Road Test: Lexus IS 300h

Toyota's Prius is undoubtedly the car that made hybrid power-trains take off, writes Brian Byrne. But in another way it did the systems a disservice. Prius doesn't exactly light anyone's fire. So sometimes we approach other hybrid cars with less than enthusiasm.

I used to like the IS Lexus. Liked the second generation a lot, when they got the style a bit of exclusivity. Now we're taking it down the third generation lane. And it's, well ... different.

Different in that the nameplate has, so to speak, shifted gears from quiet medium sized luxury to something with a more aggressive stance. This has been flagged for a number of year, of course, in the brand's show car concepts and the F-Sport variants of the previous generation IS. A lean and hungry look, something of a shark in the premium waters. In the latest generation of the car, there's very strong styling, complicated even. It is, for some, a taste to be acquired. But probably quite attractive for those younger buyers in the sector who don't want to be in the larger herd of BMW 3 Series drivers, for instance.

Inside, we again see a fairly complex dashboard design, nothing that could be seen as bland. And in some ways following a trend of style in other Toyota brand cars. That said, there's a nice sense of uncomplicatedness in the various controls and buttons, and the typical clear labeling of those that need it. The electronic displays also allow an interesting mix of traditional speed/revs and the information elements that relate to the hybrid system. For instance, when driving in Eco or Standard modes, the rev-counter is replaced by a dial that shows where the system is working in economy terms, including charging. Sport mode brings that back to rev-counting.

It's to be expected that the levels of quality and finish are very high, an expectation that isn't disappointed. Every piece of high-end trim is fitted to perfection, every stitch in the leather uniformly detailed, and the actual feel of operation of the knobs and buttons feel rich.

(All manufacturers actually spend quite a lot of research and careful measurement on how controls and finishes feel, so that they can meet the expectations of their buyers. It's a highly scientific craft.)

Standard across the range are things like paddle-shifting from the steering wheel, a functions screen operated by a rotary knob on the centre console, and a drive mode control to switch between different driving styles. Perceived distraction levels are generally very low in this IS.

It's a generous car in accommodation terms, certainly a big improvement on the original in the back seats. Three will fit in the rear, though the shaping of the seats is best for two, but they can be large.

Getting on the move is a familiar enough process for those of us who have been driving hybrids since Toyota first introduced the system. Press 'Start' and the car is ready for movement initially in electric mode, but quickly bringing in the 2.5 petrol engine if power demands require it. As always, shifting between the various elements of hybrid operation is seamless, hardly noticeable for any normal driving.

Hybrids are generally most useful in city traffic situations, and I made a point of checking now and again just how long we'd be moving without the engine kicking in. For quite a long time and distance, actually, in stop-go traffic, and in this scenario I'd expect that the very low fuel consumption and CO2 emissions for which the car is rated would indeed apply.

On the open road is a different matter, and if long distance travel is what you do mostly, then there's little advantage. Except that when you want to accelerate, there's the benefit of a full mix of petrol and electric horses.

Which is where the attitude to hybrids as I first mentioned at the beginning of this article changes. It's no stodgy Prius. There's 223hp on tap, an 8.3 seconds to 100km/h and 4.3L/100km or some 66mpg equivalent. There's fun driving available here, albeit with perfect refinement. And for the ones who swear by rear-drive, well that's part of the architecture.

For personal taste, I think the new IS is a little in my face. But that's a very subjective thought, and nothing else in the whole experience during my week with it was a negative. There are some who consider a Lexus to be no more than a tarted-up Toyota, but that the truth is so much more is clearly delivered when you get up close and personal.

To do that with the new IS300h, you start at a touch below €38,000. With five grades, you can choose the spend up to €46,780 and charges. The thing to remember when comparing is that everything is included within the grade price, and each grade is well specified.

One gripe on that, though. Parking assist sensors don't happen as standard until the middle Executive grade. With such complicated — and presumably expensive to repair — shapes at front and rear, that's not good.

Otherwise, a car that deserves to be where it's aimed at.