Next-Gen Lexus ES (ES350 and ES300h confirmed)
05-30-12, 10:23 PM
#826
Moderator
The 6ES is starting to grow on me. Thanks Mike for posting the link. Those pictures look good. I just need to see it in person.
Last edited by Trexus; 06-08-12 at 03:21 PM.
05-31-12, 12:31 AM
#828
Lexus Connoisseur
05-31-12, 03:48 AM
#829
The production car shown here isn't as impressive as the highlighted file car we saw a few months ago. With the basic 17" rims, wheel gap, flamboyant front bumper, and black plastic rear bumper trim, the car looks cheaper and less sophisticated. Also not hot on the wall of a dashboard. There is no grace or class there at all.
I'm sure it will sell well though. It still has a good overall shape and high credentials, especially those hybrid numbers.
Question, does the hybrid get a manual shifting option?
I'm sure it will sell well though. It still has a good overall shape and high credentials, especially those hybrid numbers.
Question, does the hybrid get a manual shifting option?
I think overall car looks excellent for 35k car. Interior is great too. Such a boring review though.
05-31-12, 05:34 AM
#831
MotorTrend
Lexus' volume sedan started life as little more than a Toyota Camry playing dress-up. With this sixth-generation model, it departs the Camry platform (for the related Avalon's) and matriculates to true baby-LS status. Actually, make that adult son of LS -- the key interior and exterior dimensions of the new 2013 Lexus ES scale to between 96 and 99 percent of the LS 460's, and the rear legroom is actually greater than that of the short-wheelbase LS. Its coupe-like profile and rear-end design ape the big car faithfully too. Of course, with the carryover 3.5-liter V-6, the power scales at 71%, and if you opt for the newly available ES 300h hybrid that percentage drops to 53. And fear not, the base price should remain at just over half that of the LS 460.
By upgrading to the 1.7-inch longer Avalon wheelbase and significantly rearranging the furniture, the 2013 ES finds an impressive 4.1 inches of additional rear legroom, and even with that swoopier looking rear window, there's 0.7 inch more rear headroom too. An inch of added overall length and a higher rear deck make the trunk roomier by 0.4 cubic foot in the ES 350 (15.2 total) -- plan to upsize your golf clubs accordingly, but test-fit your Big Berthas in the ES 300h's trunk, where the hybrid's battery hogs 3.1 precious cubes. As expected of any new car, the ES is stiffened by extra spot welds, strut-tower/cowl bracing and the like, and it's lightened by 90 pounds thanks to the greater use of high-strength steels.
The LS-ification of the ES manifests in richer interior materials like a contrasting stitching on the dash that is hand sewn by one of 12 Takumi masters who must pass a manual dexterity test by folding an origami cat with their non-dominant hand in 90 seconds (Japan truly is a different world). Dexterous drivers will appreciate the next-gen haptic joystick multi-function controller, which trades the former version's spherical orbit for motion in a single plane with a push-to-click mouse action instead of a separate select button. It should prove way more user friendly when controlling the smart-phone apps that Lexus Enform now enables.
To soothe animal-lovers' consciences, standard leather gives way to a volatile-compound-free NuLuxe leatherette, but ordering practically any of the cool options or packages forces an upgrade to perforated leather or even the baby-soft semi-aniline stuff. Go nuts on the order form selecting the 835-watt 15-speaker Mark Levinson 5.1 audio system, rear-seat sunshades, heated wood steering wheel, heated and cooled front seats, power closing trunk, and more, and the price gap with the flagship closes considerably. New safety gear includes side airbags that extend down for pelvis protection, and optional blind-spot warning, cross-traffic alert, and automatic high-beam assist.
The ES 300h model essentially drops in the Camry Hybrid drivetrain and battery pack with only minor tuning tweaks, but lower aerodynamic drag nudges the Lexus' EPA city/highway figures up from Camry's 40/38 to 40/39 mpg. Lexus expects the hybrid to lure younger buyers, so its suspension is tuned for sharper, crisper handling. All models also get a new Drive Mode Select system that tailors throttle response for eco, normal, or sport driving, with the latter setting also firming up the electric power steering effort by a reported (but undetectable) 20 percent. A quicker steering ratio (14.8:1 versus 16.1:1) means the wheel needs less spinning, but when you do spin it quickly for a U-turn you can clearly hear the assist motor whirring from just behind the instrument panel. The dash glows blue in Eco and red in Sport, but sadly the suspension is not adjustable. The transmission shift logic is not affected by Drive Mode Select, and it's none too intuitive about holding gears when cornering.
