2011 Lexus CT200h

The sporty, economical hybrid proves elusive.

the IS250 by $3500, and its EPA numbers of 43 mpg city, 40 mpg highway easily surpass the HS250h’s 35/34 mpg ratings.

The true energy miser won’t be tempted out of his Prius by this car, because the Prius gets even better fuel economy (51/48 mpg). The Prius is also has a much roomier rear seat and more cargo space.

Against that, the Lexus justifies its price premium with a premium-level interior, and a superior driving experience. Standard is a surprisingly convincing—and cruelty-free!—faux leather, while the real stuff is optional. The well-finished cabin is nicely padded throughout, and the caramel-and-black color scheme in my test car was richer looking than the usual gray or beige. The premium model includes a huge sunroof and seat heaters, while active cruise, a backup camera, and navigation with weather and traffic are optional. Like other recent Lexus models, the navigation-equipped CT200h uses a mouse-like controller to access items on the pop-up screen. It’s a little weird but not hard to adjust to. The controller sits on the raised, sweeping center console, which is kind of cool even if it makes the already-small interior feel even more confined. (The back seat is particularly snug, with head- and legroom in short supply.)

The CT200h uses the same 1.8-liter Aktinson-cycle four-cylinder with battery assist as the Prius. There’s 134 hp on tap, and 142 pound-feet of torque, fed through a continuously variable automatic. As in the Prius and the HS250h, the shifter is a dweeby little nub with a separate button for Park; perhaps because of the unusual shift pattern, the car beeps like a garbage truck whenever it’s in reverse. Again we ask: Why can’t a hybrid have a conventional gearshift?

There’s also a choice of driving modes: EV (which you’re kicked out of before you even leave the parking lot), Eco (which totally kills throttle response), Normal, and Sport (which calls up higher steering efforts and quicker throttle mapping). You might leave it in Sport all the time, except that you have to re-select it each time you start the car, and it’s really not that much different from Normal mode.

Even in Sport mode, the CT200h doesn’t live up to its maker’s billing as a sporty hybrid. It’s just too slow. Lexus puts the 0-60 time at a shade under 10 seconds, and the CVT has the tiny four-cylinder droning at the top of its rev band when you ask for quick acceleration. In mellower driving, the electric motor’s torque helps somewhat to mask the weak engine. The chassis is a happier affair, with steering that’s far better than the lifeless Prius’s, and an absence of body roll—the latter at a cost of considerable impact harshness.

Sorry Lexus, but the sporty offering in this—admittedly tiny—segment is the Audi A3 TDI. Virtually the same size, and listing for about the same price, the Audi may be only 1 second quicker to 60, but it puts nearly 100 pound feet of additional torque at your disposal, meaning it drives much more energetically. It also has more accomplished chassis tuning. The A3 TDI’s city fuel economy (30 mpg) doesn’t come close to the Lexus, but the Audi beats it on the highway, with 42 mpg.

The Lexus HS250h may find an audience willing to trade some Prius practicality for a little Lexus luxury, but a sporty hybrid it’s not.