Lexus IS 300h Review (2013-present)

Back in 2013, the petrol-hybrid Lexus IS 300h seemed like an eccentric anomaly in a market dominated by German diesel executive cars, including the BMW 3 Series, Audi A4 and Mercedes C-Class.

But how things have changed. With the dash to ditch diesel showing no sign of abating, the recently-discontinued IS 300h suddenly seems ahead of its time. Thanks to its relatively low CO2 emissions and associated low levels of benefit-in-kind tax, it was an attractive option for company car drivers, and continues to provide a leftfield option for second hand in search of a premium saloon that stands out from the usual German manufacturers. It’s not without its idiosyncrasies, however, particularly when it comes to the IS’s infotainment system and it’s CVT transmission.

The IS isn’t one of those cars that radiates a sense of space from the driver’s seat. Due to a hefty centre console and high window line, it can feel quite hemmed in, but this is more illusionary than problematic, as there is plenty of legroom and headroom. In the back, though, headroom is tight, and a large transmission tunnel means it's best to think of the IS as a four-seater, rather than a five-seater.

Like almost every saloon car in this sector, the boot entrance is fairly restrictive. Although most models get 60:40 split-folding rear seats, they do create a bit of an awkward step-up in the floor once they are tipped forwards, so it can be a bit of faff on when it comes to loading longer items. Overall, though, the IS’s shortcomings in this regard are generally symptomatic of this class of car rather than drawbacks to this particular design. There are other factors that are more likely to determine whether or not you get on with it.

The IS is powered by a punchy 2.5-litre four-cylinder petrol engine, mated to a torque-rich electric motor. Combined, they produce 220bhp, and power the rear wheels through a CVT (Continuously Variable Transmission) automatic gearbox.

The CVT means there’s plenty of elevated engine drone every time you put your foot down, but at least the strong low-end power means the IS gains speed with less of a manic lust for revs than many lower-powered CVT hybrids. In conjunction with the raised engine note, you’ll also hear quite a bit of road roar. But wind noise is pretty well isolated at motorway speeds, body roll is well controlled in corners and the ride is generally comfortable.

Overall, the IS drives reasonably well, although it can’t match the sporting precision of a BMW 3-Series or the comfort of a Mercedes-Benz C-Class. What it can do is drive for short periods around town on electricity alone, providing you’ve accumulated enough energy from regenerative braking (there’s no plug-in option, so the assistance from the electric motor is quite limited). This eliminates the engine noise – albeit briefly – and helps to save fuel.

The IS's styling is pretty striking thanks to a large grille, scalpel-sharp body panels and wildly extravagant light clusters. As well as looking pretty funky going down the road, things are pretty pop-bang-whiz inside, with lashings of soft leather furnishings, techy instrumentation, precisely weighted switches, heavily damped dials and sleek flashes of contrasting trim.

Overall then, it’s a classy look, helped further by a smart-looking, dash-mounted rotary timepiece and a touchpad to help you orientate your way around the infotainment screen.

Did we say help? Sadly, the pad is so small and sensitive that trying to chase a teeny-weeny cursor around the high-definition display screen requires the dexterous determination of a kitten chasing a ball of cotton. It’s an infuriating feature in what is otherwise a well-resolved cabin.

Fortunately, there’s plenty of other technology to play with. Even the base spec SE model comes with alloy wheels, keyless entry and push-button start, cruise control, dual-zone climate control and a 7.0-inch infotainment system with DAB radio and Bluetooth connectivity.

If you do want to spend more you can upgrade to Executive Edition for sat-nav and leather seats, while Sport models get sports seats, bigger alloys, parking sensors and auto wipers. Luxury models get a similar amount of kit but have more conservative interior decor than the Sport models, while the Advance IS gets electrically adjustable, heated and cooled front seats, a Mark Levinson sound system and a reversing camera.

The fact the IS sells in relatively limited numbers and many used models are maintained within the Lexus dealer franchise ensures resale prices are well protected. You’ll be lucky to find a IS for under £10,000, and if you do it will probably be one of the earliest 2013 models or an exceptionally high mileage example.

Lexus reckons the IS 300h will return up to 67.2mpg, but you’ll need to drive in a very considered manner to achieve this kind of fuel economy. If you spend your days pounding up and down motorways then you’ll struggle to get that sort of MPG.

These days, you’ll be buying second hand, which means that the first year’s VED – the cost of which is determined by the car’s CO2 output – will already have been absorbed by a previous owner. As such, the IS generally comes under the £155 a year flat rate for hybrid vehicles. However, there are exceptions; if you’re looking at a top spec example that originally cost over £40,000 then taxing it will cost £510 a year for the first five years.

IS service schedules are due annually or on average every 10,000 miles. With each service, you’ll receive a Lexus hybrid health check, after which, all being well, Lexus will give you an extra 12 months or 10,000-mile hybrid battery warranty extension, until the vehicle is 15 years old. You can also have this check carried out if a service isn’t due, and you might want to do this before parting with any cash if you’re considering buying an IS from a private seller Typically, a service will cost around £300 for an intermediate oil and filter change and £550 for a more comprehensive overhaul every 20,000 miles.

Insurance groupings for the IS aren’t too bad, running from group 28 to 31 (of 50) depending on trim level.

Given Lexus’ extraordinary reputation for rock-solid reliability, this section will be pretty short and sweet.

Lexus has actually been ranked number one for customer service 12 times by JD Power, while self-charging hybrid-electric models from Lexus and Toyota registered a perfect 100 per cent scores in the 2019 What Car? Reliability Survey. This was the third successive year it topped the manufacturer table.

Lexus was also named Britain’s most reliable auto brand in the Which? car reliability survey, which used a real-world study of more than 47,000 motorists and almost 59,000 vehicles, including cars up to eight years old.

With all these glowing reports behind it, it does seem somewhat odd that the Japanese firm only offered a three-year 60,000-mile warranty on the Lexus IS300h, which means most will now be out of warranty. It’s all the more difficult to fathom given parent company Toyota provides a five-year 100,000-mile offer.

As well as being incredibly reliable, the IS is stuffed full of safety kit, including eight airbags and a bonnet that pops up if you collide with a pedestrian to help reduce the severity of the impact. Unsurprisingly, independent safety organisation EuroNCAP awarded the IS the maximum five-stars score.