That's because few of the million-plus ES owners ever "corner" their cars aggressively. They merely steer them, paying no heed to any communication that might struggle from the tires to the helm. It's just not that kind of car, which is why no F Sport or even all-wheel-drive variant has ever been seriously contemplated. The slightly starchier setup found in the hybrid and newly available 18-inch wheel package is therefore as athletic as an ES gets. How athletic is it? The biggest difference we detected was extra road noise transmitted by the tires, though careful back-to-back drives in 17- and 18-inch ES 350 test cars revealed marginally higher cornering limits. The level of body-motion control still qualifies as luxo-soft and the steering remains numb irrespective of mode-switch twiddling, which is why any prospective buyer smitten by the style of the 18s should probably take a long test drive before committing.
Lexus claims the ES 300h hybrid will accelerate about a second slower than the ES 350 (8.1 versus 7.1 to 60 mph). It feels plenty quick enough accelerating through the non gears, but the roaring four-cylinder engine note sounds decidedly downscale of the V-6. The price, however, is expected to start around $3000 dearer (equipment levels are identical), but fuel savings will easily pay back the difference in less than 50,000 miles. Traditional ES buyers may also be put off by the hybrid model's brake-pedal feel. The regenerative braking yields a non-linear response that makes it difficult to execute smooth stops. This seems inexcusable from a company with such a long history of producing hybrid cars. Sadly this hybrid offers nothing fancier than the Camry's energy-flow and mpg-history displays, which fall well short of Ford's state-of-the-art hybrid screens.
Bottom line: The restyle adds character and panache to a car that desperately needed a big dose of it, and the resemblance to the senior Lexus will surely appeal to social climbers. The standard Lexus ES 350 with 17-inch tires remains perhaps the safest model to recommend to mild-mannered non-enthusiast friends looking for a car in the entry-lux class. Similarly, the hybrid is probably a safe call for younger car-indifferent pals looking for a roomy bucks-up hybrid, as they're likely to appreciate the haptic controller integration of their favorite apps. Our ES may be all grown up, but it still has a few life-lessons left to learn.
2013 Lexus ES 350/ES 300h
BASE PRICE $38,000-$41,000 (est)
VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan
ENGINE 3.5L/268-hp/248-lb-ft DOHC 24-valve V-6; 2.5L/156-hp/156-lb-ft DOHC 16-valve I-4 plus 141-hp/199-lb-ft electric motors; 200 hp comb
TRANSMISSION 6-speed automatic, cont. variable auto
CURB WEIGHT 3550-3650 lb (mfr)
WHEELBASE 111.0 in
LENGTH X WIDTH X HEIGHT 192.7 x 71.7 x 57.1 in
0-60 MPH 7.1-8.1 sec (mfr est)
EPA CITY/HWY FUEL ECON 21-40 / 31-39 mpg
ENERGY CONSUMPTION, CITY/HWY 84-160 / 86-109 kW-hrs/100 miles
CO2 EMISSIONS 0.49-0.79 lb/mile
ON SALE IN U.S. August 2012
BASE PRICE $38,000-$41,000 (est)
VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan
ENGINE 3.5L/268-hp/248-lb-ft DOHC 24-valve V-6; 2.5L/156-hp/156-lb-ft DOHC 16-valve I-4 plus 141-hp/199-lb-ft electric motors; 200 hp comb
TRANSMISSION 6-speed automatic, cont. variable auto
CURB WEIGHT 3550-3650 lb (mfr)
WHEELBASE 111.0 in
LENGTH X WIDTH X HEIGHT 192.7 x 71.7 x 57.1 in
0-60 MPH 7.1-8.1 sec (mfr est)
EPA CITY/HWY FUEL ECON 21-40 / 31-39 mpg
ENERGY CONSUMPTION, CITY/HWY 84-160 / 86-109 kW-hrs/100 miles
CO2 EMISSIONS 0.49-0.79 lb/mile
ON SALE IN U.S. August 2012
05-31-12, 05:51 AM
#832
CarConnection
For years, the Lexus ES has been a great luxury sedan for impressing the clients. It's been conservatively dressed; plush, premium, quiet, and comfortable inside—yet never ostentatious. And it's worn that Lexus badge more as a symbol of smart, on-a-budget luxury than flamboyance.
Those things haven't changed in the all-new 2013 Lexus ES. But for the first time, with the redesign that the ES family is getting for 2013, it feels like Lexus has made a concerted effort to impress the driver.
This is a different kind of ES in that, while it shares its basic structure with the Camry, as it has in the past, the ES now gets a couple of inches of additional length—and more legroom. Adults now fit in back just as well as in models that we had thought of as slightly larger—like the Cadillac XTS we also recently drove.
Interior design really fits the purpose
While the 2013 ES keeps its conservative airs on the outside—the new spindle (hourglass) grille, new side mirrors, and a bit of curviness at the rear flanks are the most noteworthy changes—there's a lot more to appreciate inside the cabin. The ES models get many of the same design themes as in the new GS sport sedans, only they seem to work better here; with a horizontal shelf running across, and corners that are pushed outward, the look is formal yet soft and organic, and it really maximizes space.
