Accelerate Mpls

After my first run in with the SRX I had strong opinions, both good and bad.  The new SRX is a valid contender in this automotive segment and pushes the envelope for Cadillac both in quality and as a class competitive product.  My largest gripe was that the base powertrain is weak and affected the driving experience.  A simple question: would the optional turbo V6 engine fix the driving experience?

The main highlight of the SRX Turbo is larger engine which is funny because the engine in not actually larger because it is a 2.8 liter while the base V6 is a 3.0 liter.  The extra power in the this V6 really comes from the turbo, putting out 300 hp and 295 ft-lb to all four wheels all with max torque coming at 2000 rpm.  The all wheel drive system is the torque vectoring unit from Haldex.  This is the same unit that made its debut in the now dead Saab TurboX a few years back and can transfer up to 90% of the torque to the rear wheels at any given time.  The torque can also be distributed between the wheels side to side.  All of this gets put to the ground through a six speed automatic transmission with manual shift capabilities.  So the question still remains:  does this extra power fix the SRX driving experience?

The answer is yes and no.  Yes, the driving experience is much better.  In fact, leaps and bounds better.  In normal and spirited driving the car does not feel strained like the base 3.0 liter V6.  Even pulling away from a stoplight, you notice the difference.  In normal driving the engine does not feel like it is working hard.  The revs are easily kept under 3ooo rpm’s unless pushed.  When pushed, the engine responds quickly with no noticeable lag.  The turbo is going almost constantly whenever you have your foot on the gas.  Something to note is that you cannot put the needle into the red on the turbo gauge.  Why would you have the red there when you cannot put the needle in that zone?  The first thing people said to me was to put it in the red and I had to respond sadly, “It does not go that high.”

The downside to this engine is the gas mileage.  Rated at 15/22, this engine could definitely be described as thirsty.  I cannot decide what is worse about the mileage;  the fact that it is just terrible for this vehicle class, or that it is coming from the engine putting out the power that this vehicle really needs.  That mileage is no joke either.  I averaged 15.3 mpg during the week and it is worth noting that the gas it is guzzling requires premium.  I did not really stretch the SRX Turbo’s legs so I cannot comment on the highway mileage though I can assume that it matched the EPA rating pretty close to dead on.  Again, that city mileage is really not good and is so bad that it starts to dip into body-on-frame SUV mileage.  For example, the much larger body-on-frame Chevrolet Tahoe is rated at 15 mpg in the city with a V8.  If SRX Turbo engine had direct injection it would post better fuel mileage numbers and would be more competitive.

As mentioned in my previous review of the SRX, the interior styling is very well done. The materials all look and feel great. It uses the center stack from the CTS (minus the tiny climate control screens on each side) and the door handles are uniquely shaped.  These little details help set it apart. That said, the back seat is somewhat short on leg room with a taller driver.  The cargo area has a terrific cargo management system with sliding tie down brackets and there is a decent sized storage cubby below the rear floor that can hold items away from public view.

The styling is terrific.  I am still undecided about the front air dam being so low and whether it makes it look better or worse.  The rear taillights hark back to the “tailfins” on older Cadillac’s and play nicely with the overall design.  The rear diffuser finishes off the rear while integrating the exhaust into the overall design.  The A-pillars in this vehicle are ridiculously huge and they make sight lines a problem in a few instances and the rear window is tiny and makes visibility awkward so the back up camera is definitely useful in a parking lot.  The twenty inch wheels fill out the wheel wells nicely and look great because they are painted aluminum wheels instead of chrome plated.  Another thing that still bugs me is the GM chiclet.  I mentioned this in my original review, and again, I assume the tooling was already set before the decision to ditch this “Mark of Excellence” was made.

The SRX Turbo I had was a premium model with almost all of the bells and whistles.  The rear seat entertainment system package with dual rear screens and wireless headsets with remote adds $1,295 to this package and  I like the way this system is set up with screens in the back of the seats and separate video inputs for each.  The second option was the crystal red tintcoat which will set you back $995.  All said, including destination fees, the total sticker price of this particular SRX Turbo came to $54,475.

