Lexus HS250h

Downsized luxury isn't as awful a thing as it was when Cadillac and Lincoln first tried it in the early 1980s. With fuel-consumption concerns an ever-increasing part of the car buying process these days, many drivers are becoming more agreeable to getting all of the good things in life into a smaller and more efficient package. As a result, recent years have seen the good stuff from luxury flagships being mirrored in more compact vehicles.

That's where the Lexus HS250h comes in. The Japanese luxury brand has already made hybrid vehicles a staple of its lineup with gasoline/electric versions of its RX, GS and LS models. In addition to being the smallest Lexus, the all-new HS250h is its first dedicated hybrid, rather than being a modified version of an existing Lexus product. It's a good deal smaller than the average luxobarge, but makes up for it with seamless, simple-to-operate efficiency. The HS250h is a well-appointed driving appliance, and Lexus has taken many steps to make it so.

Lexus' hybrid models have traditionally been unassuming, and the HS250h is similarly unassuming. This compact sedan features Corolla-like lines, with short overhangs and a high trunk. The face is somewhat unusual thanks to the shield-like grille which emphasizes the car's aerodynamics. Air intakes are mounted lower in the body. The details are quite handsome; large crystal headlamps and a long, thin-pillared greenhouse are similar to the Lexus ES while the sporty Lexus IS offers influence in the chunky body and short overhangs . LED headlamps are available. Blue-ringed badges identify this car as one of Lexus' hybrid models. It doesn't look it, but extreme measures have been taken to make the HS250h more aerodynamic, from the small spoilers front and rear to the shape of the roof.

The interior is sports the upscale-on-a-budget look of many premium compacts, which isn't a bad thing unless you're used to the top-of-the-line LS600h L. Look closely and it becomes clear where the HS250h comes from, however; the shape of the windshield frames, high center console and instrument panel point to Prius DNA. The console is shaped like a boat's prow, giving a cockpit feel to the interior. About thirty percent of the HS250h's trim is ecologically friendly, using plant-based bioplastics in places like the comfortable five-passenger seating and generous trunk. Standard equipment includes Lexus' Premium Audio system with Bluetooth and iPod/USB capability, an infrared-repelling windshield and an ionic cabin air cleaner and pollen filter as well as a total of ten airbags.

Lexus' new Remote Touch controller, just introduced on the RX350, is a part of the available navigation system, and its mouse-like controller is surprisingly user-friendly. Tactile, "haptic" feedback makes shifting between menus a breeze, and the unit eliminates unnecessary buttons from the console. Voice command controls and a backup camera are included with this system. An optional front-view camera mounted in the grille projects a panoramic view of what's immediately in front of the car at low speeds and is useful in parking lots at night. Naturally, the sound system can be upgraded to Mark Levinson specifications. The HS250h is also available with heated and cooled seats, aniline leather trim and a head-up display for the driver, projecting speed and navigation data onto the windshield in front of the driver.

On the road, the HS250h's mechanical workings are almost invisible. The two-motor system provides modest performance. A "power" mode eliminates the slow-ish pace of the 2.4-liter, twin-cam Atkinson-cycle four-cylinder engine, though acceleration comes at the expense of fuel economy. The engine produces 147 horsepower, and the total combined power of the hybrid system is 187 horses. At low speeds, as with the Prius, the HS250h operates on full-electric power. An "EV" mode holds the HS250h in electric mode at low speeds. Lexus has taken significant steps to minimize noise and weight, including twin intake resonators and a single-piece radiator that serves the engine, hybrid system and air conditioning. A continuously variable transmission puts the power to the road smoothly; the shift-by-wire interface provides very little feedback, resulting in very sterile, video-game like operation. Fuel economy is good for a car this size, but you have to drive carefully if you're hoping for "stellar." Normal freeway driving resulted in an average of about 34mpg for me.

This car's Prius DNA is strong. In fact the HS250h feels more like a Prius than a Lexus, to be honest. It's about the nicest Prius you'll ever meet, at least. Wind and tire noise, however, are quite evident on the freeway, and the car falls somewhat short of Lexus' usual whisper-quiet ride. MacPherson struts and a thick stabilizer bar are used in the front, with a double wishbone rear. The HS250h offers a relatively taut ride. The regenerative brakes lack the abrupt pedal response that often characterizes such systems, making it easier to stop smoothly. Driver-assisting technologies like Lane Keep Assist and the Dynamic Radar Cruise Control with Pre-Collision Assist are available.

Think of it as a good way to get the benefits of driving a Prius without the unflattering stereotyping that comes with Prius ownership these days. That said, what else is there to compare it to? Right now, nothing, unless Lincoln decides to do a hybrid MKZ. The HS250h is the only hybrid-powered premium compact on the road at the moment. HS250h pricing starts at $34,200. The HS250h Premium I tested was well-equipped, with the Mark Levinson sound system, navigation, Lane Keep Assist, Dynamic Radar Cruise Control, head-up display and other equipment and went for $46,555.

The ultimate question is this: Will buyers be interested in a compact, high-efficiency Lexus? Clearly someone from Aichi (Japan, where Lexus' headquarters is) thinks so. The HS250h is a nice product, but I can't help wondering who Lexus was planning to entice with it. Despite the growing focus on economy, the trend for buyers stepping up to more expensive vehicles is to go bigger--that is, the person who's got about $40,000 to spend and wants something with more zoot than a Camry is going to be looking at the ES350 or IS350, rather than the Corolla-sized HS250h. Lexus is wagering that the trend toward reduced consumption and the availability of this handsome luxury hybrid will make some folks change their minds about that.


Specifications: All specs are for the 2010 Lexus HS250h

Length: 184.8 in.

Width: 70.3 in.

Height: 59.3 in.

Wheelbase: 106.3 in.

Curb weight: 3770 lb.

Cargo space: 12.1 cu.ft.

Base price: $36,970

Price as tested: $46,555

Engine: 2.4 liter DOHC 16-valve four-cylinder engine with 650-vold permanent-magnet motor-generator

Drivetrain: continuously-variable automatic transmission, front-wheel drive

Horsepower: 147 @ 6000 (engine); 187 total

Torque: 138 @ 4400 (engine)

Fuel capacity: 14.5 gal.