For the 1st time the ES is being offered with more than 1 powertrain. The ES 350 comes with a familiar 268-horsepower, 3.5-liter V-6 and has just as much smooth, torquey, quiet goodness as the outgoing model, while the tempting choice for those who want to be green is the all-new 2013 Lexus 300h—packing a 2.5-liter Atkinson-cycle 4-cylinder engine plus Toyota's Hybrid Synergy Drive, to make 200 hp altogether. It's quick enough for most needs—although it's definitely a coarser-sounding powertrain—but the big payoff is an EPA 40 mpg city, 39 highway. The 1 packaging downside to the hybrid is that you lose just a little trunk space, as well as the fold-flat seats, because of the battery pack.
More enjoyable to drive, but just as composed for passengers
On either model, engineers have reconfigured and retuned the rear suspension, quickened the steering ratio, and retuned the power steering, and the effect is that the new ES not only has good tracking and straight-line stability but also, in the corners, a surprisingly athletic—if not quite nimble—feel. The confidence of better steering tuning—and feeling less remote, even if the syspension isn't that much firmer—went a long way to inspire confidence in some of the small, tightly winding roads in Oregon's wine country, not far from Portland, where we got our 1st drive. There's a surprisingly strong level of composure, even over rough surfaces.
As much as the ES's driving manners have improved, impressing passengers and providing top-notch comfort and premium features is still the priority here. Major options for the ES include a hard-drive-based navigation system with voice command, Mark Levinson audio, a built-in backup camera system, and a next-generation Enform with AppSuite system. We're still bummed about Remote Touch, a trackpad-like system that requires you to look at the navigation system's screen, move the pointer over buttons, and click them—all while watching the road ahead. There has to be a better way.
Please browse the pages of our full review of the 2013 Lexus ES for detailed information on both the ES 350 and the ES 300h.
05-31-12, 05:56 AM
#833
InsideLine
Oregon's Willamette Valley is where the mythical Lexus ES 350 owner goes on vacation. He's worn down by his long commute, but when he gets a few days off, he heads right back out on the interstate. Hundreds of miles later, he finds tranquility and plenty of pinot noir in this famous wine region.
Although we think of the Lexus ES 350 as a uniquely North American car, our man could just as easily live in China. The ES is the No. 2 selling Lexus there (behind the RX), just as it is in the U.S. Lexus officials paid a lot of attention to both markets while working on the 2013 Lexus ES 350, and the result is a redesigned entry-level luxury sedan with more interior room, better fuel economy and an available 4-cylinder hybrid version — the 2013 Lexus ES 300h.
Together the 2013 Lexus ES 350 and 2013 Lexus ES 300h represent a "truly global ES," says Chief Engineer Toshio Asahi. Skeptical? Well, it turns out we have plenty in common with the commuters and oenophiles in China.
More Like an Avalon
As we slide into the backseat of the 2013 Lexus ES 350, it's clear we're on the same page regarding legroom. For the first time in its 25-year history, the ES does not share its wheelbase with the Toyota Camry (109.3 inches). Instead, it now matches the full-size Toyota Avalon (111 inches) in terms of space between the wheels. Rear legroom increases from just under 36 inches in the 2012 ES 350 to 40 inches even.
This still isn't an Avalon-size car, though, as the ES retains its overall width of 71.7 inches and it's just barely taller at 57.1 inches. It's 192.7 inches long — an inch longer than last year's sedan, but still 5 inches down on the big Toyota. The cabin feels airy, though, as passenger volume has swelled to 100 cubic feet, up from 95.4 in last year's ES 350.
All these gains might have you thinking the 2013 ES 350 is overweight. In fact, the unit-body is lighter and more rigid than before, thanks to increased use of high-strength steel. The 2013 ES 350 is 50 pounds lighter than last year's ES, and even with a battery pack, the ES 300h is only 110 pounds heavier than the V6 car.
Style has never been a reason to buy a Lexus ES. On the contrary, the car's quiet rejection of fleeting trends gives it a timeless appeal. That should continue with this generation, though the adoption of the new double-spindle grille gives the ES a passing resemblance to the similarly sized Lexus GS 350.
V6 Remains the Big Seller
A V6 engine has always been an essential ingredient to the ES formula, and Lexus still expects it to account for 75 percent of the car's sales volume in the United States.
The ES 350's drivetrain is basically a carryover. The 3.5-liter engine is rated the same as it was in 2012, with 268 horsepower at 6,200 rpm and 248 pound-feet of torque at 4,700 rpm. The six-speed automatic transmission driving the front wheels is geared the same, too, but a taller final drive (3.46 versus 3.68), combined with an expanded range of torque converter lockup and various friction-reduction measures, reduces fuel consumption. Lexus officials are predicting EPA ratings of 21 city/31 highway/24 combined mpg compared to the 2012 car's 19/28/22 ratings.
