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GS69

1st Drive:
2013 Lexus ES Attempts to Spice Up Its Upscale Sedan Recipe

For 2013, Toyota is bringing out a new iteration of its popular Lexus ES, that upscale relative of the Toyota Camry long valued for its plush, quiet, and unobtrusive demeanor—and long condemned by enthusiasts and automotive media for being boring to drive and all-but-anonymous styling presence. With the 2013 version, Lexus has attempted to spice things up a bit with revised suspension tuning and more dynamic styling. However, after sampling some early-production versions at a recent press event, we came away thinking that Lexus might risk alienating its long-standing clientele.

Based on the rejuvenated and improved 2012 Camry platform, the ES350 remains about the same size but has added nearly 2 inches to the wheelbase. (Despite this, though, the resulting roomy rear seat is merely par for the course for a midsized sedan.) It still uses Toyota's excellent 268-hp, 3.5-liter V6 mated to a slick and unobtrusive 6-speed automatic. There is also a hybrid version, the ES300h, with a 2.5-liter 4-cylinder and electric motor good for a combined 200 hp—the same setup as in the Camry hybrid. Both go on sale in August.

The 1st ES I drove was the Ultra Luxury version shod with 18-inch Bridgestone tires. I noticed right away that the ride lacked the trademark Lexus "pillowiness." Some bumps punched through in a pronounced, unwelcomed way. Road noise also seemed to be less suppressed compared to the outgoing ES. A subsequent loop on the same roads with a version sporting 17-inch Michelins proved significantly more compliant and quieter.

And it's not like the low-profile (45-series) 18-inch tires make the ES sporty. Handling was sound and responsive enough but not engaging. And while the steering has some heft to it, it doesn't telegraph true feedback. If anything, the car with the 17-inch Michelins proved more willing to change directions and the steering transmitted a modicum of feedback to the driver's palms. I didn't clock the mileage during my brief drives, but our equivalent 2012 Toyota Camry V6 averaged an impressive 26 mpg.

But the 300h hybrid is arguably the most interesting of the ES series. As in the Camry hybrid we tested, the CVT transmission works well and the whole powertrain runs seamlessly. I never felt wanting for more power; the hybrid integration was unobtrusive between gas and electric. No question about it -- Toyota does hybrids very well. In 20 miles of mixed driving, the car's trip computer recorded 36.8 mpg, pretty close to the 38 mpg overall we got in our formal testing of the Camry Hybrid.

Pricing hasn't been announced yet, but if the Hybrid doesn't command much of a premium over the regular ES, it would be a heck of package in blending luxury and fuel efficiency. Incidentally, the ES300h effectively replaces the now defunct HS250h.

Lexus didn't skimp on the cabin. Interior ambience is very tasteful and is a major upgrade in quality of materials and craftsmanship. Cars equipped the navigation system get Lexus' multi-functional controller that guides a computer-like cursor around the screen. It's too easy to overshoot your target, though, and the whole process requires eyes being off the road for too long. I have my doubts that traditional Lexus fans will embrace this nouveau-riche technology with much enthusiasm. It goes without saying that the new ES, through its "Enform" system, facilitates the integration of smart-phone apps, such as streaming Pandora radio.

The classy new interior is a definite selling point, and the punchy powertrain is as reliably effortless as ever. The promise of good fuel economy is another draw. But we're not sure that dialing back on ride comfort and making the controls more complicated is the right move for the ES. With credible competition in the mid- to high-$30,000s from the likes of the Buick LaCrosse, Chrysler 300, upcoming Lincoln MKZ, and Toyota's own freshly redesigned and soon-to-go-on-sale Avalon, the spicier ES could face some challenges.

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2013 Lexus ES 350 - First Drive

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A completely new design.

Lexus's ES-series has never been on the forefront of shock and awe, but it's been a steadfast member of the lineup since their very beginning. As an entry level luxury sedan, the ES has a tough job: be luxurious enough to satisfy current luxury car owners that want a smaller luxury sedan, and affordable enough to lure "regular" sedan owners into the luxury sedan market.

The ES has always done this conservatively and without much fan fare, and, as it's consistently one of the top selling models (trading off with the RX SUV), it's certainly worked.

Too Aggressive?

But has Lexus gone too far with this new design? In a bid to capture younger buyers, and bring brand unity with their newly designed GS models, Lexus has completely replaced the conservative image of old with something much more aggressive. But does it still retain some of the previous versions' conservatism? After spending a day with it among the vineyards and forests near Newberg, Oregon, I came away impressed with the duality of the car.

While the styling is fresh and new, the powertrain and interior noise are on par with Lexus' ES mission statement. Powering the front wheels is the 2GR-FE 3.5-liter V-6 engine that produces 268 bhp and 248 lb.-ft. of torque, through a 6-speed automatic transmission. At engine speeds below 900 rpm, essentially idle, vacuum-operated engine mounts counteract engine vibration and noise to help minimize NVH.

As expected, front and rear fascias are cut from the same aggressive cloth as those of the new GS. This is where Lexus is attempting to box above the ES's traditional weight. Lexus' "spindle grille" is prominent, as is the use of LED daytime running lamps. Large swathes of sheet metal on the sides of the car are broken up with sharp crease lines that firmly keep your eyes on the belt-line of the chassis.

Refinement, Please

The design language expressed in the interior comes from the LFA and is similar to the GS's. The strong horizontal dash is anchored to the interior by a pillar-like center console and deep recessed infotainment display. Lexus states that this was done to separate the display area from the tactile interface area. It works, but that's thanks to the use of a joystick-like Remote Touch Interface. It employs haptic-feedback to let you know when you're gliding the cursor over selection points on the display.

Seating and dash surfaces are covered in either synthetic or genuine leather, and, on the dash, are accented by either piano black or maple pieces. An optional 12-speaker Mark Levinson audio system aims to fill the cabin with sound; acoustic glass, sound-damping materials and seals effectively remove the extraneous variety.