I want to take a second to talk about the competition.  The SRX is really going head to head with the Lexus RX. It was developed and bench marked against that vehicle and the marketing pitches it that way.  As I mentioned earlier, the price on this SRX Turbo was close to $55,000 and that is a lot of coin while there are a lot of other great vehicles for that price.  The SRX Turbo starts under $50,000, for that price you can get a nicely equipped Acura MDX or an Ecoboost Lincoln MKT and, while the Ecoboost MKT is a much larger vehicle, it just goes to show the breadth of this segment and price range.

There must be something about the SRX because each time I have had the vehicle we have gotten whacked with lots of snow here in Minneapolis.  The SRX Turbo handled it like a champ plowing through the white stuff with the all wheel drive sending power to the wheels with traction.  It felt weird but sometimes I thought the electronic stability control was slow to kick in.  The front wheel drive SRX handled the snow with its low profile, all season tires better than expected, so this all wheel drive version had absolutely no issues.

As with the other SRX I reviewed, I do like this vehicle.  When you compare it with the direct competitor, the Lexus RX, you see the SRX is a more engaging and dynamic vehicle.  The optional turbo powertrain definitely fixes the anemic feeling but at the large expense of gas mileage and in reality, the bulk of the SRX’s sold will be equipped with the base 3.0 liter V6 and that engine will be fine for those who are more concerned with the gas mileage.  For those who really want to take the SRX to its full potential, you will have to take the hit on the gas mileage and option for the turbo V6.

Full Disclosure- The review vehicle was provided by General Motors

Volvo has had an interesting run lately.  Just a few years ago sales were good and profits were actually being made.  Now sales are nothing to brag about and the revenues, well, what revenues?  With the pending sale to Geely, the future is really cloudy but they say that letting Volvo be Volvo will be their plan.  That is definitely a plan, but as that may be, every new Volvo launch better go off without a hitch.  The XC60 is off to a good start as Volvo’s new entrant to the entry level luxury crossover market.  This is a hotly contested arena in which large players are throwing their weight around.  The XC60 is a fresh and dare I say, Swedish approach to this category.

The XC60 slots right between the XC70 and the larger XC90.  The interior is nearly the size of the segment champion, the Lexus RX.  The front is spacious with plenty of head and leg room.  The seats were terrific and the tilt and telescoping steering wheel made finding a comfortable driving position a cinch.  The interior is filled with soft touch materials and the gauges are easy to read.  The button lay out is very similar to other Volvos which is a good thing.  Overall, the interior is easily in the top of its class.

The exterior is typical Volvo with styling that stays with the family but pushes the edges a little. With curvy hips in the rear in place, the front is slightly more aggressive than the current line up.  This front clip is an evolution of the current styling, and we will be seeing these design cues on the 2011 C70 and 2011 S60.  Personally, I am a big fan of the use of light pipes next to the grille.  The fog lights actually provide a good amount of light on the ground, making a noticeable difference when driving at night.

Two engines are available.  The vehicle I was testing was equipped with the base 3.2 liter inline six cylinder putting out 235 hp and 236 ft-lb through the optional all wheel drive.  The optional engine is a 3.0 liter inline six cylinder with a twin-scroll turbo (T6) putting out 281 hp and 295 ft-lb.  Both engines feed the power through a six speed Geartronic transmission.  Geartronic is Volvo’s speak for automatic with self shifting capabilities.  The 3.2 liter is rated at 18/27 mpg while the T6 drops down to a rated 16/22.  I observed an average of 18.2 mpg.  All wheel drive is optional on the 3.2 liter while standard on the 3.0 liter turbo.  The XC60 weighs barely over 4000 lbs which is certainly no light weight.  It is still light when compared to its competitors.  Getting that large mass moving is no small task and the 3.2 liter inline six I was equipped with did its best.  Its best was not good enough to satisfy my urge to get going.  Things were better once started, it was the act of getting underway that took a little longer than I would have liked.  Slamming the gas incurred the vehicle to say, “Oh you want to go now? Ok we will work on that.”  I think the optional T6 engine would be a better choice for me personally.