We've always liked this engine's sweet sound, and there's ample torque to take advantage of passing zones on Oregon's Highway 47. There aren't any paddle shifters ŕ la the Camry SE, but downshifts come quickly enough that we probably wouldn't use them much (and the shifter has a manual gate anyway). Driver-selectable Sport and Eco modes tailor throttle response to your priorities, but leaving it in Normal suits us just fine.
Keep in mind that Lexus has focused on fuel economy in this redesign, so this 2013 ES 350 probably won't be any quicker than the 2009 Lexus ES we tested. Figure about 7.1 seconds to 60 mph.
But You Could Have a Hybrid
The arrival of the four-cylinder Lexus ES 300h reflects the influence of the Chinese market. Fuel economy is a big deal there, and buyers simply won't pay for a V6 that gets poor mileage — their outgoing ES only comes with a 2.4-liter inline-4.
But there's no doubt that Americans are increasingly willing to accept four-cylinder engines in entry-luxury cars. Plus, the 2013 Lexus ES 300h takes the place of the 2010 Lexus HS 250h, which quietly ended production in January.
Compared to the HS, the ES 300h is roomier, quicker and more fuel-efficient. Its drivetrain is identical to the 2012 Toyota Camry Hybrid, with an Atkinson-cycle 2.5-liter inline-4 rated at 156 hp at 5,700 rpm and 156 lb-ft of torque at 4,500 rpm. There are two electric motors, and a 244.8-volt nickel-metal hydride battery pack (with 204 cells of 1.2 volts each). The battery pack can feed a maximum of 44 hp to the motors, and a planetary gearset-regulated CVT (continuously variable transmission) blends everything together, resulting in a net 200-hp rating.
Lexus expects the 2013 Lexus ES 300h to earn 40 city/39 highway/39 combined mpg ratings from the EPA. In contrast, the 187-hp HS 250h had a rating of 35 city/34 highway/35 combined. Our 37-mile drive in Eco mode (the hybrid also has EV, Normal and Sport modes) produced 40.5 mpg with an average speed of 33 mph, according to the trip computer. Put the ES 300h in EV mode and you'll get all of half a mile before the gas engine starts.
Of course the ES 300h feels less energetic than the ES 350, but it's hardly slow. Lexus expects the hybrid ES will trail the ES 350 by only a second in the 0-60-mph race, though the gap will widen by the quarter-mile mark. The automaker's internal estimates have the hybrid at 16.8 seconds versus 15.1 for the ES 350.
As Usual, It's a Nice Ride
The ES stakes its reputation on its compliant ride quality, and the 2013 Lexus ES 350 and ES 300h uphold it.
Its basic suspension design is the same as the 2012 Camry, and the Lexus engineers have made changes to make the ES feel more stable as we're blasting down country roads. Spring and damper rates are updated all the way around, and in back, the lateral links are revised and the bushings are new.
Both the ES 300h and the ES 350 come with all-season, low-rolling-resistance P215/55R17 93V Michelin Primacy MXM4 tires, with P225/45R18 91V Primacys optional on the ES 350. Both setups provide a cushy ride during our drive, with reasonable balance around corners.
The power steering uses electric assist, and it's plenty precise on back roads. Notably, the steering is quicker than it was on the 2012 ES 350 (14.8:1 vs. 16.0:1). The other thing we notice during our drive is the brake pedal feel — there's not a great difference in pedal feel between the regular ES 350 and ES 300h and that's a good thing.
Good Materials, Clunky User Interface
You're not going to mistake the 2013 Lexus ES interior for an LS 460, but considering the likely price point — a typically equipped model landing in the mid-$40Ks — materials quality is just fine. Lexus had only leather-lined models at this event, so we can't tell you if the standard NuLuxe simulated leather passes muster. We like the wood trim, particularly the sustainable bamboo in the ES 300h, and some designer was clever enough to think of using the double-spindle motif on the center stack.
However, the sedans' Remote Touch Interface isn't nearly as tidy. Essentially, you're using an oversize computer mouse to enter destinations and sift through the audio menus, and it feels cumbersome, particularly if you have a smartphone in your pocket that can perform similar functions so much more quickly. Although Remote Touch is optional, most 2013 ES models will have it, since it's included with the available Display Audio system (which upgrades you to a larger display and adds Bluetooth audio streaming) and the Navigation package.
Standard equipment on the 2012 ES 350 and ES 300h includes keyless ignition, dual-zone automatic climate control, Bluetooth (for phone calls only) and USB and auxiliary inputs. New options for 2013 include blind-spot and lane-departure warning systems, a power trunk closer and manual rear-door sunshades.
Everybody's Happy?
We're not sure how popular pinot noir is in China, but we're pretty sure buyers there will share our impression of the 2013 Lexus ES.