Est. mileage: 35/34

By Chris Jackson
MyCarData

Lexus HS250H - Defies reason

Little sporting hybrids are not usually the types of cars I hop into for seven hours of driving, into a predicted snowstorm. I envision finicky little cars with high-strung personalities that are frugal, but not a buggy full of fun. Still excited, after driving home through unbelievable weather, should have been my first clue that the HS250h was more than met appearances. I couldn’t wait to drive it again.

Part Prius with heavy sprinkles of Lexus IS250 and LS600h, the HS250h is a compact-sized luxury hybrid for which it is apparently the only categorical reference. Sport sedan styling is highlighted by an incredibly aerodynamic profile that first greets the wind with a smooth three-bar chrome grille, flared headlamps, and swept windshield. Eighteen-inch alloys with low-profile tires looked great, gripped corners well, and performed a surprising job of handling deep snow. High-tech LED taillamps are standard.
George Jetson never imagined an automotive interior like this. It is at once luxurious and hyper-technical - like a leather-upholstered iPOD. Twin analog gauges look normal, but the left one communicates whether the batteries are being charged or depleted instead of engine rpm. The center of the dash flows up to a touchscreen and contains buttons for climate, audio, and navigation controls. As with the RX350, the HS comes with a mouse-type controller to work through menus. Way cool, you can actually feel when the arrow has highlighted a particular function.

And there’s plenty to control. A heads-up display shows speed, navigation directions, and through “Touch Tracer” press-sensitive steering wheel controls, which audio or phone button you are pressing. Cell phones connect with Bluetooth and you can voice-activate the audio, climate, and audio systems from a button on the steering wheel. IPODs connect through a USB port, allowing you to scroll through favorite songs, artists, and albums with the mouse. It takes patience if you have a music store’s worth of music, but at least you can find your song through the car’s menus.

Lane Keep Assist, activated by another button on the steering wheel, uses cameras to monitor the lane markings. When you start to cross one, the system adds tension to the steering wheel and beeps. If you look closely, you might notice the big Lexus logo in the grille is actually just a good place to hide a radar unit that automatically adjusts the cruise control speed when approaching vehicles from behind and detects too fast closing speeds to warn drivers of impending collisions with flashing lights. A wide view front camera helps you see around parked cars while nosing into traffic. Keyless entry and starting can be programmed to remember preferences from multiple drivers upon arrival.

With all of the technical sophistication, it would be easy to forget the HS is primarily a luxurious Lexus. Awesome heated/cooled leather seats, stitching around the instrument hood and center control stack, woodgrain trim, and leather steering wheel exceed all expectations. XM Satellite Radio entertained while the Zagat restaurant guide provided nourishment. More than once, the NAV system warned of slowing traffic miles ahead and gave me a chance to route around it. The stereo sounded good, especially when cranked, but Mark Levinson needs to re-furbish this concert hall to match other Lexus cabins.
During dinner in downtown Chicago, I watched snow “fall” sideways down the river, between the skyscrapers. While I was eating, five inches of snow fell, making the roads were an absolute mess. There wasn’t a snowplow in sight. I brushed off the HS, stabbed the start button, twitched the gear lever, and eased away without a blink of the traction control system. Impressive.

I think part of the HS250h’s poor weather confidence is its smooth powertrain. An Atkinson cycle four-cylinder engine generates 147 HP. Combine that with the hybrid electrical system, and you put 187 HP to the front wheels through a continuously variable transmission. Normal, Power, Eco, and EV modes alter throttle response and A/C settings to change the car’s attitude; EV mode allows the car to be driven short distances on electricity alone. Fuel economy is rated 35/34-MPG city/hwy.
I wish you could have seen the valet’s face when I stopped in front of my hotel. It took a few minutes to teach him how drive the car, but when he brought it back to me hours later, a big smile came across his face. “Nice car,” he said as he handed me the fob. Nice car, indeed.

So, how do you rectify the HS250h in your mind? It has enough technology to star in a sci-fi flick, but is a joy to drive at high speeds over long distances. It defies expectations and categories. Your mind wants to compare it to other near luxury sport sedans or eco-hybrids, but it really can’t. It is special, and after driving it, nothing will ever be the same. All of that specialness comes with an as-tested price of $46,547, making it competitive with the Acura TSX, BMW 330d, and Mercury Milan Hybrid.

By Casey Williams - MyCarData

Lexus LS460 - Precison, comfort and mini-bling

Admit it – there are lots of you out in cyberland who would love to own one of those lovely British cars with the winged maiden on the bonnet, full of grace and pace with precision wood, leather and alloy.

But the idea of springing a six-figure check for a roller is a bit much.
I’m not claiming this iteration of the fourth-generation Lexus LS460 flagship is one of those. But for the 70 large it costs for this model and its content, it’s a quiet, precision-made luxury sedan that will coddle four in style and comfort with decent power and handling.
In fact, as one friend quipped, it’s Japan’s Buick.

*Lexus livery – The first Lexus LS came out in 1989, targeted at the Mercedes-Benz S-Class as a quality driving piece with technology and precision, for a bit less yen than the German sedan. This fourth-generation model, introduced in late 2006 for 2007, is the result of Lexus’ current L-finesse styling philosophy, based on simplicity, contrast and a dynamic new look according to company officials during a launch event. So there’s tightly designed shape that begins with a simple 5-bar grill whose outer edges form the hood’s framing line and meld into the A-pillars, while sweeping headlights flow into the rounded fender flares. Twin lower air intakes host the fog lights, with a subtle design line on the rounded bumper over the large central intake. Our test sedan wore 10-spoke alloy wheels with P235/50R18-inch Michelin rubber. There’s delicate chrome trim around the side windows and a touch of chrome above the lower door sill. There’s a bit of BMW 7-Series aft of the sweeping D-pillar, with wrap-around taillights and a slight trunk lip spoiler, and I still like the twin alloy exhaust tips faired into the lower fascia. Panel fit and finish outside were superb, as was the Truffle Mica paint, a bit bland in color for my taste. And yes, this is a big (16.5 feet long) sedan, much of it the long wheelbase (an extended version that’s almost 5 inches longer is available). That said, no one noticed this very subtle sedan, its shape a familiar one for the past four years.
*Lexus living room – Like most modern luxury sedans, the big keyless key fob alerts the LS to your arrival and awakens small lights under the sideview mirrors to let you see what’s there in the dark. Keyless entry parks you in the driver seat, which moves back like the steering wheel to allow easier exit – I’m not that old yet, thanks anyway. A smooth, nicely padded tan leather seat faces buff wood, soft cream leather and padded brown over tan soft-grain vinyl. The "Start" button fires it all up, the classic Lexus white-on-black 8,000-rpm tachometer and 160-mph speedometer flanked by gas and temperature gauges. A color LCD screen top center offers trip computer and outside temperature, while a backlit LCD display bottom center offers odometer and trip meter. The door handles get a gentle backlighting at night.