While the XC60 may not be a canyon carver, it handled itself quite well when it came to quick lane changes.  The mass was kept in check and overall handling was good with less body roll then expected.  This is probably one of the “sportier” handling vehicles in the class.  The steering was not as light as I expected at parking lot speeds but it did feel natural.  On center feel was great while on the highway.  Volvo says the steering is speed dependent.  While I can definitely notice a difference between highway speeds and parking lot speeds, the steering never felt over boosted.

The XC60 comes with some decent technology as standard equipment.  Both bluetooth handsfree for calling and HD radio are standard.  City Safety is the system that can help lessen or completely avoid an impact below 18 mph is standard.  The vehicle I had was by no means loaded but was nicely optioned.  Equipped with the premium package, climate package, convenience package, laminated panoramic sunroof, PCC (Personal Car Communicator), and integrated child booster seats.  Part of that climate package included both heated front and rear seats along with heated windshield washer nozzles.  A rain sensing system is also part of that package.  I did not get to test it due to the lack of rain and abundance of snow.  The convenience package gave me the power operated tail gate along with other niceties.  Oh, and that power tailgate might quite possibly be the loudest power tail gate in the history of power tail gates.  The panoramic sunroof is a crowd pleaser, though I could not test it due to frigid temps and the pile of snow sitting on top of the car.  PCC is pretty cool as a $550 dollar option.  PCC is essentially an advanced keyless remote that has two way communication with your XC60.  When you push the information button on the remote when within 200-300 feet of the car, the remote will “check in” with the car and inform you of the status, including whether the car is locked, unlocked, or a heartbeat is detected inside the car.  If you press the information button outside of the 200-300 foot range, the remote will report the last known status before you went outside of the range.  I have heard strong opinions on the optional navigation unit and will hopefully experience that when I test the T6 model.

Overall, the XC60 is a competent vehicle.  I would definitely rate this high in its class right next to the new Audi Q5.  Gas milage was acceptable with the 3.2 but from the ratings I know that the T6 is thirsty.  Truth be told, I am guessing that is the engine to have in this vehicle since 3.2 is a bit sluggish.  Though I am willing to bet that the general public will accept the 3.2 performance just fine.  In the end, I personally liked the XC60.  It is sportier than the Lexus RX while having almost as much room.  With a starting price of $32,995, the vehicle I was in had a sticker price of $40,645, and for that money you were getting a competent vehicle.  The XC60 is just a few tweaks away from a class leading vehicle.

Full Disclosure- Vehicle was provided for review by a local Volvo dealership.

The first generation SRX was really never the sales success that Cadillac hoped for.  Styling on the the first generation made it look like a tall, boxy station wagon.  With both an optional third row and V8, the first generation was rear wheel drive with all wheel drive as an option.  None of this really lined up with what the mainstream rivals were offering.

For the second generation, Cadillac has taken a much more mainstream approach.  The third row option was ditched, front wheel drive and all wheel drive replaced the old drive train and there is no more V8. The largest change is the price.  This generation is starting at $33,330 where the first generation was $38,880 for the V6 and $45,880 for the V8.  The new SRX is much more competitively priced.  You can immediately tell that Cadillac is gunning straight for the RX in every sense of the word.  A base SRX is now almost $4,000 less then the starting price of a Lexus RX.  So how does it stack up?

The interior is closely related to the CTS, which is not a bad thing.  The center stack with the rising screen is directly lifted from the CTS.  The software used in the touchscreen is definitely upgraded.  I could pair my phone using only the screen in the SRX while I had to dig out the manual to figure out phone pairing with the voice command system in the CTS.  The gauge cluster has a trick screen in the center of the speedometer.  This screen essentially had all the trip computer functions while also displaying the speed limit on most major roads.  Navigation directions are also shown with this display.  The interior has non-overpowering white LED “mood” lighting at night.  The seats are supportive but not firm.  They are much softer than the seats in the CTS Sportwagon which, in my opinion, were better.  The cargo area has a track running around it that sliders can be placed in to secure cargo.  This is a very nice feature that is executed quite well.

