The NX is 5.5 inches shorter than the RX. But rear legroom is only 0.4-inch shorter and luggage space surrenders just 0.8 inch from the RX cargo bay, Chief Engineer Takeaki Kato said.

The tandem to and fro, in the GS300h’s case, is between Toyota’s unremarkable 178bhp 2.5-litre four-pot and a 141bhp electric motor, but, as ever, it’s the planetary gear set in the hybrid’s ingenious transaxle that deals out and ultimately defines the delivery. Seamlessly refined on the one hand, intractably remote on the other; the result is quiet, efficient and unashamedly charm free.

A combined output of 220bhp makes for a claimed 0-62mph time of 9.2 seconds - slower than most of its direct rivals, although just about swift enough to make the GS feel brisk when needs be. As with the IS, much pedal pushing is required to access real gusto; 85 per cent of the accelerator’s travel is unjoined-up calf flexor, having little or nothing to do with your expectations.

What the 300h would prefer, and where it’s best - and, to be fair, why you’ll have bought it - is the conscientious extraction of miles from its petrol tank and battery capacity. Endeavour to keep the car in Eco (one of five drive settings in the F Sport), or better yet, EV mode, and breeze along with it, and it’ll evaporate corporate stress as readily as anything.