Test: Lexus IS 300h F-Sport Premium
Content
Lexus has built its entire reputation on a dedicated hybrid powertrain. But for the first two generations of their smaller IS model, this has not yet been offered. This has been the case with many other things, and the most notable advancement of the new IS seems to be in two important ways: it's now a bit longer, they've increased the wheelbase and provided more rear seat space, and the constructors. managed to make a very nice exterior. Without hesitation, I can say that this is the best achievement of Japanese designers in the world! But IS offers the most efficient way thanks to its central innovation, the hybrid drive system.
Probably because of the first two generations of Lexus, Toyota management is well aware of how difficult it is to break into the European premium car market. While the IS has so far been a perfectly solid upper-middle class car, even with some compelling premium-tinged performance, it couldn't be compared seriously enough to established rivals like the Audi A4, BMW 3 Series or Mercedes C-Class. Offered in Lexus, but it wasn't enough for anything more compelling.
What should be considered positive for Toyota and Lexus in the new IS 300h is that they have identified the weaknesses of the current product and carefully tackled the new one. However, how thorough was the test, in which the IS proved to be excellent even in the harsh conditions of the early Slovenian winter. Even the only "weakness" that really bothered me was not the result of a misguided design approach, but an effective case design. In addition to the already mentioned excellent and convincing appearance, the body is also distinguished by aerodynamic efficiency.
In times of greasy and salty Slovenian roads, such efficiency of air management throughout the body is due to the fact that our beautiful white Lexus, after only a few kilometers, found itself on the lower thigh and behind (with a high spoiler included in the trunk lid) road dirt. This required extra care from the rear - looking for the trunk release button could end up with dirty fingers (opening is of course possible hands-free using the button on the left side of the dashboard or using the remote control on the key), and the camera had to be cleaned several times to control when reversing, as it gets dirty very quickly.
Aside from this overly strict view of usability, the design of the new Lexus had many admirers, and the novelty will surely attract many surprised looks from Slovenes who are used to a variety of attractive cars. In the case of our IS, the classic sedan is a little more complete, as the body accessories for the F Sport version are mostly aesthetic (multiple front grille inserts, full LED equipment as well as headlights, 18-inch wheels with different widths front and rear).
The F Sport Premium package comes at an additional cost over the base IS, but the equipment list is long and really exhaustive. Our tested IC was missing only a few protections that are usually ignored by Slovenian customers: Lane Departure Warning (DLA), Blind Spot Warning (BSM) with Cross Traffic Alert (when reversing from parking lots) and Active Cruise control. Of course, the reason for this shortcoming is simple: all this makes the final choice even more expensive, but in our understanding, the listed accessories should definitely be considered as ordinary modern premium security equipment.
Electronic support in general is an important feature of almost everything in IS.
This applies, for example, to the selection of the content setting on the optitron display, where the driver receives most of the vehicle's operating data by looking through the steering wheel. There is also an infotainment screen in the center of the dashboard. A combination of buttons on the steering wheel and a movable button, a kind of "mouse", next to the gear lever in the middle between the two seats. Even after a few days of use, its movement did not look convincing, walking with the switches is definitely more recommended when stationary than when driving, mainly because it doesn't seem very intuitive.
Even without additional control electronics, the IS 300h impresses. This is mainly due to the hybrid system. A few years ago we blew our nose due to significant inconsistency in hybrid drives, but now Lexus deserves credit because this part is now the most positive side of the car. Of course, this will not impress the die-hard "athletes" any further, but they also cannot put up with the most common choice of modern buyers - a turbodiesel. Lexus IS 300h was primarily conceived as the best alternative to turbodiesels.
This is convincing in two ways: with an average fuel consumption, completely at the level of turbodiesels, and elaboration and almost noiselessness. The combination of a sufficiently powerful two and a half liter four-cylinder petrol engine and an electric motor (in conjunction with a continuously variable automatic transmission / variator) also convinces with its driving characteristics, especially acceleration. The transition from a purely electric motor drive to a combined one is completely invisible. However, if for any reason we need enough power to the rear wheels, it can happen suddenly. There are three main driving programs available to the driver: Eco, Normal and Sport.
