Lexus IS300h F-Sport, road test (Engine, performance, handling and consumption)

One of the latest launches from Lexus, or at least one of the most important, is the redesigned Lexus IS. The Japanese mid-size saloon has been completely updated for a new generation, with a new exterior design, a new interior and a new engine range.

At its launch a year ago we told you about the main novelties of the Lexus IS300h, and now we have been able to test it thoroughly to tell you how it behaves, what’s new and our verdict on this premium saloon, which is different from the rest.

Different because it doesn’t give in to the tempting diesel to win over the market, different because of its sporty design (even more so in the F-Sport version) and different because of the sensations it offers behind the wheel. As we already told you a year ago, the IS is only available with a hybrid engine delivering 223 CV. Is it enough? Is it economical? Is it sporty? We are going to address all of this in the first part of the test.

Engine and performance

A petrol engine combined with an electric motor that together deliver 223 CV: that is the powertrain hidden under the bonnet. Specifically, the combustion engine is a 2.5 four-cylinder Atkinson-cycle unit that produces 181 CV at 6,000 rpm and 221 Nm of torque between 4,200 and 5,400 rpm.

On the other side of the balance we have the 143 CV electric motor (although, working continuously together with the combustion engine, they deliver 223 CV). All of this potential from both motors goes to the rear wheels thanks to a CVT automatic gearbox with a sequential mode. In reality this type of transmission has no fixed gears, so when it is set to sequential mode the gearbox simulates the ratios.

What is this powertrain like in practice? Smooth, that is the best virtue of the IS300h’s hybrid engine. Both in acceleration and when cruising it is a very smooth engine which, together with the car’s good sound insulation, makes the interior comfort level high. That said, there is no sensation of driving an engine of more than 200 CV, partly because a diesel with that power has more torque and delivers it at low revs, whereas this petrol unit delivers all its potential at high revs. The gearbox also helps mitigate the sportiness, giving the sensation of driving a less powerful engine.

That said, it does not lack a good response: as soon as we press the accelerator pedal the car responds strongly. It has several driving modes: ECO, Normal, Sport and Sport+. These modes act on the accelerator pedal and steering firmness, and the Sport+ mode also acts on the suspension stiffness. It also has the EV mode, that is, operation in electric mode as long as we don’t exceed 45 km/h or a maximum range of 2 km; it is also possible to coast in electric mode as long as we don’t need much power and up to roughly 65 km/h.

Returning to the gearbox, as I mentioned before, it has no fixed ratios, which is useful for getting the most out of the engine because it can run at any speed at any moment; that is what makes it rev so high when accelerating hard. In sequential mode it has six preset gears, although in practice they are only useful for downshifting, though it is a comfortable mode for braking on a long descent while also charging the batteries.

Handling

Behind the wheel of the Lexus IS300h what we notice most is comfort and smoothness. It is very well insulated and the car stands out for its composure without becoming annoying, despite its low-profile tyres. If we select Sport mode we will notice that the throttle response is more forceful and the steering is firmer, but we can still round off the IS’s sporty behaviour further.

That is where Sport+ mode comes in, which also stiffens the suspension, making it feel literally glued to the road; the stability it conveys is incredible. In corners the car is agile, and whether because of its dimensions, its weight or when we push it to the limit, the ESP quickly intervenes without waiting a second, keeping the car under control at all times. In more dynamic driving it has an understeer character, but I must stress that we can barely notice it because the stability control setup is strict and leaves almost no margin.

The brakes have the typical feel of a hybrid: at first it seems the car is not braking because the batteries are being charged, and then if we keep pressing the brake pedal, it stops the car firmly. This is typical of hybrid cars.

The steering has convinced us in terms of firmness and is quite precise, but it lacks feel for a sporty touch.

Consumption

Consumption is not exceptionally low, but it sits within the normal range for a car with more than 200 CV, that is, it is close to equivalent diesels. Specifically, on the motorway it hovers around 6.2 litres per 100 km (a diesel with this power can run at around five and a half litres, so this is a normal consumption).

On country roads it is easy to hover around 5.8–6 litres, although everything depends on how we drive; of course, if we are not careful we can reach 6.5 litres per 100 km. Its best consumption figures are achieved in urban or mixed road-and-city conditions, because there the electric motor helps.

Specifically, in town on our usual route it averaged around 6.8 litres per 100 km, a good figure for a car with 223 CV.

In the second part of the test we will analyse the exterior design, with the sporty touch of the F-Sport trim, as well as the interior roominess, finishes and boot.

Photos | Test team