The car has leveled-up in the size department, with overall length up 1.0 in. and a 1.7-in. longer wheelbase. Combined with more efficient packaging, the new ES has nearly four more inches of rear seat legroom. All totaled, interior volume is up 4.7 cubic feet.

The Big Surprise

The one aspect that impressed me most, though, wasn't its quietness or appointments. Yes, these aspects, particularly in the interior, have seen improvements compared to previous ES versions, but the most surprising was its drivability. All previous iterations of the ES were not exciting to drive.

The ES won't replace the GS, but it's genuinely a good car to operate. The electronic power steering is numb while going straight down the road, but offers feedback when the front tires experience some cornering force. Torque steer, the arch-nemesis of fwd cars, is minimal, and the transmission shifts quickly in either automatic or manual modes.

The seats feature decent lateral bolstering, an unexpected treat in this segment, and the thickly-rimmed three-spoke steering wheel is lifted straight from the GS. The Drive Mode dial operates on the throttle map and power steering response. Although it will more than likely always be kept on the normal mode, the fact that Lexus even thought the ES could use a Sport mode is a miraculous thing. Eco mode increases efficiency by dampening throttle input and reducing air conditioning operation.

While this car won't compete in the sport-sedan segment, it was a surprise to feel how composed this once mundane family hauler was on twisty back roads. Combined with the increased interior volume, Lexus has redesigned the ES with their sights straight on conquest sales and owner satisfaction.

Then and Now: 1990-2013 Lexus ES

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1990 Lexus ES 250
In 1990, Toyota launched its premium Lexus brand with two models: the executive-level LS 400 and the volume model ES 250 based on the Toyota Camry family sedan. The ES 250 was powered by a 156-hp 2.5-liter V-6 mated to a five-speed manual or four-speed automatic transmission. We found the Lexus ES 250 “a pleasant, if benign, little sedan with a light and polite feel, a car brimming with high quality and the latest technology but totally lacking the aggressive character and style sought after by enthusiasts.”



1992 Lexus ES 300
Two years after the Lexus ES 250 arrived, the premium automaker debuted the Lexus ES 300. More upscale features and options as well as a sleeker, more rounded body distinguished the ES 300 from the Camry. The ES 300 still shared the Camry’s engine, now a larger 185-hp 3.0-liter V-6. Transmission choices remained the same as the ES 250.

“The ES fulfills the promise of its new styling, delivering a balanced blend of sporty performance and spoiling comfort,” we wrote. “The V-6 is exceptionally smooth and quiet. Yet one stab on the accelerator will prove it’s not daydreaming under there.” We were also impressed by its ride, noting the Lexus “soaks up bumps without distraction” despite not being as cushy as the contemporary Camry.


1999 Lexus ES 300
Lexus continued to evolve the ES 300, and by 1999 the 3.0-liter V-6 now made 210 hp and 220 lb-ft of torque. We were impressed with the revised car’s performance saying, “At the track, the new car hit 60 mph in 7.8 seconds, two tenths quicker than our recently departed 1997 ES 300 long-termer. A quarter-mile pass of 15.9 seconds at 88.5 mph also topped that car’s 16.1-second/86.5-mph best effort. While a slightly improved slalom number (64.4 versus 62.9 mph) rightly indicates that transitional handling and responsiveness have been sharpened a tad for 1999.”


2002 Lexus ES 300
With the 2002 ES 300, Lexus added more pronounced bubble headlights similar to those found on the Toyota Celica. Mechanically a new drive-by-wire system replaced the throttle cable and a five-speed automatic transmission was new. We were pleased with its price-to-value ratio as well: “The ’02 ES 300 is a slick piece. Its velvety mechanical refinement and ride are unmatched in the $30,000-plus price range. … Although the target customers may need some time to get used to the avant garde front-end created in the company’s Japanese design studios, the new ES 300 is definitely an entry-lux knockout.”


2007 Lexus ES 350
Any pretense of sportiness was gone by the 2007 model year, despite the new 272-hp 3.5-liter V-6 and six-speed automatic transmission. We said the new engine’s power was “perfectly adequate” and that “the car is soft in corners, but well controlled over bumpy, uneven road surfaces. It’ll neither excite nor surprise, and except for some vague on-center steering feel, it won’t make the spirited driver feel out of sorts.”


2010 Lexus ES 350
“Those who want spectacular handling should look at a BMW 3 Series or an Infiniti G before the ES,” we said about the outgoing ES, but we suggested the Lexus may shine as a road trip car. “The soft suspension does a great job of absorbing bumps and potholes; combine that with the quiet cabin, and this is a car that would be a terrific place to burn miles on the Interstate.”

2013 Lexus ES 350
While the original Lexus ES was supposed to be the larger LS sedan’s cheaper stablemate, it “started life as little more than a Toyota Camry playing dress-up.” For 2013, the sixth-generation model now uses the Avalon’s platform instead of the Camry’s, with styling that “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.”

GS69

Road Test:
2013 Lexus ES 300h Hybrid

This week Lexus handed us the keys to their 1st-ever hybrid ES sedan, the 2013 ES 300h. The new model is the latest installment of the brand's commitment to offer a hybrid version of every model.

Because the ES 300h is shares the underlying architecture of the Toyota Avalon's 111” wheelbase, it was a logical move to offer it with the same new Hybrid Synergy Drive power system that debuts in that car later this summer as well.

The ES 300h offers up a quieter version of the 2.5 liter Atkinson Cycle 4-cylinder engine mated to an electric motor and constantly variable transmission (CVT). The now iconic power train allows for gasoline only, electric only or combined power from both sources for substantial fuel economy.

While the Lexus ES 300h still uses the relatively older technology of the Nickel Hydride battery, hybrid enthusiasts will surely smile at the projected EPA numbers of 40 mpg city and 39 highway. Combined mpg is rated at 40 but will vary depending on your actual mix of both.

