High Bred

CRACKING THE HYBRID CODE IN THE COMPACT-LUXURY-SEDAN CATEGORY

AS DIFFERENTas they may seem, there’s one thing the BMW 3 Series, Audi A4, Lincoln MKZ, Mercedes-Benz C-Class, Volvo S60, Acura TL, Infiniti G37, Cadillac CTS, and all their competitors have in common: None of them is offered with a gas/electric hybrid powertrain.

The debate continues as to whether hybrids are a viable long- (or even short-) term solution to the cost/efficiency/emissions conundrum. A lot depends on the cost of entry, the price of fuel, and one’s desire to minimize his carbon footprint. No matter, consumer desire for hybrids has never been stronger. The Obama administration’s mandate for earlier and more aggressive CAFE standards will push the hybrid demand curve harder. Lexus has made its call and is first in the compact-lux-sedan pool with the new-for-2010 HS 250h.

It resembles the brand’s own IS, and, at about two-inches longer than a C-Class, fits dimensionally midway between the IS and larger ES. But the HS 250h employs an entirely different chassis and bodywork. The gasoline engine, electric motor and hybrid drive system,

(fi rst drive) lexus hs 250h

ECO-FRIENDLY materials line trunk, interior kick panels. Remote Touch puts a mouse at your fingertips. Tune the HS 250h’s power curves with the touch of a button.

and electronic controller hardware are architecturally similar to those in the Toyota Prius, although most everything is larger and more powerful for this application. There’s a bit of under-the-sheets borrowing from the Toyota Avensis sedan sold in other markets. Yet, in spite of a familiar and familial Toyota/ Lexus look and feel, it is fair to call the HS a dedicated hybrid platform.

Lexus says models like the RX 400h and GS 450h are “no compromise” hybrids, vehicles that deliver modestly improved mileage with little loss of performance or luxury feel. The HS 250h, like the Prius, is about maximum efficiency with minimal environmental impact. While most players in this category rely on at least six cylinders for power, the HS’s gas engine is a 2.4-liter Atkinson-cycle four, rated at 147 horses. Two electric motors assist the total horsepower rating up to 187. Again like the Prius, the powertrain is backed by a continuously variable transmission that varies the ratios depending upon rpm, load, and throttle position. One of the motors acts as the starter, the HS features an auto stop/start function, and regenerative braking helps recharge the nickel/metal/hydride battery pack.

Unique is the HS’s programmable enginemanagement system. The car starts in Normal mode, which is designed to deliver linear throttle response and everyday balance between performance and economy. Three buttons on the instrument panel allow a choice between Power, Economy, and EV modes. Power is obvious, calibrated for the best performance (hint: maximum acceleration is obtained by also shifting the transmission into the “B” position, which is designed to deliver an extra dose of regenerative braking, but also dials up the most accelerative punch). Economy mode softens the throttle response at takeoff with the intent to educate drivers to be smoother away from the line, when most fuel is wasted.

Selecting EV commands the HS into electric-only mode, designed for enginefree running in places like enclosed parking lots or during a slow-traffic crawl. But you have to treat the gas pedal with eggshell-like respect. Too much toe will fire the engine, which also kicks on at 20 mph, however gentle you are with throttle. The system works: On a flat stretch of private road, we drove more than two miles in EV, and the batteries were still half-charged. Additional efficiency and earth-friendly measures include the use of ecoplastics, recycled materials, LED lighting (less battery draw), an infra-red-rays-reducing windshield, and a class-leading Cd of 0.27.

If you hunger for technology, the HS 250h will feed your boiler. Besides all the tech required to manage and maximize its hybridness, you can order rear and front parking-assist cameras, a heads-up instrumentation display, Mark Levinson infotainment packages (including DVD audio, voice recognition), and an outstanding nav package with a large, high res screen. Bundled with the nav is a suite of services called Enform. Besides the usual map functions, you can receive subscriptionbased XM weather reports, sports and stocks updates, and live Destination Assist. It’s all managed by a mouselike controller

CENTER STACK and four-cylinder engine confirm HS 250h as a tech leader. Spoiler and satin chrome 18-inch wheels denote Touring Package model.

called Remote Touch, mounted within easy reach on the center-stack/console. This system is so easy to use it makes most other central controller designs look silly.

The interior is a comfy enough place. Up-front room is good. The front seatbacks and rear headliner are scalloped to increase rear cabin room, which is fine for six-footers. The materials choices aren’t as dazzling as they are in upper-crust Lexus models, but everything is of high quality and fits together nicely. Leather seating surfaces and door inserts are standard, as are dual-zone HVAC, tilt/tel wheel, power everything, 10 airbags, Bluetooth—even first aid and tool kits. Considering all the technology and functions that need managing, the various buttons and controls are straightforward.

How to describe the HS driving experience? “Efficient”? Yes. “Soothing”? Maybe. “Luxurious”? Mostly. “Exciting”? No. It’s just not the car’s mission. Zero-to-60 takes 8.4 seconds, says Lexus. The process is accompanied by the usual hybrid accel curve of the engine spooling to maximum revs (and noise) while the electric motors do their CVT thing. The engineers have worked hard to quell engine roar, but you won’t mistake Synergy Drive’s four for a velvety six or small V-8. There’s also the whirr of the regenerative brakes, the engine cutting in and out, various systems doing their thing. These techno sounds won’t drive you out of the car, but they’re there. The aim is efficiency, but it comes at some sacrifice to the impression of luxury.

The HS’ electric steering has more feel and response than in the Prius, but you won’t mistake it for a 3 Series. Ditto the brakes, which feel wooden and nonlinear. The car handles well enough, but won’t set any lap records. It rides comfortably and is quiet on the cruise. There’s minimal road rumble, and the low aero resistance keeps windnoise in check. We recommend the Touring package, which includes larger 18-inch wheels, sportier suspension tuning, a rear spoiler, and aluminum-trimmed pedals. It makes the car handle more responsively and feel better planted, with no loss in ride quality.

Lexus hasn’t released pricing as of this writing, but hints at a base MSRP around $38,000. Order the Navigation and Touring or Technology packages, and it’ll crest $40K with ease. Lexus hopes for around 24,000 buyers per year whose most important purchase criteria are technology and ecology. In the HS 250h, they’ll find a generally well-engineered and executed machine; so far, one in a class of one. If you value mph over mpg and redlines above green ones, there are many more compelling choices in this price range. ■

2010 LEXUS HS 250H

BASE PRICE $37,900 (est) VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan

ENGINE

TRANSMISSION 2.4L/147-hp/138-lb-ft Atkinson- cycle DOHC 16-valve I-4 plus two electric motors bringing total system output to 187 hp Continuously variable auto

CURB WEIGHT

3700 lb (mfr) WHEELBASE 106.3 in LENGTH X WIDTH X HEIGHT 184.8 x 70.3 x 59.3 in 0-60 MPH 8.4 sec (mfr est) EPA CITY/HWY FUEL ECON 34/35 mpg CO2 EMISSIONS 0.56 lb/mile ON SALE IN U.S. Currently