It's just as quiet and comfortable as its predecessor, only now it's a little bit better. No, it's not any quicker, but it's more fuel-efficient and even the hybrid keeps up well on the freeway. Plus, both ES models are roomier and available with more features.
Of course, you could enjoy many of the same attributes in a nicely optioned Camry XLE or Camry Hybrid. Alternatively, if you're less worried about interior room and the bottom line, you'll find more prestige and entertainment value in entry-level versions of the BMW 3 Series or Mercedes-Benz C-Class. And so, as in the past, the 2013 Lexus ES 350 isn't for everyone, but if comfort is your No. 1 priority, Lexus has delivered another class leader.
Vehicle
Year Make Model 2013 Lexus ES 350 4dr Sedan (3.5L 6cyl 6A)
Vehicle Type FWD 4dr 5-passenger sedan
Estimated MSRP $38,000 (estimated base price)
Assembly location Toyota Motor Kyushu, Fukuoka Prefecture, Japan
Drivetrain
Configuration Transverse, front-engine, front-wheel drive
Engine type Naturally aspirated, port-injected V6, gasoline
Displacement (cc/cu-in) 3,456/211
Block/head material Aluminum/aluminum
Valvetrain DOHC, 4 valves per cylinder, variable intake- and exhaust-valve timing
Compression ratio (x:1) 10.8
Horsepower (hp @ rpm) 268 @ 6,200
Torque (lb-ft @ rpm) 248 @ 4,700
Fuel type 87-octane recommended
Transmission type Six-speed automatic with console shifter and Sport and Eco modes
Transmission ratios (x:1) I = 3.30, II = 1.90, III = 1.420, IV = 1.00, V = 0.71, VI = 0.61, R = 4.15
Final-drive ratio (x:1) 3.46
Chassis
Suspension, front Independent MacPherson struts, coil springs, twin-tube dampers, stabilizer bar
Suspension, rear Independent MacPherson struts, coil springs, twin-tube dampers, lateral links, stabilizer bar
Steering type Electric-assist, speed-proportional, rack-and-pinion power steering
Steering ratio (x:1) 14.8
Tire make and model Michelin Primacy MXM4
Tire type All-season, low rolling resistance
Tire size 215/55R17 93V (standard), 225/45R18 91V (optional)
Wheel size 17-by-7-inches (standard), 18-by-7.5-inches (optional)
Wheel material Cast aluminum alloy
Brakes, front 11.6-inch ventilated disc with single-piston sliding caliper
Brakes, rear 11-inch solid disc with single-piston sliding caliper
Track Test Results
0-60 mph, mfr. claim (sec.) 7.1
1/4-mile, mfr. claim (sec. @ mph) 15.1
Fuel Consumption
Fuel economy, mfr. est. (mpg) 21 city/31 highway/24 combined
Fuel tank capacity (U.S. gal.) 17.2
Audio and Advanced Technology
Stereo description AM/FM/with six-CD changer with MP3/WMA capability (standard),
iPod/digital media compatibility USB and auxiliary inputs (standard), Enform smartphone-based apps (optional)
Satellite radio Optional
Bluetooth phone connectivity Hands-free phone capability (standard), streaming audio (optional)
Navigation system Optional, hard-drive-based, 8-inch screen (measured diagonally)
Telematics (OnStar, etc.) Enform (optional)
Smart entry/Start Standard
Parking aids Optional back-up camera, sonar
Blind-spot detection Optional
Adaptive cruise control Optional
Lane-departure monitoring Optional
Collision warning/avoidance Optional
Driver coaching display Standard
Dimensions & Capacities
Curb weight, mfr. claim (lbs.) 3,549
Length (in.) 192.7
Width (in.) 71.7
Height (in.) 57.1
Wheelbase (in.) 111.0
Track, front (in.) 62.6
Track, rear (in.) 62.0
Legroom, front (in.) 41.9
Legroom, rear (in.) 40.0
Headroom, front (in.) 37.5
Headroom, rear (in.) 37.5
Shoulder room, front (in.) 57.6
Shoulder room, rear (in.) 55.0
Seating capacity 5
Trunk volume (cu-ft) 15.2
Warranty
Bumper-to-bumper 4 years/50,000 miles
Powertrain 6 years/70,000 miles
Corrosion 6 years/Unlimited miles
Roadside assistance 4 years/Unlimited miles
Free scheduled maintenance 5,000 miles
Year Make Model 2013 Lexus ES 350 4dr Sedan (3.5L 6cyl 6A)
Vehicle Type FWD 4dr 5-passenger sedan
Estimated MSRP $38,000 (estimated base price)
Assembly location Toyota Motor Kyushu, Fukuoka Prefecture, Japan
Drivetrain
Configuration Transverse, front-engine, front-wheel drive
Engine type Naturally aspirated, port-injected V6, gasoline
Displacement (cc/cu-in) 3,456/211
Block/head material Aluminum/aluminum