The driver gets 16-way (including seat bottom power slide and shoulder belt adjust), the front passenger 14-way power adjustments, three memory presets each, and separate heating and cooling. I’d like a bit more support in turns. The power tilt/telescope wheel gets the requisite stereo and Bluetooth buttons, with voice command as well for the car’s audio, navigation and telephone systems. Dash center, a big touch screen that also handles the navigation, climate control and 7.1 Channel surround-sound 19-speaker Mark Levinson AM-FM-six-disc CD-XM Satellite Radio system that plays iPods through a console-mounted USB port, or stores up to 2,000 songs in its hard drive (15 minutes to download a 14-track CD). It sounded very good and easy to control. The dual-zone climate control was pretty quiet and efficient on 90-degree-plus days. Every knob and button had a smooth or precise manner of operation, and the buff wood finish was perfect for sunny days, warm to look at, with a silky feel. Just aft of the twin cup holders under a damped door are switches for the rear seat heaters and rear power sunshade, while the deep center storage space under the center armrest has a second storage cubby that smoothly pivots up and back over the USB port and 12-volt outlet. Even the glove box is big. In back, the long wheelbase means great leg room on top of good headroom, twin illuminated vanity mirrors in back so you can get that Justin Bieber hairstyle just right. Rear air vents, plus switches for the rear sunshade and seat heaters hide under the center armrest’s cover, with two slide-out cub holders. The right rear passenger can power slide and tilt the front passenger seat for even more room, via seat back-side switches. There’s only a ski pass-through to the big trunk, with a power open/close lid.
You want more? The Advanced Parking Guidance System does work, to wit - put the gear shift in reverse, and the navigation screen displays a rear-view camera. Use the arrows to confirm where you want to park, ride the brake pedal, and the car steers itself there. Cool as it is, I can do it myself, especially with the rear-view video camera and sonar sensors. I did like the headlights that angle into turns, and XM Traffic and Weather were handy for traffic jam and thunderstorm notifications respectively, while we could also check up on stocks and baseball scores with that feature.
*Lexus logistical support - The 4.6-liter V-8 on our 6,000-mile-old test car is the same one that launched with this generation four years ago. At 380 hp, with an 8-speed automatic with “Sport” mode and a “Sport” or “Snow” throttle switch, we leaped off the line to 60-mph in 5.6 seconds with a subtle exhaust snarl, precise shifts and total confidence. Downshifts were precise and smooth, always in the right gear. For a big sedan, we also scratched an average 20 mpg.

The current platform’s front and rear multi-link suspension system gave it a very smooth and controlled ride with no mush and no fuss, handling bumps with no shudder transmitted to the folks inside. Sure-footed on the highway and exit ramps as well, our rear-wheel-drive LS460 will lean and understeer if you try to get sporty – a 7-Series or S-Class wears its length and weight much better. This is more a touring sedan than a sporty one. Lexus offers a sport option with 19-inch rubber, Brembo brakes, sport-tuned air suspension, an aero body kit, paddle shifters and more, which apparently crisps up the big sedan nicely. The electric power steering was precise, the four-wheel disc brakes stopping the car well with some nose dive but no fade and a nice pedal feel. For safety, eight standard airbags, while the VDIM system integrates the Electronically Controlled Brake system, Electronic Power Steering, stability control, ABS and electronic brake-force distribution to anticipate a skid while cornering, and help with braking, throttle, and steering.

*Lexus loot – Our LS460’s base price was $64,680 with all listed above except – a $2,185
Comfort Package with power trunk, Park Assist, heated rear seats, heated and cooled front seats and heated steering wheel. The Luxury Package, with 450-watt Mark Levinson Surround Sound audio system, six-disc CD, DVD audio/video, all XM features, voice command and hard disc navigation, added $2,780. Add trunk and carpet mats and the final was $70,679.

Competition in this rarified area includes the Jaguar XJ, Mercedes S-Class, BMW 740i and Audi A8. All of these are $4,000 to $60,000 more; all offer more precise handling (all-wheel-drive in the Audi), and some (XJ) more style. A slightly smaller flagship is the 420-hp, $65,000 Infiniti M56, a real canyon carver for four.
*Bottom line – The Lexus LS460 is a supremely conservative cocoon of quiet on the road, with subtle beauty and comfortable confidence in its ride. It is not a sports sedan, but more a precision piece to be lived with and enjoyed with a gentle engine growl and some fan noise. Pay a bit more, and more sport can be had in German as well as a certain Infiniti. But if precision comfort and no bling are your thing, the LS has it.
2010 Lexus LS 460

Vehicle type -- full-size 4-door luxury sedan
Base price -- $64,680 (as tested - $70,679)
Engine type -- aluminum block 32-valve VVT-iE DOHC V-8
Displacement -- 4.6-liter
Horsepower (net) -- 380 @ 6,400 rpm
Torque (lb-ft) -- 367 @ 4,100 rpm
Transmission -- 8-speed automatic
Wheelbase -- 116.9 inches
Overall length – 199.2 inches
Overall width -- 73.8 inches
Height -- 58.1 inches
Front headroom -- 38 inches
Front legroom – 43.7 inches
Rear headroom -- 38 inches
Rear legroom – 35.8 inches
Cargo capacity -- 18 cubic feet
Curb weight – 4,350 pounds
Fuel capacity -- 22.2 gallons
Mileage rating -- 16 mpg city/24 mpg highway

By Dan Scanlan - MyCarData

Lexus IS 350 C - fulfilling a wish

You have always wanted just one convertible experience in your life, but for a variety of reasons you were never able to make the purchase, but you still have a passion for an open-air machine even as you figure the time for such extravagance has slipped away.
Here’s the truth, it is never too late to fulfill that want and Lexus has just the ticket, a new-for-2010 steel top convertible that for most of the time performs as a luxury coupe with all the Lexus trappings and a Lexus-quiet interior. And for those occasions when you want to indulge in open-air enjoyment, the IS 350 C is ready to comply. Simply hold down the top-open button for around 20 seconds and you will be rewarded with a very solid, refined convertible; and a wish come true.

