In Sport mode, with the more direct steering engaged and a less-restrictive stability control program, it’s a rather enjoyable package when the road narrows and starts to twist and turn. With a MacPherson strut front suspension and double-wishbone rear, Lexus actually credits much of a car’s driving dynamics to a rigid chassis and two innovative strut bars – yes, strut bars. While a conventional bar connecting the strut towers will offer rigidity, it will also make for a less pleasant ride. Lexus engineers came up with a solution for this by building a strut brace with a shock in the middle of it that will dampen out much of the harshness of the more rigid structure while still maintaining its shape. As a result, the CT is solid while retaining the trademark Lexus comfort and smoothness.

In many ways it delivers a ride similar to that of the, albeit, more detached sixth-generation GTI, with a solid on-road feel, although again, without the power. In fact, for a front-drive Lexus there’s far less understeer than we anticipated, although it’s still present – with the weakest part of the handling package easily the low rolling resistance 215/45/17 tires.

Even the electric steering is good without the numb on-center feel prevalent in most EPS systems.

Adding to the driving experience is a lower center of gravity, and a cockpit that’s built to suit a driver. The seats are low in the car and nicely bolstered with a thick three-spoke steering wheel that looks lifted directly from the Lotus Evora.

Lexus even paid attention to the location of the pedals, which may sound inconsequential, but isn’t. In most other Toyota/Lexus products you step down on the pedals, whereas in the CT you press against them.

So, why would you ever choose the CT over a Prius?

For every other reason, starting with the way it drives. The CT200h's suspension is refreshingly firm, and from the highly supportive, aggressively bolstered driver's seat there's no perceptible body roll and not the slightest hint of wallow. Small bumps are felt but barely heard, and the CT refuses to lose its composure over the big ones or in the middle of corners. Although the CT occasionally hit its bump stops over exceptionally rough pavement, even the nastiest cobblestone road you can imagine couldn't coax a squeak or rattle out of the interior. The standard leather-wrapped steering wheel is thick and perfectly proportioned, and if you can put up with the bovine complaining from under the hood, you might even find that the cabin is quiet once you finally reach the CT's electronically limited 113-mph top speed.

If you're in any kind of a hurry, however, you'll want to select Sport mode, in which case the normally calm, blue accent lights in the instrument panel change to a more aggressive red glow, and the hybrid system indicator disappears in favor of a tachometer (with a 5,400-rpm redline) that uses the same white needle. Very trick.

Once under way, you'll notice the steering assist varies between Eco and Sport modes, but neither provides much feedback through the wheel. On some of the long cobblestone streets of Chantilly, that wasn't necessarily a bad thing. The fully independent double wishbone suspension absorbs the bumps with ease, and the lateral performance dampers effectively suppress noise and vibrations from entering the cabin.

The car handles well, tracks straight, and never feels underpowered in Sport mode, but somehow, Sport still seems like a misnomer. It could use more sporty cues, like paddle shifters, for instance — I kept flapping my hands behind the steering wheel in a vain attempt to flick up or down a gear, only to be reminded that this particular CVT doesn't offer preset gear ratios.

The Bottom Line
The CT200h is competent, but not particularly convincing as a sporty car. Therefore, I mostly just left it in Eco mode and cruised around for hours enjoying the fact that the gas gauge barely moved, and the electronic fuel meter estimated my range at 710 miles. Not bad, for a Lexus, a Prius, or any car, for that matter.

Sure, a Prius with the Cadillac Cimarron treatment would have been an easier Lexus to make -- and might have even appealed to more people than this CT will. But at the end of the day, there's just no comparison between a pain au chocolat and a Hershey bar shoved between two pieces of Wonder Bread.