Valvetrain DOHC, 4 valves per cylinder, variable intake- and exhaust-valve timing
Compression ratio (x:1) 10.8
Horsepower (hp @ rpm) 268 @ 6,200
Torque (lb-ft @ rpm) 248 @ 4,700
Fuel type 87-octane recommended
Transmission type Six-speed automatic with console shifter and Sport and Eco modes
Transmission ratios (x:1) I = 3.30, II = 1.90, III = 1.420, IV = 1.00, V = 0.71, VI = 0.61, R = 4.15
Final-drive ratio (x:1) 3.46
Chassis
Suspension, front Independent MacPherson struts, coil springs, twin-tube dampers, stabilizer bar
Suspension, rear Independent MacPherson struts, coil springs, twin-tube dampers, lateral links, stabilizer bar
Steering type Electric-assist, speed-proportional, rack-and-pinion power steering
Steering ratio (x:1) 14.8
Tire make and model Michelin Primacy MXM4
Tire type All-season, low rolling resistance
Tire size 215/55R17 93V (standard), 225/45R18 91V (optional)
Wheel size 17-by-7-inches (standard), 18-by-7.5-inches (optional)
Wheel material Cast aluminum alloy
Brakes, front 11.6-inch ventilated disc with single-piston sliding caliper
Brakes, rear 11-inch solid disc with single-piston sliding caliper
Track Test Results
0-60 mph, mfr. claim (sec.) 7.1
1/4-mile, mfr. claim (sec. @ mph) 15.1
Fuel Consumption
Fuel economy, mfr. est. (mpg) 21 city/31 highway/24 combined
Fuel tank capacity (U.S. gal.) 17.2
Audio and Advanced Technology
Stereo description AM/FM/with six-CD changer with MP3/WMA capability (standard),
iPod/digital media compatibility USB and auxiliary inputs (standard), Enform smartphone-based apps (optional)
Satellite radio Optional
Bluetooth phone connectivity Hands-free phone capability (standard), streaming audio (optional)
Navigation system Optional, hard-drive-based, 8-inch screen (measured diagonally)
Telematics (OnStar, etc.) Enform (optional)
Smart entry/Start Standard
Parking aids Optional back-up camera, sonar
Blind-spot detection Optional
Adaptive cruise control Optional
Lane-departure monitoring Optional
Collision warning/avoidance Optional
Driver coaching display Standard
Dimensions & Capacities
Curb weight, mfr. claim (lbs.) 3,549
Length (in.) 192.7
Width (in.) 71.7
Height (in.) 57.1
Wheelbase (in.) 111.0
Track, front (in.) 62.6
Track, rear (in.) 62.0
Legroom, front (in.) 41.9
Legroom, rear (in.) 40.0
Headroom, front (in.) 37.5
Headroom, rear (in.) 37.5
Shoulder room, front (in.) 57.6
Shoulder room, rear (in.) 55.0
Seating capacity 5
Trunk volume (cu-ft) 15.2
Warranty
Bumper-to-bumper 4 years/50,000 miles
Powertrain 6 years/70,000 miles
Corrosion 6 years/Unlimited miles
Roadside assistance 4 years/Unlimited miles
Free scheduled maintenance 5,000 miles
05-31-12, 06:03 AM
#834
Lexus Champion
I like the fact that it didn't gain any weight, even lost a few lbs.
05-31-12, 06:12 AM
#835
AutoGuide
With the all-new 2013 ES, Lexus is taking advantage of its unique situation. While its German rivals may have a long list of niche segments that the Toyota luxury division doesn’t compete in, none of them have a car like the ES, and due to European preferences, aren’t likely to any time soon – if ever.
FAST FACTS
1. Trading out its former Camry underpinnings for those of the full-size Avalon, the Lexus ES gains 4-inches of rear-seat legroom but is only 1-inch longer.
2. A carryover 268 hp V6 is now joined by a 200 hp 4-cylinder hybrid in the ES300h that’s rated at 40 mpg city and 39 mpg highway.
3. All models get a Drive Model Select dial with Normal, Eco and Sport settings, plus an EV mode on the hybrid.
4. Optional extras include a panoramic glass roof, climate controlled seats, a power trunklid, a power rear sunshade, an 835-watt Mark Levinson audio system and rear cross traffic alert.
Now moving into its 6th generation, for the 1st time the ES clearly breaks with tradition and is different from all past cars in several respects. Yes, it’s still a front-drive machine, but it’s larger, trading its Camry-sourced platform for 1 derived from the full-size Avalon. It’s also, for the 1st time in its history, available with a hybrid powertrain – another area where the Germans can’t touch.1. Trading out its former Camry underpinnings for those of the full-size Avalon, the Lexus ES gains 4-inches of rear-seat legroom but is only 1-inch longer.