In our drive we immediately found the power delivery to be very familiar to our recent test of the 2012 Toyota Camry Hybrid which utilizes the same power system. With up to 200 total available horsepower, the Lexus ES 300h can be powerful when you need it, the engine notably quieter in the Lexus than in the Toyota.

The latest generation of their hybrid power train, we found power transitions from one source to the other to be the smooth and the least disruptive yet. Starting and stopping of the gasoline engine is well isolated, using feathered power engagement from the electric motor to soften the jolting sensations we once associated with hybrid cars.

We found the ES 300h driving dynamics to be solid but compliant. Most hybrid buyers aren't looking for a sports car, but you can still throw the ES into a corner and come out of it with a smile on. The ES 300h has an exclusive electric power assist to help save fuel, which has a direct and precise feel.

On the console is a drive mode selector that allows you to select EV, ECO, Normal or Sport modes. The ECO mode slows throttle response and maximizes use of the electric motor for maximum fuel efficiency. Sport mode does the opposite, giving you sharper throttle response and summons the electric motor for additional power when you ask for it.

EV mode allows for slow speed operation without the gasoline engine up to around 25 mph. It's finicky however and easily kicks you back to Normal mode if you press the accelerator too heavily. It's nice however if you are trying to sneak out of the garage in the morning without waking up the household.

Outside, the 2013 ES 300 gets the bold new face of the Lexus brand with its “spindle grille” treatment. The look is identical to the ES 350 with its sharper and more aggressive headlights and a generous use of organically shaped bright work. The hybrid model's only visual set apart is the standard rear deck spoiler for enhanced aerodynamics, unique 17" wheels and the Hybrid badges.

The interior of the ES 300h features exclusive genuine bamboo wood accents to play along with its environmental theme. The dash also has a soft hand stitched vinyl cover that Lexus tells us is made by only one of 15 people in the world. As stated earlier, the cabin is very hushed and quiet, even when accelerating, its four-cylinder engine seeming a distant call.

Keeping with its sustainable character, the ES 300h comes standard with a synthetic leather called NuLuxe. Unlike the vinyl leatherette of some German brands, NuLuxe is a glove soft material that has the look and feel of leather. If you have no qualms with bovine contributions, you can opt for genuine leather trim however. The interior comes in a two-tone shade of charcoal along with your choice of complimenting shades of tan, gray and black.

A console mounted hand puck controls most aciliary functions visually through a large LED screen in the middle of the dash. Redundant controls for basic radio and HVAC functions are located on the instrument panel as well. New is the Lexus EnForm enabled infotainment system which allows you to access a number of web navigation search content, internet radio via your smart phone.

Pricing has not yet been announced for the 2013 Lexus ES 300h, but representatives shared that the price premium over the gasoline model will be low. Given its closest competitor, the Lincoln MKZ Hybrid is the same price as its gasoline counterpart, we expect to see pricing come in just under $40,000 when it arrives in Phoenix area showrooms later this year.

The 2013 ES is of course also available in a traditional gasoline powered version, the Lexus ES 350 which we also tested this week. Powered by a 268 horsepower 3.5 liter V6 engine, it still achieves a commendable 31 mpg highway.

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GS69

2013 Lexus ES 350 & ES 300h 1st Test

In the 1st 6 months of this year, Lexus sold 18,265 ES sedans in the U.S. -- nearly a 9 percent increase over the same period in 2011 and by far the most of any car in its lineup (only the RX crossover outsells it). Since the model's introduction in 1989, the faithful have loved this buttoned-down 4-door and their ardor is sure to bloom even more this month, as the Japanese maker releases a new, 6th-generation version -- including a 1st-ever hybrid.

Sales hit? Guaranteed. Cheers and lust from all of you reading this? Not a chance.

The ES has always been -- and, it turns out, continues to be -- the internal-combustion equivalent of Top 40 hit from The Carpenters: pleasant enough, masterfully executed...and almost offensively innocuous. The enthusiast driver will find almost nothing to latch his soul to here. The Lexus brass monitoring the sales charts doubtless couldn't care less; for buyers in search of slip-on status, the ES's relative affordability, proven quality, and look-what-I'm-driving "L" on its hood ensure this machine will fly off sale floors like a rocket-fueled iPad. Still, given that Lexus is now touting a high-drama, $375,000 LFA supercar, who could blame us for expecting some of that DNA to trickle, BMW-like, into everything the company makes?

2 major changes dominate the ES story for 2013. 1st is the replacement of the previous Camry platform with the bigger Avalon's. Result: the new ES is a truly substantial car with more than 4 inches of added legroom in the rear seat. It's like a racquetball court back there; so huge, passengers emit giggles and "wows!" as they pile in and stretch their legs in unexpected splendor. "ECHO!...Echo!...echo!...Now batting for Pedro Borbon, Manny Mota... Mota...Mota..." A 1.6-inch boost in overall length helps bump up trunk room a bit, too.

The other major departure from the previous ES recipe is the addition of a hybrid powertrain. The new ES 300h model borrows its 2.5-liter Atkinson cycle 4 and continuously variable transmission almost unchanged from the Camry Hybrid. Peak output is the same 200 horsepower, too. As before, a "regular" ES 350 sports a carried-over 268-horsepower 3.5-liter gas V-6 with 6-speed automatic.

If you've seen the new Lexus GS that hit dealerships earlier this year, you'll note a familiar styling theme in the new ES. Most notable is a grille as large and prominent as an Audi's, albeit folded and creased in the middle like an origami hourglass (our recent review of the GS decided the face resembled Ah-nold's Predator). Still, most onlookers who commented on our ES test cars seemed to love the look. For sure, the new design offers far more surface excitement -- that grille, brawny wheel arches, an artful C-pillar -- than the outgoing loaf of milquetoast.

