remarkably servile and user-friendly device, and most of its technology operates invisibly on the fringes.
In a way, the 2010 Lexus HS 250h is both the ultimate hybrid and the ultimate Lexus. It's the ultimate hybrid because (aside from the oddities of the CVT) it drives pretty much like a conventional car, and the only time you notice the hybrid technology is when you find yourself driving past gas stations with a carefree attitude. And the HS is the ultimate Lexus because it offers perfect convenience without distracting you by making a point of its competence.
The 2010 Lexus HS 250h is perfectly functional and nothing less. Then again, it's nothing more than that either.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
Add A Comment »
skierpage says:
03:39 PM, 04/05/2011
"with the intermittent assistance of up to 40 hp from the electric motor"
That's wrong, and your misinformation crept into the Wikipedia article. The electric motor is much more powerful than that, though Lexus doesn't say; the Camry Hybrid's motor is supposedly 105 kilowatts (141 hp). Your mistake is to subtract a 147 hp engine from 187 total system hp and think that is the motor's maximum power. I'm not sure whether it's possible for the Toyota/Lexus Hybrid Synergy Drive to deliver max engine power and max motor power to the wheels at the same time, but it doesn't in this setup.
The HS 250h and Camry Hybrid seem to have diverged; fueleconomy.gov rates the former 35 city/34 highway and the latter 31/35. They're both weak compared to the 41/36 Ford Fusion Hybrid, Toyota needs to revamp its 2L hybrid powertrain.
karlman says:
12:57 PM, 02/26/2010
Bryn, you are indeed a digital immigrant. The haptic technology would be awkward for you. For any digital native, or computer/gamer savvy individual, the technology is as familiar as the use of a microwave oven is to you. You are probably trying to hard...relax, allow the feel of the mouse inform you that the pointer has scrolled across an icon, then click. Remember, people complained about not hitting the return or enter button on a computer when they were switching over from the typewriter.
karlman says:
12:50 PM, 02/26/2010
First, I'd like to state that my vehicle has some issues not addressed in this article. Setting the issues aside, for the moment, I'd like to explain why it is the perfect car for me; I suspect it is an ideal vehicle for many others, too. I'm not a "boat" person, that is, I prefer a mid-sized to slightly smaller vehicle. My previous vehicles were the BMW 325i and the Infiniti G-35 sedan. I dumped the 2006 BMW at two years due to continued quality issues. I had always admired the infiniti sedan and absolutely loved it-though who really needs that much power? I was impressed with the sheer beauty, performance, and quality. But a change in residence created a long commute. With premium fuel, and a respectable 25 mpg highway, I was spending $250 + per month on gas. I could do without the monster engine. What I had wanted in 2008 was a smaller lux sedan, preferably a hybrid, from a company with a proven quality record. I'm not a hatchback fan, and I really don't like the looks of the prius or its "twin" the insight. Additionally, the prius, though a nice vehicle, doesn't have the comfort level of a luxury vehicle. The vehicle that met my needs became available in 2010.
Overall, I am a fan of the baby lexus. It feels as safe as a decommissioned tank...it is quiet, luxurious, fairly refined, and fairly green!
Frankly, I like the HS250 better than the ES350 which I considered in 2008. The interior is more attractive, seems more upscale, is nearly the same size, and I like the mouse-like control which is designed for my palm to comfortably rest on. I find the trunk size adequate, more than enough for groceries, work supplies, luggage, etc. I have an SUV for large items, so I have no need for a huge trunk. I have to say, the wide trunk opening is great.
The car is very quiet...anyone who complains about the cvt/hybrid hum is, in my opinion, being ridiculous. It's ride is comfortable, fairly supple, not sporty, but not sloppy like larger sedans such as the Toyota Avalon or the Lincoln MKS. No one should complain about the engine. It is absolutely reasonable, economical, and adjustable. I run in eco mode except in the Sierra Nevadas where I might want a bit more power. It's not a race car, so the engine/transmission shouldn't be compared to one! Its reason for being is not to compete with the G37 or 335i (which both offer great moutain-driving experiences).
But, there are in my opinion some flaws in design. I won't go into the whole brake issue...though that entire topic angers me. The seats, though comfortable, are too short to give adequate thigh support. I am not a tall person, 5'7", but am finding it a challenge to accustom myself to the short seat-length. I also think the front seat leg area is uncomfortable. The left foot rest area is awkward due to a slight bulge in the wheel-well area. In order to be comfortable, I move the seat back, but then I find the steering column does not extend far enough to match my reach. Adjusting the seat for the best reach brings my torso too close to the steering column. Taller drivers (anyone over six feet) will have issues with their heads hitting the roof in the front and back seats. Though I compared interior measurements to my G35, my tall family members aren't as comfortable-space wise-as they were in the G. I wouldn't ask them to sit in the back seat for long journeys.
The nav system is intuitive...I never thought I'd want a navigation system...I can read a map, but I've come to enjoy the benefits. The haptic technology somehow adds to the overall experience. Anyone who is comfortable using a computer will find using the mouse and navigation very familiar. However, it is irritating that one must open the screen to maneuver through the audio system and heating system. Additionally, If one wants to use the RDS or see what track tof he CD is playing, there is no way to keep that screen open...after a short interval, the screen defaults to the map...annoying! What shocks me is what I consider a defect in the stereo system. The rear speakers are so weak that guests complain they cannot hear the stereo while in the back seat. The front speakers are great, but adjusting the front-rear fade is no help at all...the sound quality is simply unacceptable-moreover, it would be unacceptable in a $15,000 car.
The heated and cooled seats are a great lux perk, but the heater units are well below standard. The BMW is far superior, the G is superior, the Lexus leaves me unimpressed.
Another issue that seems to plague the Lexus hybrid line-up has to do with the tires. My vehicle came with over-inflated tires. I checked the door panel and questioned the dealer about the over-inflation. I was told that Lexus has had complaints/problems with their hybrids' (especially the RX) tires having premature wear when inflated to specification-requiring the purchase of new tires at 15,000 miles. IMAGINE! Their solution was to over inflate the tires. In my opinion, should such a problem exist, there is a design issue or the company is using the wrong tire.