Lexus IS300h

THE IS300h isn't perfect. Far from it in fact, and once you start to list its faults and foibles you’ve soon run up an extensive list of niggly annoyances: the ride in F-Sport guise is too tough, the infotainment system’s graphics are woefully outdated, its mouse-style controller is tricky to use, the sub menus are a muddle, and the lack of a postcode input for the sat-nav continuously irks, and the hybrid powertrain comes with a weight penalty but no obvious mpg advantages over a diesel.

Some of those faults will be easy to fix come mid-life facelift time, such as the ride. Our car doesn't have the optional Adaptive Variable Suspension, but Lexus really needs to follow Audi’s lead, as it now (finally) lets you spec S-line models without the stiffer S-line suspension, meaning sporty looks but not the accompanying leaden ride. If you could pair the F-Sport bodykit with the standard dampers, the ride should improve and the IS would still look mega.

Meanwhile, the mouse’s days are numbered, as a new touchpad is already in the NX SUV and RCF coupe though I hear from Chris Chilton it’s better but far from best in class, so the sooner Lexus accepts that the rotary controllers of iDrive, Comand and MMI are the way forward the sooner it can start to catch up. As for the batteries, there’s little a term at Weight Watchers can do for the extra kilos until the next-gen IS potentially switches from nickel-metal hydrideto lighter lithium-ion. Which starts the whole hybrid debate…

 So, Lexus doesn’t do diesel, preferring hybrid, but our IS300h is heavier than a BMW 320d by at least 100kg, and despite the promise of 60 mpg, has struggled to better 40 to the gallon. Some training from a man sent by Lexus saw us top 50 mpg and get close to 60 mpg, but the reality is a 320d will do 50 mpg with ease, and soar past 60 mpg if you drive it economically.

 To counter that, the IS300h’s e-motor fills out the torque curve of the four cylinder engine so it feels plenty pokey, the combination of electricity and petrol is smooth, refi ned and quiet, especially in comparison to the clatter of compression engines, and you never have to fill up from a stinky black pump. Ultimately, it comes down to your driving habits: just as living in a city, buying diesel and doing a paltry mileage is silly, so mega mileages just don’t make sense in the IS300h.

Having said that, the fact that our IS has racked up nearly 20,000 miles during the past 10 months is the real indicator of how much we all really like this Lexus. There’s no better looking ‘junior exec’ on the market and, short of an Aston Rapide, no better looking saloon, full stop. The interior is pretty cool too, with an LFA supercar inspired rev-counter that slides sideways across the digital dash, metal strips you slide your finger along to adjust the temperature, windows that glide rather than slam shut, a reversing camera that's stayed impeccably clean and shows a pin-sharp picture, and a gear stick that couldn't be more perfectly positioned.

Pity it’s linked to a CVT rather than a slick six speed manual then, but the drive is still damn decent, with direct steering via a great to hold wheel, a tight front end (helped by double wishbones, one up on the 320d’s struts) and a chassis that shines despite the batteries in the boot. And if you’re not hurling it around, the seats are comfy and it’s a great long distance cruiser too. Our solo experience with a dealer, in Milton Keynes for the 12k service, was faultless.

Essentially, we can't praise the IS highly enough. The fact is its shortcomings stand out because the rest of the package is so sorted. The first generation Lexus IS was brave, the second was bland, the third is almost brilliant.