Inside is an even more welcome makeover. While the previous car's cabin had all the pizzazz of a Holiday Inn Express, the new ES evokes some cues worthy of a boutique hotel. The optional nav system's display, for instance, resides in its own dramatic swoosh of dash above the main controls. The available Remote Touch system incorporates a mouse-like controller to access the screen. It's workable enough, but lacks the visual finesse of, say, Audi's MMI system. Frustratingly, the system locks out numerous functions (even many radio presets) while the vehicle is in motion. Maybe Lexus is doing many of us a favor by forcing ES drivers to pull over before they attempt to mouse. Then again, at speed, even co-pilots are barred from making inputs.

The standard V-6 is a seasoned champ, frisky enough to serve in the Lotus Evora sports car. It's potent, smooth, and makes an aggressive yowl under a heavy foot. In the ES 350, there's enough grunt to reach 60 mph in 6 seconds flat, the 6-speed automatic snapping off shifts as if it's a graduate of the University of Idyllic Torque Management, but don't for a moment think this is an athletic car. Steering feel is...well, there isn't any. Though the ratio has been quickened for the new car (from 16.1:1 to 14.8), it's still glacial in response. Worse is the lack of feedback; the wheel offers little sense of the road beneath or building cornering forces. Perhaps that's because there aren't many cornering forces to detect: both cars delivered just 0.76 g of grip. An automobile doesn't need lofty performance limits to be entertaining (VW's GTI is no F1 car, but it's a blast to gun across a twisting road), but the ES resolutely shrugs off any attempts at driving enthusiasm. It's almost unbelievable that this machine and the LFA (not to mention the GS 350 F Sport and the IS F) wear the same badge.

You might forgive such a humdrum personality if the ES were a virtuoso of cushiness. The very first Lexus LS 400, after all, blitzed the luxury-sedan market not with dazzling track stats but by enveloping its occupants in a cloud of comfort and refinement unprecedented for its price class. Not so the new ES. Amazingly, neither version rides particularly well. The ES 300h has a semblance of a defense: for maximum mpg -- its raison d'etre -- it sits on hard, low-rolling-resistance Michelins. Curiously, though, our ES 350 test car wore the same 17-inch rubber bricks. An 18-inch all-season tire is optional on the ES 350 and might soften the ride a tad, but it's hard to imagine anyone describing this sedan as "plush." Tire noise intruding on the cockpit is an issue, too. That's the really unpardonable sin here: no DNA from the LFA, but not enough from the LS 460 either.

Though we might not have predicted as much going into this review, after driving both ES models back-to-back it's the hybrid ES 300h that comes off as the far more appealing car. It's not as quick as the V-6 -- the run to 60 mph takes a leisurely 7.6 seconds -- but in around-town driving its instant-torque electric motors and seamless CVT make it feel livelier (despite the hybrid weighing 161 pounds more than the ES 350). A silly feature, standard on both cars, dubbed Drive Mode Select allows the driver to choose eco, normal, or sport settings to alter the response of the throttle and power steering assist. In the ES 350, you'd be hard-pressed to notice much difference between any of the 3, but in the ES 300h the sport setting really juices-up the throttle; the car fairly leaps away from stoplights. In sport, the hybrid's main dash displays a tachometer -- which takes some getting used to for the 1st few stoplights as the needle suddenly plops to 0. While the hybrid is capable of running in full-electric mode for short periods, doing so requires a delicate right foot -- and keeping the speedo below 25 mph.

Of course, the hybrid trumps the V-6 model on economy: 40/39 city/highway mpg versus 21/31. That taken into consideration, the ES 300h really is a standout: a luxuriously appointed, hugely spacious sedan that returns 40 miles per gallon in urban settings -- nearly double that of its V-6 sibling. True, the 4-cylinder gas engine in the ES 300h can't match the ES 350's 6 for silkiness, but it's respectable. Overall, the hybrid simply comes off as the more modern and engaging machine.

Lexus claims the base price of the 2013 ES 350 ($36,995 including destination) is 1.7 percent lower than the car it replaces. Which is true, except that's a bit like comparing leather apples to cloth oranges. Such niceties as leather seats, a power tilt/telescoping wheel, driver-seat memory, and wood trim are no longer standard (our test car had all of them as part of a $1370 Luxury Package). Add navigation and high-gloss alloy wheels, and our ES 350 totaled $41,325.

The ES 300h carries a $2750 premium over its "regular" twin, in return delivering crisper city responsiveness, far fewer visits to the pump, and the knowledge that you're demanding a little less of Mother Earth than the driver of the ES 350 (some might consider that worth it, others not). Outfitted with navigation, Mark Levinson premium audio, and the Ultra Luxury Package (leather, climate-control seats, park assist, etc.) our test car climbed to $45,050.

Nope, the new ES doesn't wow us. In fact, in many respects it's downright disappointing, an uninspired effort, beneath what Lexus is clearly capable of. Not that Lexus will care. For its intended audience, the company has likely hit the bull's eye, building a car the faithful will see as better in every way. For us, though, the 2013 ES is a target that doesn't merit our aim.

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    2013 Lexus ES 350     2013 Lexus ES 300h
BASE PRICE     $36,995     $39,745
PRICE AS TESTED     $41,325     $45,050
VEHICLE LAYOUT     Front engine, FWD, 5-pass, 4-door sedan     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 motor; 200 hp comb
TRANSMISSION     6-speed automatic     Cont. variable auto
CURB WEIGHT (F/R DIST)     3541 lb (61/39%)     3702 lb (58/42%)
WHEELBASE     111.0 in     111.0 in
LENGTH x WIDTH x HEIGHT     192.7 x 71.7 x 57.1 in     192.7 x 71.7 x 57.1 in
0-60 MPH     6 sec     7.6 sec
QUARTER MILE     14.4 sec @ 99.3 mph     15.9 sec @ 88.9 mph
BRAKING, 60-0 MPH     125 ft     125 ft
LATERAL ACCELERATION     0.76 g (avg)     0.76 g (avg)
MT FIGURE EIGHT     28.0 sec @ 0.62 g (avg)     28.8 sec @ 0.56 g (avg)
EPA CITY/HWY FUEL ECON     21/31 mpg     40/39 mpg
ENERGY CONS., CITY/HWY     160/109 kW-hrs/100 miles     84/86 kW-hrs/100 miles
CO2 EMISSIONS     0.79 lb/mile     0.49 lb/mile 


GS69

2013 Lexus ES Risks Alienating Its Traditional Buyers

The Lexus ES has always been a plush, upscale mainstay of affordable luxury. Although based on the modest Toyota Camry, it managed to deliver a true Lexus experience of luxury, quietness, interior quality, and painless ownership. Things have changed slightly with the new version.

