2010 Lexus HS 250h Test Drive: Performance, Interior, Handling, Specs and Opinion

The new 2010 Lexus HS 250h combines the performance of a V6 with the mileage of a four-cylinder economy car using an advanced hybrid gas-electric powertrain.

Hybrid drive systems can be designed to boost mileage as in the Prius or enhance performance as in the LS 460. The Lexus systems are a modular technology and can deliver any mix of the two. The new HS 250h falls somewhere in the middle of the hybrid spectrum.

The result is a clean, efficient luxury car with good numbers both in
power and fuel economy. The HS 250h gets an EPA-estimated 35 mpg in
combined city and highway driving yet can accelerate from 0-60 mph in a
respectable 8.4 seconds. In combination with the hybrid drive motor,
the HS 250h generates 187 total system horsepower, running on regular
unleaded gasoline.

The Lexus HS 250 doesn’t offer the compelling visceral experience that
comes with neck-snapping acceleration and high-G-force cornering, but
like the Prius, it has technology features that make it a fascinating
car to operate. It’s a car that appeals more to a finely developed
sense of touch. The HS experience is more like driving a laptop, one
with a lot of bright, new features and an inviting, intuitive operating
system. To operate the HS is to experience a sense of enlightenment,
more than a compulsion to drive harder and faster.

This is the first hybrid-only car for Lexus, and the first Lexus with a
four-cylinder engine. The 2010 HS 250h offers all the latest
hybrid-drive system upgrades that are now spreading through the Lexus
line of hybrids. The new systems are lighter, more compact and more
efficient.

The HS combines elements of the Prius platform with the more powerful
Camry hybrid powertrain. The HS also has the smoother ride and refined
features consistent with a car in this price range.

Mileage is equivalent to the Camry hybrid, which is a bigger car but
only slightly roomier inside than the HS 250h. Compared to other cars
in the Lexus line, the HS is about 5 inches longer than the sporty IS
and about six inches shorter than the ES sedan. It’s a little bigger,
with more legroom in back, than the Mercedes C-Class and BMW 3 Series
cars.

Like the Prius, the HS 250h makes a social statement, but does so
within the context of a forward-looking, technology-driven luxury
brand. Its more powerful 2.4-liter engine is quite a bit peppier than
the Prius, consciously trading some mileage for better acceleration and
easier highway cruising.

But at 35 mpg overall, the HS 250h is still highly economical and
efficient. The HS 250h generates 70 percent fewer emissions than the
average new car. It’s a California Super Ultra Low Emissions Vehicle
(SULEV), which makes it one of a handful of the cleanest cars in the
world.

The battery pack is located between the rear seat and trunk, powering a
motor generator that adds about 40 horsepower, which is blended into
the system according to driver demand. The batteries are automatically
recharged as needed, either by the engine or braking action that
converts momentum into electricity.

The HS 250h has four drive-modes: Normal, Power, Eco and EV. The
different modes alter throttle response, managing fuel flow for more
power, or conversely, better economy. The electric-only EV mode has a
modest range that varies according to temperature, driver demand and
battery condition, estimated at somewhere between half a mile and 1.5
miles.

A well-appointed interior is set up to take advantage of new ideas
about how to adjust controls and features without distracting the
driver’s attention. An available mouse-like controller, the Remote
Touch system, eliminates the need for touch screen controls.

Model Lineup

The 2010 HS 250h ($34,200) comes in standard and Premium ($36,970) models.

Standard features on the HS 250h include leather-trimmed seats; 10-way
power-adjustable driver’s seat with eight-way power-adjustable front
passenger seat; a 10-speaker, 137-watt audio system with a six-disc CD
changer, a subwoofer and center speaker; Bluetooth for phone and music
streaming capabilities; integrated subscription satellite radio
(includes 90-day trial); USB/iPod connectivity operated via steering
wheel controls or the display screen; and 17-inch aluminum alloy
wheels. An optional Touring Package ($1600) for the standard model
includes heated front seats, illuminated front scuff plates, 18-inch
wheels, sport suspension and pedals, and leather interior trim.
Standalone options include heated seats ($440), interior wood trim
($300), and 18-inch alloy wheels ($770).

The HS 250h Premium ($36,970) adds heated/ventilated front seats
trimmed in semi-aniline leather; 18-inch aluminum alloy wheels;
rain-sensing windshield wipers; heated electrochromic exterior mirrors;
genuine wood interior trim; and a memory system that allows individual
driver settings for seat, power tilt/telescopic steering wheel, outside
mirrors and air conditioning settings to be recalled automatically by
individual key fobs. Premium can be upgraded with the Technology
Package ($3900) that includes a heads-up-display, radar cruise control
and park assist. Premium models equipped with the Navigation Package
can also be upgraded with the 330-watt, 15-speaker Mark Levinson
surround sound system ($1580).