The styling of the SRX is strong both inside and out.  From the outside, the evolution of Cadillac’s arts and science styling is in full swing.  The sharp creases and strong character lines all play together to create a rather good looking CUV.  The rear end has the classic Cadillac “tail fin” tail lights.  The angular styling leaves a D pillar in the back that creates a large blind spot.  The rear window is very small, causing visibility to be less than stellar when backing up.  The back-up camera is a much needed feature.  The front air dam is low and I actually asked people at GM about this.  They said it was both for aerodynamics and it looks better in their opinion.  I do not know about all that, but in deep snow it acts as a plow.  The little touches on the outside caught my eye.  For example, the headlight has the Cadillac symbol stamped in the reflector.  One thing that did not add up was the GM chiclet.  This “Mark of Excellence” has now been removed from new models, but I assume the tooling for the SRX was already in place before the decision was made to ditch this “Old GM” symbol.

The engine in the vehicle I had was the base 3.0 liter direct injection V6 putting out 265 hp and 223 ft-lb to the front wheels.  All wheel drive is optional with this engine.  The optional 2.8 liter turbo V6 puts out 300 hp and 295 ft-lb to standard all wheel drive with torque vectoring.  Both engines feed out to six speed automatic transmissions with manual shift capabilities.  The base 3.0 liter is some what of a dog.  The lack of torque is the main problem here.  The SRX is not light weight, as such you can feel every one of those 265 hp and 223 ft-lb trying to get underway.  The vehicle is more engaging than the class champion, Lexus RX, but feeling the engine trying to cope with the vehicle’s weight is not the best experience even though it does get up to speed just fine.  More power would be welcome via the optional 2.8 liter turbo.  The problem with this option is the mileage, which is rated at 15/21 mpg while the front wheel drive 3.0 liter is rated at 18/25 mpg.  People seem to take these numbers very seriously these days and that turbo looks thirsty on paper for this vehicle segment.

The particular SRX I had was a premium collection vehicle with a sticker price of $47,010.  This is the top level non-turbo model.  There were not many options, but rear seat entertainment was on board for $1,295 and of course GM’s crystal red tintcoat for $995.  Each rear seat has a flip up monitor attached to the back of the front seats with two wireless headphones and  a wireless remote control that comes standard with the system.  I liked the set up, and in my opinion, was done correctly.  The upgraded stereo that was in this package was a 10 speaker 5.1 digital surround sound by Bose.  I was not really that impressed with the system.  It sounded decent enough but the optional Mark Levinson system in the Lexus RX is better.  I would have liked to have seen something like the optional Harmon Kardon system from the LaCrosse in the SRX.

Equipped with 20 inch wheels, low profile tires and front wheel drive, I will admit I was a little nervous when the blizzard came through town.  In fact, I drove through three blizzards and over 1000 miles within three days while driving the SRX.  The only problem that I saw was with the front air dam.  It is so low that it plowed through the snow and getting started down an unplowed street was not easy.  It is worth mentioning that I was able to make it up a driveway that was covered in 2.5 feet of snow.  To do this I had to turn off traction control and slam the gas in order for it to crawl its way up.  Overall, I was impressed with everything it did in the snow.  I somehow managed to eek out 26.5 mpg on the highway back through one of those storms.  That is 1.5 mpg more then the EPA’s 25 mpg highway rating.

So we have gone from a rear wheel drive with an optional third row and V8 to a front wheel drive and optional turbo V6.  How did we fare?  The SRX is now officially a competitive vehicle.  The last generation was not a mainstream approach and sales reflected that.  Yes, I do think the base engine is under powered.  In reality, the general public might not even notice.  They will notice the mileage numbers that the turbo gets and will not be that impressed with them.  I am guessing most SRX’s will leave the lot with the base 3.0 engine and customers will be content.  The vehicle has distinctive styling and I like the overall packaging.  While some powertrain improvements are needed, this new SRX is a solid contender in this hotly contested segment.

I do not even know where to start. The Toyota situation is getting so far out of hand it is not even funny. This started months ago when a family was killed when driving a loaner Lexus ES350. That situation has since come into the limelight of both the media and the government. Currently, the total recall count is a little over 6 million vehicles. This is due to the “sticky accelerator.”