The redesigned 2013 ES tries to appeal to a younger audience by promising a sportier demeanor, but instead, it scaled back on ride comfort and ended up with more complicated controls.

The car is stiffer riding than the ES it replaces, based on seat time with examples borrowed from Lexus. This seems to be especially the case when fitted with the optional 18-inch wheels, which also contribute road noise.

The most common configuration will be the ES 350, which gets a 268-hp, 3.5-liter V6 and a 6-speed automatic. More notable, the ES 350 is joined by a 300h hybrid version. The 300h uses the same drivetrain found in the Camry Hybrid: a 2.5-liter 4 cylinder is EPA-rated for 40 mpg city, 39 mpg highway.

The cabin is roomier and visibility has improved. But unlike Camry, the ES gets the fussy Remote Touch Interface controller found in the GS and RX. In addition, the Lexus Enform system—like Toyota Entune—provides Internet and app connectivity via a smartphone.

By trying to lure younger buyers, Lexus risks alienating its traditional owners who basically want a Lexus LS but in a smaller and more affordable package. We'll see how the ES measures up when we buy our own sedans and run them through our full battery of tests.

Until then, check out the video below to see the ES in action.

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Brian@Vossen

Reviews have been amazing so far!

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GS69

2013 Lexus ES Styling Gets an Adrenaline Shot

If your radio dial has ever tripped across an easy-listening station promising all the best the adult-contemporary genre has to offer, congratulations. You have found the Lexus ES of the airwaves.

Designed to please all and aggrieve none, this mid-size sedan from Toyota's luxury division has crooned its way into more than a million households since its debut in 1989. It's done so by playing it cool with reliably conservative comfort, docile performance and a solid value proposition.

But after nearly 21/2 decades of smooth hits, Lexus decided to redo the 2013 ES playlist with a smidge less Peabo Bryson and a smidge more "Gangnam Style." The result is a fresh take on a car starting at $36,980 that should largely broaden the appeal of one of the brand's most important vehicles.

The key change is the new ES' styling. Lexus is in the process of fitting its entire lineup with what the company calls a spindle grille. (Think of a short, angular hourglass.) Despite this design coming across as a little, gosh, unique when it's viewed independent of the car, the ES actually wears the spindle better than the other vehicles it's been bolted to.

Angled headlamps with daytime running LEDs complement the grille. The bumper is now more pronounced and falls lower, giving the ES more of a chin than it's had before. And, in back, Lexus stretched the taillights and added a small lip to the trunk lid and dual exhaust pipes. The result is a more aggressive facade than you've ever found on this car's banal predecessors.

Less noticeable on this ES is the fact that it's grown; the wheelbase is almost 2 inches longer, while the length is up an inch. Previous versions of this car were based on a platform shared with Toyota's Camry, but for 2013 the ES is based on the larger Avalon.

While an inch here or there may not sound like much, this growth pays its biggest dividends in interior space. Rear legroom is up 4 inches, making the back seats positively cavernous for this segment. Throw in the most comfortable headrests this side of a Mercedes-Benz S-Class, and you have a lovely place to spend some time. And, wouldn't you know it, such a setup matches the riding habits of many buyers in China, where Lexus and others are eager to make gains.

Head to the front seats, and life is just as comfortable — if somewhat marred by the view. The dashboard layout of the ES is new and, unfortunately, overwrought. There are more lines and folds here than in a beginner's origami class. Most notably, a pair of heavy, jarring creases above and below the 8-inch navigation screen bisect the dashboard horizontally.

Adding to the discord is the smattering of buttons, ***** and storage bins on either side of the driver. Placement of these controls seems to have been executed at the 11th hour of the interior's design and makes them hard to find at times.

What you can't miss, however, is the large, flat joystick affixed to the center console. Found on numerous Lexus vehicles, it's the controller that one uses with the optional navigation screen to operate the stereo, climate control and navigation system itself.

Each time I used this controller, I liked it less. In theory, it's not a bad idea: Replace a touch screen or rotary dial with what amounts to a computer mouse. But the device loses its precision when the car is moving, and the input systems on other luxury marques are quickly leaving this setup behind. That the screen itself is saddled with outdated graphics doesn't help matters.

But these shortcomings are most noticeable if you spend a lot of time in other cars. Plenty of buyers will overlook them and focus on the car's comfort and the brand's historically pragmatic approach to luxury.

An interior with the quietude of a sunset will also align with buyers' expectations. This Lexus is so good at keeping the cabin serene, you have to strain to hear either of the two available engines do their work.

The base ES 350 carries over the previous 3.5-liter V-6, which still pumps 268 horsepower and 248 pound-feet of torque to the front wheels via a six-speed automatic transmission.

This engine is also used in other Toyota and Lexus products, which is a good thing. It packs stout, smooth power and it moves the ES 350 from zero to 60 mph in 7.1 seconds. Even better, by reducing the car's weight versus the previous version — and using some aerodynamic trickery — the 2013 model bumps up its fuel economy ratings to 21 mpg in the city and 31 on the highway. During my time with the ES 350, I averaged 21 mpg in mostly city driving.