2. A carryover 268 hp V6 is now joined by a 200 hp 4-cylinder hybrid in the ES300h that’s rated at 40 mpg city and 39 mpg highway.
3. All models get a Drive Model Select dial with Normal, Eco and Sport settings, plus an EV mode on the hybrid.
4. Optional extras include a panoramic glass roof, climate controlled seats, a power trunklid, a power rear sunshade, an 835-watt Mark Levinson audio system and rear cross traffic alert.
ES SAVED BY STYLING, CHINESE MARKET DEMANDS
The ES redesign comes at a critical time in the company’s history. Had it happened 2 years earlier it might still look like a gussied-up Camry with no road presence to speak of. Now, however, it gains the brand’s aggressive new spindle grille plus LED daytime running lights. With just the right amount of exterior chrome, ES350 models get a sporty dual exhaust and hybrid versions a rear decklid spoiler, and thanks to a raised beltline the new car looks remarkably similar to the flagship LS sedan from a profile.
It also feels like the LS from the back seat, with an added 4 inches of legroom. An obvious nod to the growing Chinese market where extended wheelbase models are the rage, the limo-like space will be appreciated by passengers here at home.
Surprisingly, while the space has grown so much, the car hasn’t. Only 2 inches have been added between the wheels and in total it’s just 1-inch longer overall. The result is less overhang which helps mask the increased size and even help improve the driving dynamics.
Still, it’s bigger than ever and while that can easily translate into a steady and smooth highway cruiser, handling can be easily compromised. And yet it’s not. While far from engaging, the ES leans less than you’d expect and the biggest issue is just getting used to its size.
The steering is light though reasonably precise. 1 odd trait, however, is that while this new electric system builds boost progressively in the corners it doesn’t like to unwind and is missing that natural return-to-center feel once the road begins to straighten out.
TRUE LUXURY CRAFTSMANSHIP
Once pointed straight ahead there’s time to enjoy the many amenities the ES now offers – for yourself and your passengers. Some of the luxury experience is diminished, however, by road noise from the tires that, while not excessive, is less than ideal on such a car.
Base ‘Premium’ cars come equipped with a faux leather called NuLuxe and as we’ve seen on past Lexus models it’s surprisingly nice; more luxurious to the look and touch in fact than even BMW’s genuine cow hide.
Lexus interior design has a simplicity to it that has to be experienced to be appreciated and can best be described as elegant. Photos won’t wow you but the touch and feel will.
The leather-stitched dash is made by the company’s top craftsmen, known internally as Takumis. In total, there are just 12 Takumis and the requirements to become one include completing timed dexterity and quality tasks, such as folding an origami cat, in 90 seconds, with 1 hand – the non-dominant hand.
Upgrade to leather seats on the Luxury model or go all-out with semi-analine leather on the Ultra Luxury trim. New for the 6th-generation is a sumptuous Parchment color, with the perfect level of polish on the wood trim – understated maple for the V6 and a modern bamboo for the hybrid.
To better engage the driver there’s a quicker steering ratio, the steering wheel itself has been angled further downward, while the seats are better bolstered – meaning now they actually have some side support.
Standard equipment across the range includes 10-way power front seats and a SmartKey system with push-button ignition, while optional goodies range from a heated steering wheel to a panoramic glass roof, climate controlled seats, a thumping 835-watt 15-speaker Mark Levinson audio system and even a power trunklid. Back seat passengers can also enjoy the privacy of an available power rear sunshade and manual side shades.
Safety equipment includes items like 10 standard airbags while options range from the expected, like blind spot monitoring and lane departure warning, to the high-tech, such as rear cross traffic alert and automatic high beams that will stay on for added light, diming only when oncoming traffic is detected.
With a 7-inch display standard and the Display Audio control, there are numerous upgrades available from navigation, to the Lexus Enform package that connects to your phone and features numerous handy apps. Control of those added functions is in some ways made easy by the second generation Remote Touch interface, where you use a joystick to “feel” your way across the screen. Ideal for simple functions, try typing an entire address into the navigation system and the leap between such a controller and a modern touch screen is as vast as the difference between chopsticks and the fork and knife.
DRIVE MODE SELECT
All ES models now also come with the Lexus Drive Model Select dial, located on the center console. With settings for normal, eco and sport (as well as an EV mode for the hybrid), the simple dial lets you instantly achieve better fuel economy by dulling the throttle response, or delivering added driving performance by firming up the steering and making the gas pedal more responsive.
At 268 hp on the V6-powered ES350 (the same amount as the outgoing model), acceleration is brisk regardless of the setting with a 7.1 second 0-60 time. In fact, unless you’re loading the car up, it’s got more power than it needs.
Down 68 hp, the Hybrid ES300h still impresses. Borrowing the drivetrain from the new Camry Hybrid, it’s an electric motor mated to a 2.5-liter 4-cylinder. Here the differentiation between the drive modes is dramatic, though as a pleasant surprise, even in Eco mode the hybrid is livable as a daily driver.