As Lexus retires its first steel-top convertible, the SC 430 — which hit showrooms as a 2002 model — it has developed a more affordable and more user-friendly vehicle with the capability to hold four adults and a decent amount of cargo with the top up. While the SC was a technological juggernaut when it hit the streets nearly a decade ago, it has grown a bit long in the tooth; and for 2010 carries a starting price of around 70 grand.
The new-for-2010 IS convertible is based on the compact IS sports sedan and carries the IS wedge-shaped styling theme from the front bumper through the front door, as well as the same interior layout and features.

It also carries the same engine configurations, a 2.5-liter V-6 making 204 horsepower in the IS 250 C and a 3.5-liter V-6 making 306 horsepower in the IS 350 C.
For this report we drove the 350, but we spent seat time in a 250 last year. We found the 350 more satisfying, especially when you consider that the Lexus falls into the luxury category. If you desire a manual transmission, it’s available with the 250.
The difference between the 250 and 350 is price, the features list and interior amenities are nearly identical in both vehicles although the 350 has a few items of standard equipment not found on the 250. The IS 250 C starts at $41,485 for the automatic (the manual base is $40,315) and the IS 350 C begins at $44,815 inclusive of destination charges. Our 350 C test vehicle was priced at $53,080 including charges for its 18-inch alloy wheels, a luxury package, park assist, and a navigation package that featured a Mark Levinson 270-watt audio system.

The satisfaction comes in performance. The rear-driven IS 350, mated to six-speed automatic, is rated at between 5.2 and 5.5 seconds depending on what magazine time you prefer. The power is seamless and quiet, and with the top down can be exhilarating.
The Lexus has been knocked in some performance circles as not as adept a handling machine on the twists and turns as, say, the BMW 3-Series. But the criticism is rather shallow because the Lexus is no slouch in back-road performance while at the same time offering an extremely comfortable ride (not necessarily a strong point with the Bimmer) and a incredibly quiet interior.

The IS 250’s 204 horses may be enough for a lot of prospective owners. It is rated at an acceptable 8.4 seconds from 0-to-60, has a less expensive purchase price, and handily wins the gas mileage sweepstakes rated at 21mpg city and 29 mpg highway. The bigger engine settles for 18-city and 25-highway.

Our complaint with the Lexus convertible — and it’s a big one — is with the rear styling. It seems that Lexus designers and engineers did not do enough to conceal the hard top, opting for a bubble butt of rather magnificent proportions. We think they could have done more to conceal the bulbous rear end. Check out the BMW to get an idea of a more sophisticated design. If this bothers you, but you are sold on the IS otherwise, check it out in a dark color, which helps smooth out the look.
And there are other problems: when the top is up the roof design limits visibility to the rear. We recommend the rear-view camera for stress-free backing. Additionally, with the steel top up we occasionally experienced roof rattle depending on road surfaces and there was also some noisy rubbing of the rear right headrest against the top. To Lexus’ credit, it has created a extremely taut car with the top down. The dreaded cowl shake is not found in this one solid piece of open-air machinery.

Trunk space with the top up is excellent with enough room to store a couple sets of golf clubs or several roller-bags. Space shrinks dramatically with the top down because of the sling that the top rests in and the space needed to insure a smooth operation. With the top down the rear seat makes an excellent package tray for stuff, but human cargo will find it near impossible to be comfortable top up or down for more than a few mile ride.

Automotive refinement is not only found in the car’s drivability, but in its quality interior where fit and finish is superb. It certainly doesn’t take more than a few miles behind the wheel to discover what differentiates a non-luxury convertible from the Lexus.
We think Toyota navigation is among the best and the system in the IS did not change our opinion. The maps are readable and the instructions are intuitive. Also, all the switchgear in the 35 C is easily discernible and gauges are easy to read and information in readily available.

But we have a problem with the navigation-equipped Lexus vehicles. The system forces you to go to the screen to hit radio pre-sets and to carry out climate control functions. We wish Lexus would follow the same route as several other luxury car makers and keep highly used radio functions and climate functions separate from the navigation screen.
Lexus has hit the convertible sweet spot putting large doses of Lexus quality into the IS making it a viable option for people who desire sophisticated top down motoring while benefiting from the security a hard top brings. This convertible could be just that one you have always wanted.

By Jim Meachen and Ted Biederman - MyCarData

CT 200h - Lexus' new premium compact hybrid

Lexus Announces CT 200h Premium Compact Hybrid For U.S. Market
Only Dedicated Hybrid Vehicle in the Premium Compact Segment
Expected to Lead the Class in Fuel Economy Numbers
Standard Safety Features Include Eight Airbags
 
Lexus announced today that the all-new CT 200h premium compact hybrid will go on sale in the U.S. in early 2011 as the first dedicated hybrid vehicle in the premium compact segment.

The sporty five-door will be on display March 31 through April 11 at the 2010 New York International Auto Show. The new CT 200h debuted at the 2010 Geneva Auto Show in early March and will join the HS 250h as Lexus’ second dedicated hybrid.

“The CT 200h is expected to lead the class in fuel economy and deliver low emissions, but the CT 200h isn’t just about being a hybrid, it’s about having fun,” said Mark Templin, Lexus Division group vice president and general manager. “The stylish CT 200h has an attitude and driving dynamic unlike any other Lexus hybrid. It will excite eco-conscious, young consumers and symbolize urban, luxury living.”

To reach this energetic and technology-savvy buyer, Lexus is taking a new approach to marketing the CT 200h. As part of an integrated launch in the U.S., Lexus will release a breakthrough interactive short film that offers a new take on the test drive by providing the viewer a fully immersive way to experience the new Lexus CT 200h.

Hybrid Powertrain
The CT 200h is powered by a 1.8L Atkinson cycle four-cylinder gas engine with Variable Valve Timing with intelligence (VVT-i) and Lexus Hybrid Drive technology.

The CT 200h’s Lexus Hybrid Drive technology features two motor generators. Each performs specific functions and can operate as both a motor and generator. The engine-driven generator can charge the battery pack or provide additional power to the drive motor as needed. The drive motor is driven by electrical power from the hybrid battery pack or generator and provides motive force for the front wheels. The hybrid battery pack is located under the rear cargo area within the wheelbase for optimized balance.