If you're willing to trade some horsepower and trunk space for noticeable fuel economy, consider the hybrid ES 300h. A first for the ES line, this version uses the same electric motor and 2.5-liter inline 4-cylinder engine as Toyota's Camry hybrid, for a total of 200 horsepower. Paired with a continuously variable transmission, it gets 40 mpg in the city and 39 on the highway. The hybrid starts at $39,725, a $2,730 jump over the base engine.

Both ES models come standard with 10-way power driver and passenger seats, faux-leather seats, moon roof, eight-speaker sound system with Sirius radio, dual-zone climate control, LED daytime running lights and eight air bags. Sadly, a backup camera and navigation system are not included, though both come bundled in a $2,625 package.

Both cars also come with a dial that enables drivers to choose among Eco, Normal or Sport settings for the throttle and steering systems. The inclusion of this feature is undoubtedly a move by Lexus to up the ES' performance cred a hair, and the Sport setting's added boost of throttle from low speeds is appreciable.

We should remember, however, that the ES hasn't earned its keep over the years by being sporty — not even close. Thus, the few buyers who do change the drive mode will probably set it once and then leave it alone. Although the overall handling of this 2013 model is improved over the old version and it's more exciting to pilot, that's like saying "Gigli" is a better film than "Battlefield Earth." It's a marginal gain, kids.

This incremental boost in dexterity probably will mix with the newfound aesthetic mettle to pull in a respectable number of newcomers to the ES line.

Meanwhile, these cars adhere to Lexus' inoffensive approach to comfort and luxury and thus will please a fan base wary of surprises. The result should be a continued popularity that's music to Toyota's ears. Smooth, easy-listening music.

GS69

2013 Lexus ES: Road Test

Our road test for the 2013 Lexus ES includes a full evaluation of the 2013 Lexus ES from the inside out. We evaluate not only engine and handling performance for the 2013 Lexus ES, but also interior cabin and cargo space. Let our comprehensive road test ratings for the 2013 Lexus ES help you decide if a 2013 Lexus ES is right for you.

ACCELERATION
ES 350 w/18-inch wheels ES 300h Class Average
6 5 7.4

ES 350 accelerates confidently in any driving situation. The transmission is smooth and alert. ES 300h is pleasingly peppy for a hybrid, though it's a bit leisurely on takeoff. The CVT provides smooth power delivery. Both the ES 350 and ES 300h feature a Drive Mode selector that allows the driver to choose from Normal, Sport, or Eco settings. Sport Mode sharpens throttle and steering response; Eco Mode softens throttle response and changes air-conditioning settings to maximize fuel efficiency. The ES 300h adds an EV mode, which allows the car to operate solely on electricity for approximately one-half mile at speeds up to about 25 mph.

FUEL ECONOMY
ES 350 w/18-inch wheels ES 300h Class Average
7 10 5.8

No opportunity to measure. Both ES 350 and ES 300h use regular-grade gas.

RIDE QUALITY
ES 350 w/18-inch wheels ES 300h Class Average
7 7 6.5

The ES is tuned for cushioned comfort. The ride is very absorbent overall, though some moderate bobbing over large bumps is noticeable at highway speeds. ES 350's available 18-inch wheels have little effect on overall ride quality.

STEERING/HANDLING/BRAKING
ES 350 w/18-inch wheels ES 300h Class Average
6 6 7.3

Cornering prowess has never been the ES's forte, but the 2013 model has slightly sharper handling than its predecessors. Still, most premium-midsize class rivals offer crisper moves all around. The Sport Mode dials in a more-responsive steering feel, but the difference is minimal. ES 300h's regenerative brakes are laudably seamless in operation.

QUIETNESS
ES 350 w/18-inch wheels ES 300h Class Average
8 8 6.8

An ES strong point; overall sound levels are impressively hushed. Tire roar on coarse pavement is the primary source of highway noise. The ES 350's V6 sounds rich in rapid acceleration, but the ES 300h's 4-cylinder engine note can become intrusive as the CVT transmission holds high rpm during acceleration. The electric powertrain emits faint whirrs and whines during braking and low-speed driving.

CONTROLS
ES 350 w/18-inch wheels ES 300h Class Average
7 7 5.8

Large gauge faces are clearly marked and easy to read. The navigation system comes with Lexus' unique Remote Touch Control system, which is easy enough to operate after a bit of acclimation. Thankfully, the navigation screen is deeply inset and shrouded, so it's not susceptible to washout in bright sunlight conditions. No opportunity to test an ES without the navigation system.

DETAILS
ES 350 w/18-inch wheels ES 300h Class Average
8 8 7.6

ES interior materials and assembly are of high quality, and overall cabin ambiance is pleasingly tranquil and classy. A variety of trim and color options allow for personalization. The ES comes standard with Lexus' NuLuxe faux leather upholstery, which has a convincingly upscale feel. Genuine leather is available as well.

ROOM/COMFORT/DRIVER SEATING (FRONT)
ES 350 w/18-inch wheels ES 300h Class Average
7 7 7.4

Headroom is 6-footer adequate and legroom is ample. The seats are well-cushioned and long-haul comfortable. The tilt/telescopic steering wheel and a broad range of seat settings help fine-tune an ideal driving position. The placement of the rearview mirror can block the view for tall drivers on curvy roads.

ROOM/COMFORT (REAR)
ES 350 w/18-inch wheels ES 300h Class Average
6 6 4.9

The increased rear seat space is a high point of the ES's redesign. 6-footers should have adequate headroom and legroom, and the cabin is wide enough for 3-abreast travel. Entry and exit are easy.

CARGO ROOM
ES 350 w/18-inch wheels ES 300h Class Average
4 3 3.5

Trunk space is generous, though sickle-type hinges intrude on overall space. The optional power trunk, new for 2013, is a handy convenience feature. However, the lack of fold-down rear seatbacks is a bit disappointing, and the ES 300h doesn't even have a cargo pass-through. The ES 300h's hybrid battery pack also cuts into cargo volume: it uses 12.1 cubic feet, versus 15.2 for the ES 350.