The decision came down Tuesday that all sales would come to a halt on the vehicles affected. This sales freeze will be in affect until a fix can be implemented. Toyota has said they expect a fix in the next two weeks rather than months. With that said, they failed to mention what that fix might be. I would call this a “we are scrambling as quickly as possible” tactic. Many are convinced Toyota does not have a fix yet. Others are reporting Toyota already has the fix and new parts are starting to ship. It is hard to know what to believe at this point. The freeze affects eight models which makes up about sixty percent of all North American sales for Toyota. The list of affected vehicles is as follows-

• 2009-10 RAV4

• 2009-10 Corolla

• 2009-10 Matrix

• 2005-10 Avalon

• Certain 2007-10 Camry

• 2010 Highlander

• 2007-10 Tundra

• 2008-10 Sequoia

Avis/Budget car rental announced they will be removing nearly 20,000 Toyota’s from its fleet immediately. Enterprise Rent-A-Car, who now also owns Alamo and National Car Rental, will be pulling all Toyota’s and Pontiac Vibe’s included in the recall. While numbers were not provided by Enterprise it is estimated to be about 4% of their fleet.

It is coming out now that Toyota has known there was problem since mid 2008. In June of 2008, Toyota announced “sticky pedals” are a drivability issue not a safety issue. Well we all know how that turned out now that people have died. Toyota has ignored this problem. They continued to sell cars when they knew something was wrong! This is just ridiculous. Even further, Toyota was contacted last Friday by NHSTA after they heard the models were still being sold. It took four days for Toyota to make the announcement of the sales freeze on the affected models. It almost seems as if they had no intentions of stopping sales until it started hitting the public and governmental eyes.

I have spoken with many people who are shocked at this whole situation. In a conversation with a gentleman in the baby boomer generation the words, “Never in my life have I seen an auto manufacturer halt sales of over half their line up. This is history in the making.” He continued to compare this situation to 9/11, the difference is that this is going on inside Toyota. Another friend compared Toyota to big tobacco.

Many see this whole situation as getting out of control. I have heard some say it is snowballing. I personally think this is far from over and it will get much worse. Toyota’s reputation has now been thrown into question in front of the public view and in a terrible way. It will be interesting to see how current Toyota owners react when it is time for them to purchase a new car. This could benefit Ford, Hyundai, and General Motors. Time will tell if that happens. In recap, Toyota knew what was going on before people were killed, they continued to sell vehicles, more people died, did not fully think through the recall, things are going to get worse. I think I’m going to get sick.

Episode 8 starts by discussing the past week on both of our respective blogs, AutoBird Blog and AccelerateMpls.  The week in review included GMAC, my Lexus ES350 review, the dead 2011 NSX and the Cadillac SRX I just took delivery of for the week.  The next topic is the Saab story that continues to unfold.  Our conversation moved on to the upcoming Detroit Auto Show (NAIAS) and what we have heard will be there.  The last topic we cover is the 2010 North American car and truck of the year.

Spy Shot of the 2011 NSX

Many car people knew that Acura was planning on resurrecting the NSX for 2011.  That was the plan until the drop in both the economy and the auto industry.  The car was well into development with what seemed to be a production ready (almost) body and interior.  Spy shots showed a front engine long hood short deck stance.  Rumors were a revised version of SH-AWD was going to send the power to all four wheels.  We also heard that the vehicle would be powered by a 5.5 liter V10 putting out 500-550 hp while using iVTEC.  Reliable sources said an aggressive cylinder deactivation mode would help obtain decent fuel economy.  This was supposed to be a super car to put a halo around Acura.  Similar in concept to the recently debuted Lexus LFA.  In fact, the new NSX would have been competition for the LFA.  No pricing was ever announced or leaked but I would assume the price tag would have been under that of the LFA’s $375,000 price.