The electric motor, generator and power split device are all housed in one highly compact casing the size of a conventional gearbox, with drive to the front wheels provided by Lexus Hybrid Drive’s quiet and smooth shift-by-wire, electronically controlled continuously variable transmission (E-CVT).

The CT 200h will also be equipped with four drive-modes: Normal, Eco, Sport and EV. Normal mode has an essentially linear throttle response that gives naturally progressive power while the Power Control Unit (PCU) limits drive voltage to a maximum of 500 volts. The Eco mode adjusts air conditioning settings and the throttle for the best possible fuel economy. For an enhanced fun-to-drive experience, Sport mode, a first for the Lexus hybrid line-up, can be selected. Sport mode provides more direct Electric Power Steering (EPS) settings and throttle while the PCU boosts drive voltage to a maximum output of 650 volts. Vehicle Stability Control (VSC) and Traction Control (TRAC) are less intrusive when Sport mode is selected, allowing for more lively driving. In EV mode, under certain circumstances, the vehicle can be driven up to one mile using only the electric motors.

The sporty premium compact hybrid will also feature an ECO driving indicator that illuminates when the vehicle is being operated in an environmentally sensitive manner.

Active and Passive Safety
Like all Lexus vehicles, CT 200h will be equipped with many standard active safety features including an anti-lock brake system (ABS) with electronic brake-force distribution (EBD), Brake Assist (BA), TRAC and VSC.

The four-channel, four-sensor ABS helps reduce stopping time and improves control while braking. EBD monitors all four wheels during braking and varies brake pressure to each wheel based on driving conditions and available traction.

During hard braking the BA system helps boost braking force when the driver does not apply enough pressure to the brake pedal. BA intervenes when the system senses that the driver’s action indicates an emergency-stopping situation and allows the driver to benefit from more of the vehicle’s full braking power.

TRAC helps optimize traction by working with the Electronic Throttle Control System (ETCS), ABS and VSC to help prevent the drive wheels from spinning while accelerating under slippery conditions.

The VSC system is designed to help identify when the tires experience lateral slippage during cornering, or turning on slippery road surfaces. VSC responds by applying the brakes and reducing the throttle to help keep the vehicle on track. VSC works in concert with ABS and TRAC systems on slippery or dry road surfaces.

The Pre-Collision System (PCS) with Dynamic Radar Cruise Control will be available as an option on CT 200h. Dynamic Radar Cruise Control uses millimeter-wave radar to measure and help maintain a pre-set distance from a vehicle traveling ahead. PCS is equipped with a front-mounted radar sensor that can detect certain obstacles in front of the car. The PCS computer helps determine whether a frontal collision is unavoidable using information from the radar sensor, vehicle speed, steering angle and yaw-rate inputs. In such a situation, PCS alerts the driver with audible and visual warnings, and pre-initializes BA so that increased braking will be applied the instant the driver depresses the pedal. In addition, PCS will preemptively retract front seat belts.

The CT 200h will incorporate a standard eight airbag Supplemental Restraint System (SRS) with dual-stage airbags and knee airbags for driver and front passenger, side curtain airbags, and front seat-mounted side airbags to help protect passengers in certain types of severe frontal or side collisions.

Chassis/Body/Suspension
Lexus engineers developed the five-passenger CT 200h for excellent handling and a comfortable ride. Its fun-to-drive experience is aided by the lowest possible center of gravity for the car and the concentration of mass as close to the center as possible. Engineers positioned the seats as low and as close together in the chassis as possible without sacrificing comfort. They also created a low ride height and driver’s hip point to further enhance driving control and enjoyment.

For superior driving dynamics, particular attention has been paid to structural rigidity through the optimization of weld points, and the reinforcement of the wheel mounts, steering gearbox mount, steering column assembly, and the suspension members. To help minimize unnecessary engine movement and achieve a precise steering feel, the front engine mounts have unique lateral stabilizers.

The CT 200h will offer a comfortable ride and have a more direct steering feel with the help of a feature unique in the premium compact segment, a front and rear body-damping system. This system, a first to the Lexus line-up, absorbs and minimizes undesirable body vibrations.

A custom suspension design combining a MacPherson strut front system with a unique, double wishbone architecture to the rear helps the CT 200h offer excellent handling. Numerous elements of the MacPherson strut front suspension system were developed exclusively for the CT 200h by Lexus engineers. The rear suspension features a lightweight trailing arm and positions the coil spring and shock absorber separately to minimize system intrusion into the cargo floor.

Exterior Design
CT 200h, with visible links to the LF-Ch compact hybrid concept that debuted at the 2009 Frankfurt Auto Show, was designed to be a fun-to-drive luxury vehicle that achieves high fuel efficiency. The overall design combines sportiness, and elegance. The low center of gravity design combines short front and rear overhangs with a lowered edge of the rear roof allowing the CT 200h to cut through the wind. The grille and headlamps with standard LED daytime running lamps illustrate airflow with their three-dimensional arrowhead-shaped design cues, and strongly emphasize the unique, dynamic face of the CT 200h. Like all Lexus hybrids, the CT 200h has a blue “L” logo in the center of its grille.

The CT 200h is further distinguished by its long, aerodynamic roofline and unique Lexus slingshot window graphic. Its elegant silhouette is marked by a steeply raked windshield and flowing roofline. In the rear, the trailing edge of the roof overhangs the wide, wraparound window to create a seamlessly integrated spoiler housing a high-mount stop light. A pronounced step in the rear bumper flows from the muscular rear wheel arch shoulders, and is anchored by a sweeping taillamp design that incorporates a Lexus-unique L-shaped motif, first introduced in the LS flagship luxury sedan. In addition, the hood and rear hatch door are made of aluminum to minimize weight.

Interior Design
The CT 200h interior focuses on the driver, and is based on clearly divided display and operational zones. This layout positions functional equipment such as Remote Touch, the shift lever and steering wheel mounted audio controls close at hand, allowing the driver to operate them without having to change posture or divert attention from the road. The instrument panel, center cluster and console all make up what Lexus designers call advanced Human-Machine Interface (HMI). Based on Lexus L-Finesse design philosophy, the interior exudes a sporty yet spacious environment. The driver-centered cabin then combines these sporty touches with refined interior components that have been carefully designed to express the true form and fit of the material. The cabin is trimmed with metal and a new synthetic material called NuLuxe™ that is soft to the touch like leather. Leather-trimmed seating will be available as an option.