Turn the **** to sport and the car wakes right up. Less powerful than the V6 it’s actually more responsive. Thanks to the immediate electric boost and the instant revs of the CVT, touch the throttle and there’s no waiting like with a conventional automatic.
The trade-off for the potent V6 is fuel economy, that, while good for a full-size sedan, isn’t setting any records at 21 mpg city and 31 mpg highway for a combined total of 24 mpg. The improvement for the hybrid is by no means minimal, with a more than 50% gain to 39 mpg combined (40 mpg city and 39 mpg highway). That number is so good its 30% better than sub-compacts like the Honda Fit or Fiat 500.
And as an added bonus, the ES runs on regular 87 octane – an extreme rarity in the luxury segment.
An obvious down side to the hybrid model that should be pointed out is the lack of fully folding rear seat. ES300h models get a decent 12 cu-ft, while non-hybrids get 15 cu-ft – which even then isn’t spacious by multiple body-count large car standards.
THE VERDICT
A unique model in the luxury segment, Lexus has built on the past strengths of the ES while adding more qualities to further distinguish a car that’s long been a pretender in luxury circle.
We generally object to the current trend of automakers kowtowing to Chinese tastes when developing their future products, but this is 1 case where it worked out right. Growing in size, luxury and style it now looks and feels like a genuine luxury sedan and in many international markets the fact that it’s front-wheel drive won’t matter. In fact, according to Lexus VP Mark Templin, they’re hoping to attract Mercedes E-Class buyers here at home. That’s no stretch either, as drive-wheels aside, the ES has now achieved genuine luxury sedan status.
While pricing has yet to be released, Templin did also say that the ES will continue to offer segment leading value, with the hybrid premium the smallest in the Lexus lineup, allowing consumers to easily get a return on their investment.
The hybrid does offer some compromises, but with shockingly good fuel economy, not to mention that enticing bamboo wood trim, the 2 decade wait for an ES hybrid is definitely worth it.
LOVE IT
Great new look
No longer a luxury pretender
Amazing fuel economy on ES300h
LEAVE IT
Too much road noise
Remote Touch Interface frustrating
Electric power steering oddities
05-31-12, 07:37 AM
#836
Speaks French in Russian
However, the interior is leaps and bounds better than the current model. IMO its so good that it easily rivals the much more expensive GS. Yes more hard plastic can be found throughout but, its so low on the dashboard it doesnt take anything away from the overall quality of the interior.
Last edited by GFerg; 05-31-12 at 07:45 AM.
05-31-12, 07:43 AM
#837
Speaks French in Russian
Couple things from review. Power trunk closer on ES but not on GS?
Also, I find it interesting/surprising that the hybrid model will be an estimated $3000 more than the V6 model. I honestly was expecting the hybrid model to start at a price thats very similar to the standard engine (reasoning based off of Camry hybrid & Camry V6 and to lesser extent Lincoln MKZ & MKZ hybrid).
Also, I find it interesting/surprising that the hybrid model will be an estimated $3000 more than the V6 model. I honestly was expecting the hybrid model to start at a price thats very similar to the standard engine (reasoning based off of Camry hybrid & Camry V6 and to lesser extent Lincoln MKZ & MKZ hybrid).
05-31-12, 07:48 AM
#838
Super Moderator
Couple things from review. Power trunk closer on ES but not on GS?
Also, I find it interesting/surprising that the hybrid model will be an estimated $3000 more than the V6 model. I honestly was expecting the hybrid model to start at a price thats very similar to the standard engine (reasoning based off of Camry hybrid & Camry V6 and to lesser extent Lincoln MKZ & MKZ hybrid).
Also, I find it interesting/surprising that the hybrid model will be an estimated $3000 more than the V6 model. I honestly was expecting the hybrid model to start at a price thats very similar to the standard engine (reasoning based off of Camry hybrid & Camry V6 and to lesser extent Lincoln MKZ & MKZ hybrid).
05-31-12, 07:57 AM
#839
Speaks French in Russian
05-31-12, 08:35 AM
#840
Lexus Champion
Couple things from review. Power trunk closer on ES but not on GS?
Also, I find it interesting/surprising that the hybrid model will be an estimated $3000 more than the V6 model. I honestly was expecting the hybrid model to start at a price thats very similar to the standard engine (reasoning based off of Camry hybrid & Camry V6 and to lesser extent Lincoln MKZ & MKZ hybrid).
Also, I find it interesting/surprising that the hybrid model will be an estimated $3000 more than the V6 model. I honestly was expecting the hybrid model to start at a price thats very similar to the standard engine (reasoning based off of Camry hybrid & Camry V6 and to lesser extent Lincoln MKZ & MKZ hybrid).