Spy Shot of the 2011 NSX at the Nurburgring

I for one always like both the first and second generation NSX’s.  It brought something new to the table.  Showing super car manufactures and buyers, that you can have a high performance car that is still reliable.  This was somewhat of a revolutionary concept.  The mid-mount V6 was also unique.  This was not the fastest car.  Nor was it the most expensive car.  It was a unique car from a company that was out to prove themselves.

Spy Shot of the 2011 NSX at the Nurburgring

As I mentioned earlier the NSX replacement was in the final stages of preparation for an unveiling.  Sources say the dream is dead and the NSX replacement will not be coming.  While I completely believe this I wish it were not true.  Competition in the marketplace is a good thing.  While I have a feeling the 2011 NSX would be vastly different (front engine and all wheel drive vs mid-engine and rear wheel drive), the reliability attribute would still probably be there.

Below is a video recorded of the 2011 NSX prototype in in final testing stages driving around the Nurburgring.

2010 Honda NSX replacement at the Nürburgring Nordschleife from MrBTG on Vimeo.

Last Generation NSX

You may ask yourself why would someone want to buy a Lexus ES350.  In essence, the Lexus ES350 is essentially a really nice Toyota Camry.  For the higher price you receive a much nicer dealer experience, a cushier ride, and overall a nicer car.  This car has no sporty pretensions about it.  The industry keeps moving towards sporty cars while this car retains the traditional luxury feel.  Lexus has made strides to become a little sportier on other models, but this is a break in that formula.

The ES350 is designed using what Lexus calls “L-Finesse design”.  The result of this design particularly in the ES350, is a bland car.  The car tends to just blend right in.  Those characteristics continue onto the inside with a simple design. The dash is soft touch and gauge cluster is very good looking.  The clock on the dash looks like a cheap wrist watch which seems to take away from the interior.  The seats are road trip worthy, though they have no real support for energetic driving.  With plenty of real wood thrown around the interior, this car is a nice place to spend your time with a few things that seem dated.

The ES350 is powered by a once choice 3.5L V6 which is ULEV II (Ultra Low Emissions Vehicle) certified.  This engine is good for 272 hp and 254 lb-ft which is channeled through a six speed automatic transmission.  The transmission does have manual shifting abilities but no paddles are included.  Like the Camry, the ES350 is front wheel drive and is not available in all wheel drive form.  Rated at 19/27 mpg, the ES350 posts respectable milage numbers.  Though most drivers will not be speed demons the car is rated at 6.8 seconds 0-60 which is respectable in its class.  Torque steer is well in check and the steering is very light.  Driving the ES350 is a very uneventful affair.  The car can literally just cruise along.

The car I had was a base model with optional equipment including heated and ventilated front seats, and a wood and leather trimmed steering wheel and shift nob.  The sticker price for the vehicle I had was $36,645.  That is nearly $3,000 more than the better equipped Buick LaCrosse.  The LaCrosse is more engaging to drive and overall had a better driving balance.  The interior of the LaCrosse also has more design character and feels slightly richer.  I am comparing the ES350 to the LaCrosse in a harsh way and the reason is simple.  The all new for 2010 Buick LaCrosse is trying through both marketing and design, to directly take on the ES350.

So this all seems to circle back to the beginning.  The car drives like it looks, boring, fluid, yet comfortable.  The dealer experience is top notch.  The question I have is why pick this over the Buick LaCrosse?  The LaCrosse seems to be more car for the money and is definitely more engaging to drive.  Picking the Lexus ES350 over the Buick LaCrosse comes down to two simple reasons.  The first is Buick has an image problem.  Though it is worth noting they are working swiftly to try and change the brand’s perception.  The second is the dealer experience.  The Buick dealership does not give out free loaner cars and will not pamper you anything like the Lexus dealership.  At the end of the day, the Lexus ES350 is a fine car, but now there is real competition in the price point now and Lexus needs to step up their game.

This week, episode 4 discusses the week in review on both of our respective blogs, AutoBird Blog and AccelerateMpls.  We first briefly discuss the Ford Fiesta technical debriefing that I attended last week.  Our conversation moved on to the all new 2011 BMW 5 Series and the new 2011 Cadillac CTS Coupe.  We use the introduction of the new 2010 Lexus GX460 to transition into our last topic, a report card on the current Toyota/Lexus situation.