A sporty, wide-grip steering wheel gives the driver command of the road while three large, high-visibility dials, speedometer, tachometer/hybrid meter and fuel gauge, in the instrument panel (IP), provide the driver with pertinent information. In Normal or Eco modes, the IP features a blue background. When the Sport mode is selected, a tachometer replaces the hybrid meter on the IP and the IP back lighting turns red. The drive mode switch and center console are also illuminated in red adding to the cabin’s sporty atmosphere.

Luxury/Comfort/Convenience
Standard comfort and convenience features will include fold-flat rear seats, SmartAccess key system, tilt and telescopic steering wheel column, steering wheel audio controls, front sport seats, an eight-way power and memory driver’s seat and Safety Connect™ (includes complimentary one-year trial subscription).

A six-speaker Lexus Premium audio system with a CD player, auxiliary and USB inputs, integrated iPod® control, Bluetooth® audio wireless connectivity, and an integrated XM® Radio receiver will also be standard.

An optional moonroof will also be available. For added convenience the optional hard disc drive (HDD) Lexus Navigation system features a back-up camera, voice command casual language-based voice recognition system, Bluetooth phonebook download and Lexus’ exclusive Remote Touch controller with user-adjustable haptic feedback. Vehicles equipped with navigation will also have Lexus Enform™ with Safety Connect (includes complimentary one-year trial subscription), XM® Radio with NavTraffic, NavWeather, and Sports & Stocks. All XM services will include a complimentary 90-day trial subscription.

# # #




LEXUS CT 200h - PRELIMINARY SPECIFICATIONS

GAS ENGINE
Number of cylinders and arrangement 4 cylinders, in-line
Displacement 1.8L
Octane number 87

MOTOR GENERATORS
Motor type Permanent magnet synchronous motor

HV BATTERY
Battery type Nickel-Metal Hydride

TRANSMISSION
Type FWD (Front Wheel Drive)
Gearbox type
Electrically Controlled Continuously Variable Transmission (E-CVT)

SUSPENSION
Front Coil spring, damper
MacPherson strut with stabilizer bar
Rear Coil spring, damper
Double wishbone with stabilizer bar

STEERING
Type Electric power-assisted rack and pinion
Power steering type Electric Power Steering

EXTERIOR DIMENSIONS (in.)
Overall length 170.1
Overall width 69.5
Overall height 56.3
Wheel base 102.4
Track Front 60.0
Rear 60.0
Overhang Front 36.0
Rear 31.7  


Source Lexus - MyCarData

 

Lexus ES350 - Full luxury with near luxury price tag

Lexus didn't tinker with its ES 350 for 2011. If you liked the 2010 version, you will be happy that the Camry-sized Lexus returns unchanged, well, mostly unchanged. Marketing types at Lexus are touting a lower ownership cost for 2011 because the ES 350's V6 can now operate on regular, 87-octane fuel. Saving a buck or two on every fill up, the change does, however, scrub a few ponies off the horsepower -- four to be exact. That anyone will notice the tiny decrease in power is unlikely; besides, of all the reasons for buying the ES 350, performance has never topped the list.

In the world of near-luxury sedans, the ES 350 probably competes most directly with the Hyundai Genesis V6 and the Lincoln MKZ in both price and performance. The Hyundai packs a little more punch under the hood, but the Lincoln and ES 350 are very close.
ES 350 shoppers have but one trim level on which to focus. Listed at $36,400, it can be upgraded with a couple of option packages, as well as a handful of stand-alone options. My test Lexus had both packages, pushing the price up to $44,000.

A six-speed, driver-shiftable automatic transmission delivers output from the 268-horsepower 3.5-liter V6 to the front wheels. Although it doesn't explode off the line, the ES 350 accelerates smoothly, calmly gathering speed. Likewise the shifts are well-placed and subtly executed. Enthusiast drivers might find the ES 350 experience too removed and disconnected; but for the luxury owner demanding comfort over acceleration and sporty performance, this Lexus delivers.

Also in the ballpark with the Genesis and MKZ, this sedan's fuel economy is about what you should expect from a V6-powered, midsize car. The EPA estimates its fuel efficiency at 19 mpg in the city and 27 mpg on the highway. This is 1 mpg better than the city number for both close competitors, and the identical estimate for the highway numbers.
Defining "boulevard" ride, the ES 350's four-wheel independent suspension soaks up nearly anything a paved surface can throw at it without disturbing passengers. MacPherson struts front and rear with stabilizer bars tying the opposite sides together comprise the suspension's core elements. With the suspension tuned for passenger comfort rather than taut handling, the ES 350 doesn't tackle twisties with the crispness of, say, the IS 250. Most drivers of this sedan, though, aren't looking for sports car dynamics in the first place, and probably won't push it in the corners all that hard anyway. If they do, it will list a mite.

As a function of the four-wheel antilock disc brakes, traction control and stability control are standard. Braking is enhanced with electronic brakeforce distribution and emergency braking assist. Eight airbags, including side-impact airbags for front- and rear-seat occupants alike, help protect passengers in the event of an accident. A $1,500 option, the Pre-Collision System increases safety by cinching the front seatbelts and priming the brake assist when it senses a collision is unavoidable. It is able to make such decisions based on the upgraded , radar-based cruise control that is also included in the package.

Eerily quiet, the cabin successfully insulates passengers from whatever racket occurs outside its confines. The smell of leather notwithstanding, the first thing you notice about the cabin is its generous passenger space. Furnished for five, the interior provides scads of head, hip and legroom. The trunk can swallow up to 14.8 cubic feet of cargo -- generous, but somewhat less than either the Genesis or MKZ.
Beyond its spaciousness, the interior is a benchmark for refinement and craftsmanship. Finely stitched leather covers the seats, door panels and front-seat center armrest. Wood and brightwork accents tastefully interrupt the leather. Both the power tilt-telescoping steering wheel with its redundant audio controls, and the shift knob feature leather. Contemporary in its styling, the interior is highly functional as well as handsome.