Options for both models include the Navigation Package ($2125) with the
Remote Touch navigation controller, Bluetooth, backup monitor, air
ionizer, and a host of available telematic systems from Lexus Enform
and XM. Other options available for both models include LED headlamps
with Adaptive Front-lighting System (AFS) with intelligent high beam
and headlamp washers ($1805), and a rear spoiler ($200).

Safety features include a 10-airbag supplemental restraint system and front active head rests.

Walkaround

Almost every aspect of the 2010 HS 250h design is modern, technical, and aerodynamically relevant.

The new grille contributes to a low coefficient of drag (0.27) by
guiding airflow over the hood, and is set lower than the headlamps, a
Lexus identity trait. The center of the hood is visually well defined,
blending into concave segments that create a sculpted, edgy look.
Sharply angular compound headlamps are mounted high, above the grille,
a design cue in keeping with the top-of-the-line LS600h.

A subtle gull wing shaped roof design helps control airflow to reduce
drag and strengthen the roof structure. The bottom edge of the front
bumper, which flows outward and around the fog lamps, also includes an
air intake for cooling. Front and rear spoilers add to aerodynamic
performance, as do air flow management touches that include spats,
liners in the fenders and air diffuser fins.

Weight reduction was accomplished by use of high-tensile strength steel
and an aluminum hood. Infared-reducing windshield glass reflects heat,
helping to reduce the air conditioning workload for better mileage.

A halogen projector beam headlight system is standard; LED headlamps
and adaptive front lighting are available. The headlamp and tail lamps
have tinted blue inner trim to signal that the HS250h is a hybrid.
There is also a Hybrid badge, plus subtle blue highlights added to the
Lexus logo and engine cover.

Interior Features

The Lexus HS creates a sense of luxury by surrounding the
occupants with technologies that empower and inform, and by use of
premium components and materials throughout.

Inside, there is a high level of standard equipment. The three-spoke
steering wheel and shift knob have leather trim. A 10-way power
driver’s seat with power lumbar support is standard, as dual-zone
climate control, a dust and particle filter, two 12-volt outlets,
Homelink programmable garage door opener, tilt steering column, power
windows and all the cupholders, assist grips and interior detailing we
would expect of a car in this price range.

Interior lighting is crafted to suit the environment. The lighting
scheme includes courtesy lights mounted on the doors, an incandescent
dome light, map lights, LED foot lights, and lights for the glove box
and trunk.

The trunk is large for a car of this size, and has an unusually wide opening, easily accommodating four golf bags.

The HS 250h cockpit is shaped by study of eye movement, sight lines and
economy of motion. Everything the driver needs to look at is mounted
high on the dash, so it can be addressed at a glance. Those controls
that must be touched are mounted down low, within easy reach. The
navigation screen is mounted high but controlled by the mouse-like
Remote Touch device located in the center console, where a driver would
most likely rest his hand. Because of the Remote Touch mouse, the
driver never needs to lean forward to touch the navigation screen, or
keep his finger on an icon while the display scrolls. It’s all
controlled through the mouse, without looking down. It’s a safer
system, one that leaves no fingerprints on the Navi screen.

The transmission shifter, something more like a joystick, is located in
the center of the instrument panel, where it can be bipped into a given
gear by a flick of two fingers.

No small amount of bioplastic material, synthetic fabric made from
vegetable oil, has been engineered into the HS 250h. It’s used in the
trunk carpeting and parts of the interior upholstery, covering about 30
percent of the area. Unlike many plastics used in the automotive
industry, bioplastic is carbon-neutral and does not create a disposal
problem when the life of the car is over. It’s a trend we’re seeing
throughout the auto industry, as the newest cars use ever-higher
percentages of recyclable materials.

The HS builds on the notion that a car should interface seamlessly with
other computers and information flowing from outside sources. The
Bluetooth system is adapted to wirelessly download contact information
from compatible phones, which probably already synchs with most home
and office computers. As a result, all three phonebook databases can be
identical. XM satellite radio, now capable of delivering news on
sports, weather, traffic and stocks in real time, can pull in
information anywhere the car goes. It’s also possible to program in
personally selected information preferences, so a driver can track his
own stock portfolio or follow specific teams.

Another service, Safety Connect, can be used to determine the current
location of a stolen vehicle, call for emergency assist and supply GPS
data to enhance roadside service needs.

Lexus Enform offers a live operator to help drivers find a specific
address, a business, or restaurant, and then sends the coordinates to
the navigation system for routing. Another premium feature, called
eDestination, allows drivers to go online to save and sort destinations
in up to 20 folders, and send as many as 200 destinations at a time to
the vehicle, where they can be downloaded into the navigation system.