Download this episode (right click and save)

Download this episode (right click and save)

This week, episode 3 discusses the week in review on each of our respective blogs.  We discuss the Cadillac CTS Sport Wagon I had this past week and the Lexus HS250 hybrid review that posted.  We then discuss announced Buick Regal and new Volvo S60.  We also spend a little time giving a report card on General Motors current financial situation.  We finish by discussing the upcoming Nissan Leaf.

Download this episode (right click and save)

2010 Lexus HS250 Hybrid

The new Lexus HS250 is a departure for Lexus and its hybrid line. The LS600 hybrid is meant to have the power of a V12 with the fuel economy of a V8, utilizing a hybrid system in conjunction with a V8 which gives it decent fuel economy. The same can be said for the GS450 hybrid. These are hybrids that are standing for something other then being green but more for performance in a different way than the competitors. The HS250 is the Lexus that is meant to be your step up into Luxury while still being “green.”

So you have had a Prius and you are now a little older, a little wiser, and want a vehicle that is a little more luxurious. What is your next move for a new car? Well, you could go and get a new third generation Prius and load it up with all the optional tech toys. Though the Prius does not have the luxury badge, and you still want to be a little green. Enter the Lexus HS250 which is all new for 2010. At first glance you think Toyota took and rebadged/restyled a Prius and slapped a L badge on it. The HS250 is actually based on the Scion tC platform and the foreign market Toyota Avensis platform. This front wheel drive platform is a fine base, but people still assume naturally this is a rebadged Prius.

With a 2.4-liter Atkinson-cycle four cylinder putting out 147 hp and adding to that a 40 hp electric motor, you get a grand total of 187 hp and 180 ft-lb. This is essentially the powertrain from the Toyota Camry Hybrid. This is good for a rated 8.7 second jaunt from 0-60 which is almost a full second quicker then the new third generation Prius. Driving is more engaging and much more “Lexus like” than the Prius. With much more sound deadening and a lighter to the touch steering feel, this car feels more luxurious. This is all good because this car is quite a bit more money then the Prius. The car is refined and overall enjoyable to drive. I was taking corners faster than a hybrid usually wants to go, and the car handled comfortably without complaint. Although this is definitely no sports car. Once going, the wind noise and more importantly highway noise is noticeably quieter then the Prius. Something to note, the engine does not require premium fuel. It is content with regular 87 octane gasoline. The car is rated at 35 mpg in the city and 33 mpg on the highway for a combined 34 mpg overall. I have heard reports of people getting mid 50’s, which if you harp on it constantly you can fall into the very low 30’s. These are all respectable numbers, though the new Prius is rated at 50 mpg combined which you can easily beat when trying. One reason for the huge gas milage differences is the Prius’s engine is a smaller displacement putting out less total power.

The interior is a nice place to spend time. The car I had was “stripped,” no optional equipment was on board. The sound system was OK but definitely not as good as the optional Mark Levinson sound system. The controls all operate silky smooth and are great to the touch. The “buttons” on the steering wheel are not as they appear. The actual buttons are under those icons which are covered in a membrane like material. The trunk is a mere 12.1 cubic feet because the battery pack is sandwiched between the backseat and the trunk. There are a lot of tech toys that are available on this car that were not on the car I tested. If you are into tech this car can be completely loaded up.

The base price for this car is $34,200 and if you option it out with technology, you could be knocking close to the $50k door. Keep in mind you are deep in entry level luxury range here competing in price with the Infiniti G37, Audi A4, BMW 3 Series, and others. This car does get much better gas milage, and after all, is that not what Hybrids are all about? Lexus is saying this car falls between the ES and IS line and is for young technology savvy people that care about the environment. Notice they did not say green because we all know they have the lower level Toyota Prius for that. In this price bracket I would have a hard time recommending this car, personally I would go with one of the aforementioned competitors. I am into driver engagement and fun-to-drive factor, and in those departments, this car can not compete. If you want an entry level hybrid luxury, car this is the only place to look in town because there is no real competition, yet.