VALUE WITHIN CLASS
ES 350 w/18-inch wheels ES 300h Class Average
7 7 7.2

The welcome addition of a Hybrid model and improved rear-seat space highlight the raft of improvements on the redesigned 2013 Lexus ES. The new ES's driving dynamics are marginally more athletic than before, though enthusiast drivers will be better served by the larger Lexus GS, or most premium-midsize class competitors.

Total Score
ES 350 w/18-inch wheels ES 300h Class Average
73 74 70.2

Total Score: 73

Scores for all Premium-midsize Cars
Low Score
63
Average Score
70
High Score
76

BKman

I have a 300h coming in the next week for my wife. I appreciate nice looking wheels on my vehicles and much prefer the look of the 18 inch option available on the ES 350 but alas not on the 300h. The Lexus dealership wants almost $5000 for the 4 x 18 inch rims and tires (I would be left holding the stock 17's as well which I suppose I could sell). I am surfing the web for alternatives now.

Hoovey689

iTrader: (16)

Motortrend: 2012 Buick LaCrosse vs. 2012 Hyundai Azera vs. 2013 Lexus ES 350

Full Gallery:
http://www.motortrend.com/roadtests/...son/photos/#42

Think of this comparison of the Buick LaCrosse, Hyundai Azera, and Lexus ES 350 as an elimination round. Very soon, the soup bowl of contenders in the full-size, near-luxury sedan category will be joined by two new ingredients -- the profoundly revamped Toyota Avalon and Lincoln MKZ -- and both of them will spice things up.

Hold on, an Avalon and an MKZ ... spicing things up? No, we don't mean in-car bingo on their entertainment screens. They're the revamped real deals. Toyota, after contemplating nixing the Avalon nameplate entirely, has pulled out the stops to build a serious player instead. And Lincoln? It's betting its entire brand on the MKZ re-establishing its relevance. But as we await these two, let's winnow down the existing challengers.

Of the current crop, our top trio hails from three different countries. The Buick LaCrosse is a familiar face that trumpeted Buick's return to the living three years ago. In 2010, we compared the LaCrosse to the previous-gen ES 350 and found the new Buick an unexpectedly good driver. It was dramatic-looking, with a confident, big personality design. And its claims of being very quiet were born out by it coming within a whisker of the previous-generation ES 350's noise levels.

Since then, that ES 350 has been replaced by an all-new edition, which MT contributor Art St. Antoine recently explored in-depth. As he pointed out, it'll probably be an even bigger sales hit. But let me summarize his dim conclusion: "...in many respects it's downright disappointing, an uninspired effort, beneath what Lexus is clearly capable of." Some indisputable good news is that those Avalonorigins (its predecessor was based on the Camry) have led to more than four inches of additional rear legroom. But overall, St. Antoine's critique is pretty harsh.

The Azera is a real wild card. Based on the Sonata's platform, it's sort of Hyundai's Avalon -- 3.5 inches longer than the Sonata and 1 inch wider. And the biggest winner is rear legroom, which is inflated by 2.2 inches. But what immediately struck us was the Azera's jewel-like interior. If Audi is the leader in sophisticated, artful interior design, Hyundai has become the ringmaster of mass-market dashboard dazzle. How well does it actually work? We'll get to that, but first, the numbers.

Two insights emerged from sifting through the data we recorded at Auto Club Speedway in Fontana, California. First, the ES is a comparatively light car, light enough to leverage its last-place horsepower (268 versus the Azera's 293 and the LaCrosse's 303) into a sizable acceleration advantage. Remarkably, its 6-second-flat, 0-60 mph time is 0.6-second quicker than the Azera's and almost a second better than the 531-pound-heavier Buick's.

The new ES is even 55 pounds lighter than its predecessor, delivering 2.4 better combined EPA mileage (2013's 24.6 mpg versus 2012's 22.2). Some of that is because of its Michelin Primacy MXV4 tires, which happen to be the same low-rolling-resistance rubber worn by the ES 300h hybrid. Unfortunately, it shows. The Lexus understeered its way round the figure-eight course's corners at a crummy 0.76 g, not helped at all by its group-worst weight distribution (61% of it up front). Frankly, I wondered if this car had the wrong tires, but a call confirmed that these are indeed the prescribed footwear.

Numerically, the track numbers don't offer a particularly clear picture - the Lexus is quickest in a straight line; the Hyundai stopped in the shortest distance; the Buick delivered the highest lateral grip. However, subjective differences most certainly emerged from our figure-eight lapping.

Here's what I said about the LaCrosse: "On the road, the Buick seems easy to pitch and roll, but here, where it's being driven much, much harder, that impression largely disappears. It really gets with the program and turns in a lot better than I expected. Unfortunately, its seats are way too wide a perch for performance antics, and its insanely-wide A-pillars badly obstruct your view while cornering."

On the Azera: "This car's steering is a tick more remote than the Buick. Its on-center response is slow, but add in some angle and the front end bites abruptly. The Buick's steering is no great shakes, but it's better than this. Within a few laps the Hyundai was really punishing its front tires."

And the ES 350: "Although its stability system is still presiding over matters, its touch is so subtle, I was able to slightly spin the inside front tire at will while cornering. All its controls seem to have a little more clarity than the other two, but that understeer is a real problem. And its seats? Frankly, I'm simply flying into the door panel. The support is virtually nonexistent."

To be honest though, for cars in this category, sportiness is an optional reward. But refinement better be standard equipment. And so we took all three cars to a favorite long, straight, delightfully ill-paved road late at night to measure interior noise over an uninterrupted, one-mile stretch. (The results were averaged two-ways.)

This time, the ES 350 bested the Buick in interior noise, 24.6 sones (and 66.1 dBA) to 25.3 sones (66.7 dBA). The Hyundai was a sonic blink behind, tying the LaCrosse in sones, but generating 66.8 dBAs.

