ydooby

Seems that the switch to 18" low-profile tires is a bad decision for the ES, with most reviews noting the tire noise being noticeably louder than the outgoing model.

GS69

2013 Lexus ES 300h Sedan

In a break with tradition, this Lexus ES doesn't have a V6 engine that runs as smoothly as an expensive drip coffeemaker. Instead, the 2013 Lexus ES 300 hybrid has a four-cylinder engine, a couple electric motors and a battery pack, and operates more like a Keurig brewer, only without the wasteful little plastic pods.

Lexus estimates that 1 in 4 ES customers now cares more about fuel economy than straight-line performance, and now the automaker is betting that those people are willing to pay extra for it. In this case, the 2013 Lexus ES 300h costs $2,750 more than the more powerful ES 350.

That's a lot of money to spend on a good cause. Thankfully, the Lexus ES 300h is more than just frugal on gas; it's still enjoyable to drive when you forget to care about mpg.

Is 40 MPG Good Enough?
Forty mpg is the EPA's combined rating for the ES 300h, which also earns 40 city and 39 highway mpg ratings. That combined number is what might talk you out of buying the 268-horsepower 2013 Lexus ES 350, which is rated at 24 mpg combined.

We hit 40.8 mpg without trying very hard on the Edmunds Testing Team's official fuel economy test loop. It's a 105-mile route that includes plenty of stop-and-go that exploits the advantages of series-parallel hybrids like this Lexus ES, which shuts off its gasoline engine early and often.

Our next 600 miles are mostly highway and we drive them like a typical Lexus ES owner. Accordingly, we're not aggressive or mean, but we stay with the flow of Southern California traffic and resist any urge to draft off 18-wheelers. We wrap up the week with a respectable 37.9 mpg average.

It's a solid number for a 3,700-pound sedan the size of the ES, but its competition has thrown off the curve for large hybrid sedans. The 2013 Ford Fusion Hybrid is rated at 47 mpg combined, while the 2013 Lincoln MKZ Hybrid is sitting almost pretty at 45 combined. Getting 40 mpg in a midsize sedan doesn't seem so impressive anymore.

It's Not Slow
But there's a lot to be said for the way the 2013 Lexus ES 300h gathers speed in cutthroat freeway traffic. It's quiet, unstrained and almost quick.

The best part of its drivetrain is the strong 2.5-liter inline 4-cylinder gasoline engine. The Atkinson-cycle engine has a narrow power band, but it still manages 156 hp at 5,700 rpm and 156 pound-feet at 4,500 rpm. With another 44 hp coming from the nickel-metal hydride battery pack via the electric drive motor, the hybrid ES gets a nice round 200-hp rating (just like the Camry Hybrid and Avalon Hybrid).

The only time we really hear the gas engine is when we're climbing a steady grade — the continuously variable transmission (CVT) has it slaving away at redline to maintain our 70-mph pace. Otherwise, this 4-cylinder is hardly working, and we're barely aware of the CVT blending the 2 power sources. Of course, there's an Eco mode that slackens throttle response when you want to eke every last mpg and Sport mode for when you just don't care. We leave it in Eco and rarely go hungry in passing situations.

At our test track, the 2013 ES 300h arrives at 60 mph in 7.8 seconds (or 7.4 seconds with a foot of rollout as on a drag strip) and goes through the quarter-mile in 15.7 seconds at 89.8 mph. This gives it a half-second advantage over the less powerful Fusion Hybrid, and it's nearly a second quicker than the smaller Lexus HS 250h that the ES replaces. It's also more than a second quicker than the Buick LaCrosse eAssist.

Most important, it's not drastically slower than the 2013 ES 350, which hits 60 in 6.5 seconds (6.2 with rollout) and passes through the quarter-mile in 14.5 seconds at 98.0 mph.

