It may be economical but the Lexus CT200h is let down by less than impressive road manners.
Lexus says its new hybrid compact hatchback, the CT200h, is "a potential game changer", but early indications are that the company instead needs to change its game plan to deliver on the potential.
The awkwardly named CT200h is an inestimably important new model for Lexus, its long-awaited first entrant in the increasingly populated and popular compact premium segment. In Europe, where compact cars are the main game, Lexus forecasts that within two years this car will account for almost half of its total sales.
It's startling, then, to find that a car so vital to the company's fortunes appears misjudged in its execution. Cars presented for the media to drive on country roads outside Paris - in both European and United States specifications - suffered unacceptable levels of road noise and a compromised ride on any but the smoothest of roads, which is a concern for a car company that's built a chunk of its reputation on refinement and quietness.
The CT is not saved by its design ethic, either, with an oddly derivative and unresolved shape that lacks a premium look.
It isn't a lost cause, however. Fundamentally, its underpinnings are well founded. It turns corners with some competence thanks to its low, nuggety stance. Its steering is direct and confidence-inspiring, although lacking the feel of some other premium competitors.
The petrol-electric hybrid engine is not particularly punchy, although its lack of bite theoretically delivers a pay-off at the bowser. However our fuel consumption in a mix of driving conditions (6.4 litres per 100km) couldn't get near the officially-claimed 3.8L/100km.
Lexus points out that it has worked extensively on the CT's driving dynamics, aerodynamics and noise refinement. The latter point, in particular, is contentious, because it was the opinion of every Australian journalist who drove the car that too much engine, wind and particularly road noise filtered into the cabin - especially given the car's premium positioning.
On coarse-chip roads the sound intrusion was a headache-inducing conversation killer; on less abrasive surfaces it remained ever-present and annoying. Only a 200-metre patch of freshly laid, billiard table-flat bitumen late in our drive loop provided a moment of respite and a glimpse into what could be.
The continuously variable transmission, which steplessly holds the engine in its optimum power band, adds a distinctly un-premium engine drone under acceleration.
Further contributing to the cacophany was the ride, which bustled relentlessly on poorly made French roads that often resembled Australian B-roads. There is an odd mix of attributes as the Lexus took the sharp edge off bumps and swales at speed without actually eliminating them, but thumped and crashed inelegantly at low speed when confronted with speed humps, manhole covers and surface joints.
We tested both the European and US suspension tunes and the latter was surprisingly the more compliant and comfortable, trading some extra body roll in corners for marginally quieter and smoother progress than the tauter European-tuned model.
The little Lexus with the hybrid heart summons adequate acceleration from a standing start and is responsive enough at low speeds. But with a peak of only 100 kilowatts of power available from the combination of its 1.8-litre petrol engine and two electric motors, rolling acceleration above 80km/h is lethargic and renders unviable any but the best-planned overtaking manouevre. The lack of a tiptronic-style gear selector means the driver doesn't have the choice to summon more urge by grabbing a lower ratio.
The hybrid mechanicals and drivetrain components are derived from Toyota's Prius, and work in almost identical fashion. At speeds below 40km/h and with light throttle inputs, the car will switch to "EV" mode - where the petrol engine switches off and the car is driven solely by the electric motors - for short bursts. The mode activates and deactivates seamlessly, with a small light on the dashboard the only indication the car is working in its zero-emission mode. One drawback of the hybrid system is its lack of brake feel, with frustratingly little feedback available.
Unlike the Prius, though, the CT200h has a dial that can switch from normal mode to "eco" or "sport" styles. In normal or eco modes, the dashboard illuminates in a cool blue and the left-hand dial shows a charge meter that charts how much power is being used or saved. Selecting eco mode blunts throttle response to reduce fuel use, robbing more urge from the already put-upon drivetrain. Switch to sport mode and the instrumentation changes to a fiery red, swapping the power meter for a more traditional tachometer. Lexus says throttle and steering responses are sharper than in normal mode, although it's difficult to pick any significant difference.
Inside, the cabin ambience holds true to the Lexus ethos with attractive and thoughtfully designed instrumentation. On higher-spec models a large sat-nav screen pops up out of the top of the dashboard above air vents and dual-zone climate control settings. A lower, more raked panel incorporates audio controls, the driving mode selector dial and an oddly-shaped gear lever that looks like the head of a golf putter. Disappointingly, the CT makes do with a low-tech foot-operated park brake instead of the increasingly popular electronic brake found increasingly on comparably priced cars, including the Prius.
We tested models fitted with both leather and cloth seats, both of which are likely to be offered on Australian-spec models. While the well-padded leather seats were by far the more comfortable and luxurious, the cloth buckets weren't lacking for support. The rear seats have adequate leg and head space for children and smaller adults, although storage throughout the cabin isn't a strong point.
The convenience of a hatchback is blunted somewhat by a shallow boot space thanks to the battery pack that lives under the floor behind the rear seats. One model tested contained a space-saver spare tyre, while another was fitted only with a tyre inflation kit. The final specification for Australian models is still to be settled.
Almost every person we asked noted - unprompted - the CT200h's resemblance to a Mazda3 in side profile. Worryingly for Lexus, several also said the front and rear bumpers with their long overhangs were reminiscent of a distinctly down-market relative, the Toyota Corolla.
The CT200h will go on sale in Australia for a base price of less than $50,000, which will likely throw luxury inclusions such as leather-clad and powered seats, and sat-nav, onto to the options list. However, Bluetooth, iPod connectivity and keyless entry-and-start are expected to be standard for all models.
As presented at the launch event in Paris, the Lexus CT200h is flawed - but not terminally.
Lexus Australia has already indicated that it will review its own tyre and wheel choices for the CT200h. A reworking of the suspension tune would similarly make a huge difference to ride and handling.
A more powerful 2.4-litre engine variant - similar to that used in the Camry Hybrid - is rumoured to be under development and could address the lethargic drivetrain, while a more integrated and bespoke exterior design would go a long way towards restoring the lustre for what ought to - and still can - be a breakthrough model for Lexus.