After two rounds, the Lexus -- which had completely failed to impress our Mr. St. Antoine -- appears to be ahead by a nose. Was he mistaken? Our final destination was our Mount Palomar, site of the historic and mighty 200-inch Hale telescope, and perhaps its proximity would offer the insight we're needing.

The steep climb to Palomar's summit is a rapid-fire set of horsepower- and agility-testing kinks; the descent, a looser ribbon of road that gradually unwinds down the slope, stressing brakes and stability as it goes. Connecting them is a leisurely cruise to judge luxury-car credentials. And at its summit is Mother's Restaurant, our headquarters for liberal pie-eating and debriefing.

Benson Kong on the Buick: "The LaCrosse's small side mirrors attempt to hide the car's girth, but its lazy body movements give away the car's true purpose. In attack mode, though, its body roll is well-controlled (better than expected) and the wide tires offer surprising stick. There's good stability in fast corners, but you use tangible effort to keep your body in place. This is the softest brake pedal of the bunch, and those sounds coming from underneath the hood are not so good."

On the ES 350: "It's loud for a Lexus, and I'd wager it's louder than the previous-gen ES. There's a lot of road noise and it wanders quite a bit on-center. The ES' powertrain is probably the best engine and transmission of this group by a smidge over the Hyundai. Good all-around visibility." But about its enthusiast-driving qualities, Benson opined, "There's no grip. Its steering response is OK, though artificially heavy. It's livelier than its predecessor, but there's just no grip." Interesting comments.

This new ES 350 is really suffering from a bad case of unmet expectations. It's louder than we expected. And rides worse than we expected. When you climb into a Lexus, you're expecting, at minimum, Lexus quietness and ride suppleness. And you hope you'll be surprised by more. I'm starting to get St. Antoine's "beneath what Lexus is clearly capable of" comment.

And here's Kong on the Azera: "As long as there isn't too much going on for the chassis and suspension to cope with, the car glides easily, though it feels like it needs a little more suspension travel for this segment. Wind noise is prevalent, primarily coming from around the windshield. Surprisingly, those long, slender side mirrors don't appear to contribute to the noise." About its performance traits: "Its initial brake bite feels like you're tapped out of braking early, but more is there. Its suspension is communicative enough, but the car's rebound behavior makes it feel jittery through poorly paved turns. Maybe the shock absorbers are retaining too much heat? In any event, the steering is really good at isolating all the bad parts of the driving moment (plus some of the good). I think the back end moves around more than the front when in attack mode."

Where does this leave us? With the cars parked, we tried all the seats, fiddled with controls and contemplated the meaning of it all.

Buick: "There's a lot of wasted storage opportunity on the flowing center console and too much redundancy on the stack controls. Its back seat feels very cramped in relation to Azera's and ES 350's though it's dimensionally the largest. And I discovered that I can't put an address into navigation system while in motion. I like having the big wheel on the center stack that controls functionality, but its mirrors' blind spot warning indicators easily wash out if the sun is hitting just right. Leaving the left blinker on for minutes changes the turn signal chime to a different alert tone -- super neat."

Azera: "This car's cabin presentation is most forward-thinking here. Dark colors give it a cool, classy ambiance, and I like the ringed lighting sprinkled around the cabin. Center stack is definitely design-driven and the huge volume **** is somewhat out of place. Lots of cool, soft lights that make it impressive to look at at night. The Azera's shifter, like the Sonata's, remains too close to the driver. Having the power seat controls on the door panel a la Mercedes is a mind trip every time. And there's rear seat heaters (outboard only)! Can put address in nav system while driving, but can't add new cellphone profile via Bluetooth unless the car is in Park. And its panoramic sunroof is impressive."

ES 350: "Disappointing compared to its fellow newcomer, the GS. The GS' interior is in genuine contention to be called beautiful, but the ES cut several corners. Beige plastics do it no favors and the separated cupholders on the console look very out of place. However, its cavernous second row should satisfy many a backseat driver. The coolest thing here is its nicely sized center display screen. Its haptic controller works well enough but needs a physical "back" button near the mouse and a software update so the GUI graphics and text enter the hi-fi world. (The latter is a widespread Toyota problem.)"

All three of these cars offer generous interiors, with the Azera leading in both front head- and legroom, plus front and rear shoulder room. The ES 350 had the best rear headroom, while the Buick bested the Lexus' rear legroom by a half-inch. There's also a notable difference in trunk volumes. Azera swallows the most, with 16.3 cubic feet, and the Buick is the smallest at 12.8.

Quite honestly, this one's a close call. But in the very end, the deadlock was broken by a consideration of the Azera's sheer value. As Kong had commented, "It's an imperfect car, a snapshot in time as Hyundai continues its rise." But unlike some previous offerings, this time it checks all the necessary boxes for competence, impresses us with its interior design and finish, and arrives with standard equipment the other two charge dearly for (heated leather seats, 10-way power front seats, touch-screen navigation, back-up camera, and on and on). Parsing second and third place wasn't easy either, but in the end we liked the Buick's road manners despite its inferior mileage compared to the ES 350.

Next time: How the Azera compares to the new Avalon and Lincoln MKZ. Stay tuned.

1st Place: Hyundai Azera
Style, competence, and great value win the day, though it's not a perfect car.

2nd Place: Buick LaCrosse
Giant A-pillars and a cramped trunk are offset by high style and surprisingly good driving manners.

3rd Place: Lexus ES 350
It's a competent car, but not only does it not raise the bar for the ES 350's traditional qualities, it actually seems louder and coarser on the road than its predecessor.

http://www.motortrend.com/roadtests/...n/viewall.html

LexBob2

Interesting comparo from MT. I don't know too much about the Azera or LaCrosse, although we considered it when we bought our current 2010 ES350 so can't comment on the results.