Everybody Awake?
Back roads aren't for hybrids, but we're here on the Angeles Crest Highway and the guy in the AMG Benz isn't pulling away from us until the road gets straight. That's not to say the 2013 Lexus ES 300h moves like a sport sedan, but it has a more controlled ride than any ES before it.

Incredibly, the ES 300h actually feels like it wants to turn, an alien sensation in a car with Lexus ES badges. Its precise electric-assist steering provides a smooth and logical increase in effort as you turn the wheel.

Although the brake pedal is a little soft, the ES 300h stops reliably and you rarely sense the transitions between regenerative braking and conventional friction braking action. A 129-foot stop from 60 mph at the track isn't stellar, but 62.3 mph through the slalom isn't bad for a large sedan of any persuasion. Of course, the unusually sporty Fusion Hybrid hauled itself through our cones at 64.3 mph.

If there's a downside to the Lexus ES sedan's newfound interest in handling, it's ride comfort. When we drove the ES 300h earlier this year, our test car had Michelin Primacy MXM4 tires and rode fine on Oregon roads. This car has P215/55R17 Bridgestone Turanza EL400-02 tires, and they don't offer as much compliance as we'd like over the bumps and expansion joints on Southern California freeways. At least the driver seat still has the cushiness you expect in a Lexus ES.

Who Wants Bamboo?
Although our ES 300h test car isn't as richly furnished as our long-term 2013 Lexus GS 350, materials quality is high for this class and everything is put together well.

The $1,370 Luxury package provides beautiful and sustainable bamboo trim, but then enlarges your environmental footprint by also adding leather upholstery. It's unclear if the cows that provided the leather were grass-fed.

Our car has the $2,625 Navigation package, which includes the Remote Touch interface, the computer-mouse-style controller that governs audio and nav functions. It feels clunky at first, but within a week, it gets more intuitive. We still like dial-type controllers, but Remote Touch gives you freer range to move the cursor around the screen.

Also part of this package is Lexus Enform, a catch-all term for the automaker's telematics system and smartphone apps suite. Pandora and Open Table are among the apps, and although integrating them into the car seems likes a good idea for commuters, in reality, it's kind of a hassle. Not only do you have to register for an account on a computer, the Enform app always has to be running on your phone and you can't call up playlists from any Pandora accounts you've previously opened.

In back, there's so much legroom no angry toddler has any hope of kicking your seat. However, tall adults will struggle to slide their feet under the front chairs, likely due to intrusion from the fan units for the optional ventilated seats. The battery pack also prevents you from folding the rear seat, but the 12.1-cubic-foot trunk (down 3 cubic feet from the ES 350) still has plenty of usable space for luggage.

Worth the Extra Money?
Maybe you've heard that we currently own a 1996 Lexus ES 300, which has been described as "simple transportation executed according to a very high standard of quality."

This 2013 Lexus ES 300h is a precision-built grandchild of that regal old ES. It's hard to call it simple, of course, as its hybrid drivetrain takes a pretty complicated path to achieve respectable acceleration. On the other hand, we've never gotten 40 mpg in our old ES 300, and there's no reason to think its previous owners did either.

Like its ancestor, the 2013 ES 300h is trying to be a luxury device — only this time there's a more obvious bent to environmental responsibility. And apart from its uncharacteristically firm ride, it succeeds at this mission.

However, in the small population of large front-wheel-drive hybrid sedans, the Lexus costs the most. A Fusion Hybrid equipped like our $46,084 Lexus would cost about $35K, while a LaCrosse eAssist comes in at around $37 grand. The revamped Lincoln MKZ Hybrid lands just under $44,000. So does the 2013 Avalon Hybrid, which shares its drivetrain and platform architecture with the ES 300h (their wheelbases are identical).

If you're looking for serious fuel efficiency in a full-size sedan package, the 2013 Lexus ES 300h isn't the cheapest source of piety per mile. However, if you're just as fanatical about your own comfort, you'll be hard-pressed to top the Lexus ES hybrid.

ydooby

Sounds like it's the tire choice that's the problem, not the tire size then.