Also reflecting its brand's position among luxury marques, the ES 350 has a rich array of standard features that include dual-zone automatic climate control, full power accessories, self-dimming rearview mirror, keyless entry and start, 10-way power-adjustable front seats, power moonroof, Bluetooth connectivity, and an eight-speaker audio system with an in-dash eight-disc CD player, XM satellite radio, and a USB port.
Of the two available option packages, the more pricey is the $4,065 Navigation/Mark Levinson Premium Audio Package. In addition to a GPS touch-screen navigation unit, it ups the speaker count to 14, and adds a hard-disk drive and back-up camera,
Boosting the bottom line by $3,535, the Ultra Luxury Package ups the content with such features as perforated-leather seats, wood and leather-trimmed steering wheel and shift knob, panorama glass roof, a power rear sunshade, heated-and-ventilated front seats, special 10-spoke wheels, and HID headlights.

When automobile luxury is defined as an uber-comfortable passenger experience, the ES 350 should be highly prized. It simply oozes luxury. If you want sporty performance, Lexus offers its IS; but if unabashed luxury is your primary concern, the ES is tough to beat. Quiet, comfortable and plush, the ES 350 doesn't skimp on creature comforts. It is full luxury with a near-luxury price tag.

by Russ Heaps - MyCarData

Lexus CT200h - full Lexus luxury in a compact hybrid package

Lexus’ newest car the CT200h is the entry model in their lineup. It’s best described as a compact touring car with a hybrid drive similar to the one found in the Prius. The result is a pleasant, compact hatchback with Lexus trim that gets an overall 45 miles per gallon economy with virtually zero pollution. The starting price is also just below $30,000 making it affordable to a broader audience.

The CT has room for 4 and a useful area under the hatch. Rear cargo space measures 14.3 cubic feet which is very large. The 2nd row of seats also folds flat yielding over 32 cubic of total volume. The interior trim is deluxe and the seating is comfortable. Navigation is available along with ash, bamboo or metal inlays. A handy universal device holder for phones and music players is offered along with a 120volt AC power receptacle to keep your devices within easy reach and charged. The standard seating material is called NuLuxe which is a man-made vinyl-like material that looks like leather. Real leather is an available option. Unfortunately cooled seats are not offered in this entry level Lexus.

The CT uses the current hybrid drive technology. This means it has a nickel metal hydride battery and no plug-in technology. This system has proven to be very reliable and delivers excellent fuel economy. 4 driving modes are available in the CT. EV mode will run the vehicle in pure electrics for as long as the battery has power. ECO mode optimizes the driving experience to maximize fuel economy meaning plan on slow driving. The Normal mode is the balance between the ECO and Sport mode and is what the car defaults to. The Sport mode gives max acceleration and improved handling. The suspension tightens up and delivers the sensation of more grip and control.

The CT is billed as a sporty car. From a handling standpoint, that is true but it is not a fast car. Maximum acceleration to 60 is a leisurely 9.8 seconds…yawn! It’s a great cruising car and will take a corner but it’s not going to win many acceleration races.

Not only does the CT excel in styling, interior, handling and quality but it is also a safe vehicle. Available safety equipment includes Pre-Collision with Adaptive Cruise Control, 8 air bags including driver and front passenger knee bags, whiplash injury system, anti lock brakes, brake assist, traction control and stability control. The CT also has a rigid body and the handling prowess to help drivers avoid collisions.
Bottom line is that for an affordable price you can own a Lexus that is luxurious, fun and entertaining to drive, and that also delivers killer fuel economy and zero emissions.

By Kelly Foss - MyCarData

Lexus LF-Gh Concept

Toyota's luxury brand Lexus released the first official teaser shots of the new LF-Gh hybrid concept car, which will make its world debut at the upcoming 2011 New York International Auto Show (April 22 – May 11). The name of the concept stands for Lexus Future Grand Touring Hybrid, and according to the Japanese company,the LF-Gh “sets out to redefine the premium grand touring sedan.”

Lexus says that the concept model will give a new meaning to the brand's L-Finesse design philosophy, with the car sporting a bolder, more distinct appearance. The company added that many of the thoughts and ideas found on the concept “may migrate to future Lexus vehicles on a global scale.”

Judging from the letter "G" of the car's name, the concept could preview the next generation GS premium sedan, although there is no official mention of this in the Spartan press release.

The two teaser photos show fragments of the front and rear ends, which display more aggressive and sharp looking headlights and taillights. The front photo also offers a glimpse of the car's massive grille and what appears to be an aerodynamic element or a brake vent located in the low corner of the heavily sculpted bumper. The rear photo only shows the car's taillights, which have an intricate design. There is also an aperture below the taillight, most likely located there for styling reasons.

Lexus didn't offer any technical details about its hybrid concept, but we should expect to find out more about it in the two weeks remaining before the unveiling.

Photos

Lexus IS Rebaixado Apavora com Rodas 20"

Lexus IS Rebaixado Apavora com Rodas 20"

Lexus Launches CT 200h in Japan

Lexus has added the new CT 200h dedicated hybrid model to its Japanese line-up in an attempt to boost flagging sales in its home market. The company's first entry in the premium-compact segment is also its cheapest offering with prices in Japan ranging from 3.55 million yen to 4.33 million yen (about US$42,600 to US$52,000).
Originally designed with European customers in mind, the CT 200h has also made its way to North America as well as China, with more countries to be added to the list. In the U.S., the CT 200h is priced from $29,120.
The five-door hatchback from Lexus features the same hybrid powertrain as the Prius mating a 1.8-liter Atkinson cycle combustion engine with an electric motor, nickel-metal-hydride battery and a generator. Lexus said that using the 10-15 test cycle of the Japanese Ministry of Land, Infrastructure, Transport and Tourism, the CT 200h returned a fuel efficiency of 34 km/lt (equal to 79.9 mpg US or 2.9 lt/100km).
The company said it plans to sell around 1,500 units a month of the CT 200h in Japan.

photos

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Lexus CT200h - New hybrid compact cruiser from Lexus

The CT 200 hybrid is a premium compact car. That’s not too unusual. The thing that gets your attention, however, is that this is a hybrid vehicle. Recently, my wife. Judy and I were in New Orleans for the introduction of the all-new Lexus CT. Actually, the exact designation is the CT 200h, a premium compact hybrid car.

Lexus introduced their first luxury hybrid in 2005, and has never looked back. Lexus hybrid drive generates significantly less particulate emissions. The system operates seamlessly, switching between full battery operation or gasoline power. Toyota and Lexus have outstanding credentials and a proven record with their hybrid vehicles and this newest hybrid is no different.