In the latter, the method of changing the gear ratios in the continuously variable transmission also changes, it begins to work according to a kind of "manual" program, with the same dynamics as in a conventional automatic transmission. This program also has an accessory for simulating the corresponding engine sound (in the passenger compartment, changes in engine noise are not detected by those standing outside).
In addition, Lexus has three other options: exclusive driving with an electric motor, but this is limited because the size or capacity of the batteries only allows a small range, and primarily depends on the driver's understanding, as every small increase in pressure on the accelerator pedal causes “Normal engine” because the electric motor cannot follow the driver's wishes (here observations in different weather and at different temperatures are likely to be different).
You can also disable drive control systems (VDIM), but even in this program, control is enabled again at a higher speed. If you are having trouble starting due to slippery surfaces, you can also use the snow button. The choice is great, but with normal use of the car, sooner or later we get into the eco-program. Namely, for normal driving, it provides optimal performance in terms of car fuel consumption, and with a more determined depressing of the accelerator pedal, the car reacts immediately and provides enough power if we need it - even for a moment.
The sports program is of course useful when we find a more difficult and winding road, and then the IS is also in a great position on the road. Compared to Toyota's conventional approach, where the electronics intervene very quickly if the car's wheels start to lose contact with the road, the VDIM, VSC and TRC are adapted to the demands of more dynamic driving, but the electronics still turn on quite quickly, especially when compared to some of Lexus rivals. ... In any case, the IS is extremely stable (which, among other things, allows for a very even distribution of weight between the front and rear axles) and, of course, the influence of the rear drive on stability is not felt, at best, despite the fact that the "fast" electronics. seems to allow for a very dynamic ride.
Comfort, even when driving on bad sections of Slovenian roads, is also commendable in the IS. The same could be written about fuel consumption. Depending on the situation, in our opinion, it was slightly higher than it should have been in normal weather conditions, so we explain this and winter tires by about half a liter higher average consumption on our standard lap. Even the average consumption across the entire test seems to be quite acceptable.
In appearance, sufficient roominess, sufficient luxury in the cabin, smoothness and economy of the drive and driving dynamics, the IS can be easily ranked among the competitors of premium brands, and for those looking for something other than German boredom, it is the first choice.
How much does it cost in euros
Test car accessories:
Metallic paint 900
Mark Levinson 2.500 Sound System
Adjustable suspension 1.000
Text: Tomaž Porekar
Lexus IS 300h F-Sport Premium
Basic data
| Sales: | Toyota Adria Ltd. |
|---|---|
| Base model price: | 34.900 € |
| Test model cost: | 53.200 € |
| Power: | 164kW (223 KM) |
| Acceleration (0-100 km / h): | 8,6 with |
| Maximum speed: | 200 km / h |
| Mixed flow ECE: | 7,6l / 100km |
| Guarantee: | 3-year or 100.000 km general warranty, 3-year mobile warranty, 3-year varnish warranty, 12-year rust warranty. |
| Systematic review | 20.000 km |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 1.915 € |
|---|---|
| Fuel: | 10.906 € |
| Tires (1) | 1.735 € |
| Loss of value (within 5 years): | 21.350 € |
| Compulsory insurance: | 4.519 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 8.435 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 48.860 0,49 (km cost: XNUMX €) |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - petrol - front mounted transversely - bore and stroke 90,0 × 98,0 mm - displacement 2.494 cm³ - compression 13,0: 1 - maximum power 133 kW (181 hp .) at 6.000 rpm - average piston speed at maximum power 19,6 m / s - specific power 53,3 kW / l (72,5 hp / l) - maximum torque 221 Nm at 4.200-5.400 2 rpm - 4 camshafts in the head (chain) - 650 valves per cylinder. Electric motor: permanent magnet synchronous motor - nominal voltage 105 V - maximum power 143 kW (4.500 hp) at 300 rpm - maximum torque 0 Nm at 1.500-164 rpm Complete system: maximum power 223 kW (650 hp) Battery: NiMH batteries – rated voltage XNUMX V. |