Driving Impressions

We spent a warm spring day in the Lexus HS 250h driving the
Coast Highway around the Newport Beach, California, and the hilly roads
leading inland. The roads varied from two-lane highways to winding
canyon roads, with briefer stretches of wide-open four-lane highway
driving. Our test unit was equipped with most of the available
amenities, including the navigation package and the Remote Touch
controller.

The HS 250h is set up to ride and drive like a compact family car.
While the HS is maneuverable and responsive, it’s clear the chassis is
built for ride quality rather than extreme speeds and road-holding.
Lexus has succeeded in achieving a comfortable, easy-to-drive character
for the HS 250h, isolating the driver from harsh road irregularities
and textures that might come through to the cabin in a sportier car.

In keeping with Lexus priorities, there has been a conscious effort to
keep noise to a minimum. Suspension noise is absent, and the car is
very well sealed against wind noise. Lexus uses acoustic glass on the
front windshield, which helps make it easier to hear conversation while
driving. Overall, the car is very quiet at normal cruising speeds and
of course, when operating on battery alone. The exception is when full
throttle is applied, at which point, a surprising amount of engine
noise can be heard.

Electric steering is much improved compared to early applications. It’s
a low-effort setup, making the HS easy to park and maneuver. At speed,
it’s reasonably firm and on-center, and around town it has the ease and
quickness of a luxury car. Lexus gets a 3 percent fuel economy benefit
from the electric steering system, so it makes sense to use it, though
we suspect drivers who try to operate the HS as a sports car would be
disappointed. We noticed a modest amount of front-end dive upon hard
braking; cornering stability seems consistent with a well-designed
passenger vehicle.

Fuel economy for the HS 250h is an EPA-estimated 35/34 mpg
City/Highway, with combined city/highway fuel economy rated at 35 mpg.
Traditional gas-engine cars usually offer their best efficiency on the
government’s City test, but the electric motors come into play on the
hybrid-powered car for substantially improved fuel economy in slower,
stop-and-go city-type driving.

We tried each of the four different drive modes. In Eco Mode, the HS
feels subtly, but noticeably, different from the Normal mode.
Acceleration becomes more gradual as the computer reduces fuel flow,
and cabin airflow is reduced somewhat as it minimizes air conditioning
use. We wouldn’t choose to drive around this way all day, but if we
were low on gas in an inconvenient area to refuel, this setting could
be quite useful.

The Power mode feels about the same as the Normal mode, except that
full-throttle acceleration is enhanced a bit by faster fuel delivery.
It’s noticeable, but probably not enough of a difference to add all
that much quickness.

In EV Mode, the HS is eerily quiet, but range is limited. After about a
mile of largely downhill stop-and-go driving, the engine switched
itself on to recharge the batteries. We imagine EV Mode would be a
useful emergency measure if we actually ran out of gas on the freeway,
or for use in areas where only electric cars are permitted.

Brakes are regenerative brakes, so with light pedal pressure, they feel
a little bit different at the top of the pedal. Pedal feedback is
smooth and progressive, encouraging the kind of long, gradual braking
intervals that are most efficient at converting momentum into battery
power. With a little more pressure, they quickly transition into a
power-stop mode. At that point, when you really need to stop, they grip
very well and feel like strong four-wheel discs. We found that we could
feel the subtle difference between regen mode and stopping mode, and
could operate the brakes to work either way.

The latest human/machine interface from Lexus features a mouse-like
controller that sits low on the center stack, within easy reach of the
driver. Like any other mouse, it can be adjusted for sensitivity. It
controls a cursor on the Navigation screen, which is mounted at the top
of the stack where it can be seen at a glance.

It may sound complicated, but the mouse/screen operation should be
intuitive to anyone who has ever used a computer. We found we never
needed to look down to select audio or climate functions, or to operate
the navigation system. Some of the controls, such as audio volume, are
duplicated on the steering wheel, so even less movement is required to
make selections.

It’s on the highway that the HS 250h clearly outshines the Prius, which
can be noisy and harsh at interstate speeds. High speed cruising is
well settled and relaxing, and the car remains composed and quiet. Wind
noise is very low at speeds below 80 mph.

Summary

The Lexus HS 250 is a nice car to be in and fun to operate. It’s
not a particularly exciting car purely from a driving dynamics point of
view, but an involving, intriguing car that makes up in features and
technology what it lacks in visceral thrills.

– John Stewart

We had our test drive, how about yours? Had a chance to try the new HS 250h? What are your impressions of it? Interested in getting one? Talk about it or see what others have to say on this thread!