Brian Bolain, National Manager of Lexus Marketing, explained that the new CT 200h represents key attributes that offer customers a great experience in the premium compact category. The group of automotive journalists had a briefing about the car, followed by a walk-around. Then, we paired off and followed one of several pre-determined driving routes. The routes took us through the French Quarter, down Bourbon Street, out the Interstate Highway, through some swamp area, by Lake Ponchatrain, and by the SuperDome.

The Lexus CT 200h drives and acts like a normal car. It looks good. It handles good. It has all the luxury and premium touches inside and out. But the major difference between it and a regular gasoline engine car is that it achieves a combined EPA mileage rating of 42 mpg. With careful driving, it is easy to go past that figure. Quite a few journalists were in the 50 and 60 mile-per-gallon range during our test drive.

The interior of the Lexus CT 200h is made of approximately 80% recycled materials. This car is meant to be environmentally friendly, not only with its hybrid engine, but with its use of “green” manufacturing items. The interior lighting and dashboard lighting can be personalized by the owner, including offering a tachometer for those who prefer having that gauge visible.

The CT 200h is somewhat like the best-selling Toyota Prius. It is small. It is fun to drive. It is economical. But the CT 200h goes much further. It is a luxury premium vehicle. The base platform is actually four inches shorter than the Prius. It features electric power steering, as do all Lexus hybrids..
Although it looks somewhat like a hatchback, the Lexus communication people refer to it as a five-door car. There is no trunk, but a large storage space behind the back seat. The rear “door” opens upwards and the entire interior is open, so would definitely call it a hatchback in spite of the Lexus PR statement to the contrary.

The Lexus CT 200h will not be available in the showrooms until Spring of 2011. It is expected to officially launch by March 1st and will be offered in 60 countries globally. The anticipated price will be in the $30 thousand to $31 thousand range, but pricing has not been announced. Panasonic is the builder of the hybrid batteries, as they are for all the Toyota and Lexus vehicles.

Bottom line – I like the new Lexus CT. It is not fully luxury, but it is very stylish and full of premium touches. For a small compact, it offers a very sporty driving experience that is also comfortable and relaxing.

Lexus CT 200h - Affordable luxury that's fun to drive

The Lexus CT 200h is the latest hybrid Toyota's luxury brand has tossed into its model mix. No matter on which side of the man-made-global-warming debate you fall, you may well agree that fewer tailpipe emissions belched into the atmosphere are probably preferable to more. 
In that regard Lexus, and the more mainstream Toyota, deserve props for stepping up to offer alternatives for achieving that end. Both brands have lineups littered with low-emissions hybrids, providing plenty of choices. It is left up to the market to decide if the benefits are worth the extra cost of hybrid technology or the tax subsidies they receive.

Last year Lexus launched the HS 250h. A gussied up Prius, its sales thus far have been unremarkable. Through November, Lexus had pushed 9,500 units out the door for the year. Heavily based on the Prius, HS received some criticism for not being upscale enough. Indeed, it is rather plain inside and out. Environmentally concerned evidently doesn't mean Amish, and even hybrid buyers, it seems, prefer some style in their statements of social conscience. Enter the CT 200h.

Scheduled to go on sale in March, the CT 200h should appeal to those who think the HS too bland. In the words of Lexus execs, where the HS driver demographic is somewhat similar to the ES, the CT buyer will be more closely related to the IS driver. Lexus expects 75 percent of CT buyers to come from other brands and to be composed, in large part, by Generations X and Y. Lexus will offer the CT 200h in one trim level.
Prius remains the source of the propulsion system, but the CT platform is all new and, at least for the present, unique to the CT. A new rear suspension setup and a lateral performance damper system also set the driving dynamics apart from the HS and Prius. Although the CT's basic hybrid system comes directly from Prius, its control system is tailored specifically for the CT. That is, the hybrid system as it appears in the CT offers a distinct driving experience.

What is the same is the 98-horsepower 1.8-liter four-cylinder engine and 36-horsepower (650-volt) electric motor system. What is different is the way the electric motor's power can contribute to acceleration. On the center stack, below the audio controls, is a knob with which the driver can choose from among three driving modes. To the far left is the Eco setting with its subdued throttle response and voltage limits for the electric motor. To the far right is the Sport setting that not only provides peak power of 650 volts even at low throttle, but also reduces power assist in the steering for better control. Pushing the knob returns performance to normal.

Fuel economy is solid with an EPA-estimated city number of 43 mpg and 40 mpg on the highway. This is good for a combined average of 42 mpg.

Composed of a MacPherson strut layout in front and a double-wishbone setup in the rear, the four-wheel independent suspension provides better-than-expected cornering and Lexus-worthy ride quality. The ride is a bit stiffer than an ES buyer might enjoy, but some of this has to do with the CT's relatively short wheelbase of 102.4 inches -- shorter than the Prius by 3.9 inches and shorter than the Mazda 3 hatchback by 1.5 inches.
Included in the base price are antilock disc brakes on all four wheels, traction control, stability control, electronic brakeforce distribution and emergency braking assist. Eight airbags are also standard.
Roughly seven inches shorter than a Mazda 3 hatchback, and about as wide, the CT makes the most of its tidy dimensions. The cabin is roomier than the exterior measurements indicate. Rear-seat legroom is a bit tight, but otherwise four adults should be quite comfortable. With the rear seat upright, there is 14.3 cubic feet of luggage space.

With its creases and cuts, the exterior makes for a much stylish package. This emphasis on design continues into the cabin. Offering all the elements typically found in a hybrid, CT's interior presents them in a highly stylized manner. A fun element, the primary gauge cluster in front of the driver changes its appearance based on the driving mode setting. When in Sport mode, a tachometer appears on the left and the gauge cluster coloring changes from blue to red.

Standard features will include an audio system with full iPod control and satellite radio, keyless ignition, full power accessories, and Bluetooth connectivity. Among available options will be a navigation system and rain-sensing wipers.

Coy about pricing, Lexus won't announce a suggested retail price until a week or two before the CT goes on sale; however, it has promised the base price will be below that of the entry-level IS. That will probably put it in the range of $29,900 to $31,900. No matter, it will be more affordable than the $35,600 HS. As of now, Lexus expects sales in the neighborhood of 1,000 per month. Look for more than a few of those sales to come at the expense of HS. CT is better looking, more fun to drive and will be more affordable.