|---|---|
| Energy transfer: | rear wheel drive - continuously variable transmission with planetary gearbox - partial rear differential lock - 8 J × 18 wheels - front tires 225/40 R 18, circumference 1,92 m, rear 255/35 R 18, rolling circumference 1,92 m . |
| Capacity: | 200 km/h top speed - 0-100 km/h acceleration in 8,4 s - fuel consumption (ECE) 4,9/4,9/4,7 l/100 km, CO2 emissions 109 g/km. |
| Transportation and suspension: | limousine - 4 doors, 5 seats - self-supporting body - front single suspension, spring legs, double wishbones, stabilizer - rear multi-link axle, coil springs, telescopic shock absorbers, stabilizer - front disc brakes (forced cooling), rear disc, ABS, parking mechanical brake on the rear wheels (left pedal) - rack and pinion steering wheel, electric power steering, 2,7 turns between extreme points. |
| Mass: | empty vehicle 1.720 kg - permissible total weight 2.130 kg - permissible trailer weight with brake: 750 kg, without brake: 750 kg - permissible roof load: no data. |
| External dimensions: | length 4.665 mm – width 1.810 mm, with mirrors 2.027 1.430 mm – height 2.800 mm – wheelbase 1.535 mm – track front 1.540 mm – rear 11 mm – ground clearance XNUMX m. |
| Inner dimensions: | longitudinal front 910-1.160 mm, rear 630-870 mm - front width 1.470 mm, rear 1.390 mm - head height front 900-1.000 mm, rear 880 mm - seat length front seat 510 mm, rear seat 480 mm - luggage compartment 450 l - handlebar diameter 365 mm - fuel tank 66 l. |
| Box: | 5 Samsonite suitcases (total 278,5 L): 5 seats: 1 Airplane suitcase (36 L), 1 suitcase (85,5 L), 1 suitcase (68,5 L), 1 backpack (20 L). |
| Standard equipment: | driver and front passenger airbags - side airbags - curtain airbags - ISOFIX mountings - ABS - ESP - power steering - automatic air conditioning - power windows front and rear - electrically adjustable and heated rear-view mirrors - radio with CD player and MP3 player – multifunction steering wheel – central locking with remote control – steering wheel with height and depth adjustment – rain sensor – height-adjustable driver’s seat – heated front seats – split rear seat – trip computer – cruise control. |
Our measurements
| T = 4 ° C / p = 1023 mbar / rel. vl. = 74% / Tires: Michelin Pilot Alpin front 225/40 / R18 V, rear 255/35 / R 18 V / odometer status: 10.692 km | |
| Acceleration 0-100km: | 8,6s |
|---|---|
| 402m from the city: | 16,3 years ( 145 km / h) |
| Maximum speed: | 200km / h (D) |
| test consumption: | 7,6 l / 100km |
| Braking distance at 130 km / h: | 79,4m |
| Braking distance at 100 km / h: | 44,9m |
| AM table: | 40m |
| Noise at 50 km / h in 4rd gear | 56dB |
| Noise at 90 km / h in 5rd gear | 61dB |
| Noise at 130 km / h in 6rd gear | 64dB |
| Idling noise: | 29dB |
Overall rating (361/420)
The new information security convincingly proves that alternatives are acceptable and possible.
Exterior (15/15)
In terms of design, one of the most attractive Japanese cars today.
Interior (105/140)
For a comfortable ride, it is designed for four people, with a completely black interior, suitable ergonomics.
Engine, transmission (60
/ 40)A useful combination of petrol and electric motor, with classic rear wheel drive and excellent driving position.
Driving performance (66
/ 95)Equal weight distribution and rear-wheel drive allow you to drive the car.
Performance (31/35)
The hybrid combination of both engines provides good acceleration and more flexibility, while the choice of driving mode programs is slightly less convincing.
Security (43/45)
Lots of electronics that take care of safety and help the driver.
Economy (41/50)
Fuel consumption is surprisingly moderate, the price is suitable for a rich package.
We praise and reproach
refinement and performance of the hybrid system
appearance
driving position and seat grip
comfort and driving pleasure
fuel consumption
large enough trunk (despite the batteries underneath)
excellent audio system
heated steering wheel and heated and ventilated front seats
fast body lubrication for efficient aerodynamics
limited access to the trunk due to the smaller opening
complex "muscle" control of the infotainment system
complicated adjustment of outside rear-view mirrors
the inability to turn off the turn signals after turning
setting cruise control only at speeds over 40 km / h