GS69

2013 Lexus ES350

In its equivalent world of breakfast foods, the Lexus ES350 is unquestionably the pancake. While its siblings may offer more interesting textures, flavors and consistencies – a generally more exciting culinary experience – the 4-door ES is designed with 'indistinct' as its middle name. Its objective is to please just about every entry-level luxury buyer once it ends up on their plate.

Even after a complete redesign for the 2013 model year, the 6th-generation Lexus ES350 emerges every bit as family-friendly and non-polarizing as its predecessors. It is the everyman's luxury sedan, offering attractive pricing and a satisfying fill of amenities and features with the sweetness of a long warranty and polished customer service to back things up.

As a result of its overall wholesomeness and demeanor, the ES350 sells like hotcakes, too. Last year, 56,158 customers took delivery, thus allowing the 5-passenger sedan to continue its reign as the highest sales volume Lexus passenger car (it outsells the bigger LS nearly 7-to-1).

To learn more about the all-new ES, and take our own taste of its goodness, we recently spent a week with the midsize luxury sedan in Southern California.

It is no secret that the Lexus ES has always shared platforms with the Toyota Camry. Even though there is nothing particular amiss with that arrangement – it has served the automaker well for more than 2 decades – the relationship with Toyota's volume family vehicle has forced the Lexus to consistently assume a soft and gentle demeanor reinforced by its transverse-mounted V6 and front-wheel drive powertrain. For 5 consecutive generations, the ES has been well accepted as a gussied-up Camry with a stronger guarantee and white-glove dealer treatment.

But things have changed rather significantly for 2013. The automaker has introduced an all-new ES model on a larger platform that's shared not with the Camry, but with the Toyota Avalon. The longer wheelbase (increased about 1.8 inches) pushes out the exterior dimensions only marginally (about an inch in overall length), but it does wonders for interior room and passenger comfort. Lexus says rear headroom is increased by 0.8 inches, knee room is increased by 2.8 inches and 2nd row legroom is lengthened by 4.1 inches. Plus, there is even more space below the front 2 seats to give rear passengers much-appreciated toe room.

The engine is carried over to the new platform with only a few tweaks. The gasoline-only ES350 (Lexus is also offering a hybrid gasoline-electric variant this year) features a naturally aspirated 3.5-liter V6 sending its power to the front wheels through an electronically controlled 6-speed automatic transmission. The engine is rated at 268 horsepower at 6,200 rpm and 248 pound-feet of torque at 4,700 rpm. It isn't a rocketship, but a 0-60 time of about 7 seconds is more than adequate for this segment. Thanks to revised gearing compared to last year's model (a slightly taller final drive), the EPA rates the 2013 Lexus ES350 at 21 mpg city and 31 mpg highway on regular unleaded fuel. That's an improvement of about 10% over its predecessor.

The suspension is comprised of MacPherson struts up front and dual-link MacPherson struts in the rear, while the level of damping is fixed. The steering is traditional rack-and-pinion, now with electric assist, and there are disc brakes at all 4 corners. Standard wheels are 17-inch alloys, but our test model was fitted with optional 18-inch wheels wrapped in 225/45VR18 Michelin Primacy MXM4 all-season tires. The curb weight of the ES350 is 3,549 pounds, with 61% of its mass over the front wheels.

Last year's ES350 looks lifeless when compared side-by-side to this year's all-new sedan. Sculpted with an aggressive, almost sporty appearance, the new ES has adopted the brand's signature spindle grille up front. Overall, the presentation is good... but therein lays a problem. Unfortunately, and we pointed this out in our 1st drive, it looks far too much like the GS sedan – even we would be hard-pressed to tell the 2 apart at a distance (a spotter's guide says the front headlights of the GS are slightly more angular and the ES is missing the GS's front lower fascia brake intakes).

Our test model, wearing Deep Sea Mica paint over Parchment leather with Espresso Bird's Eye Maple wood trim, started with a base price of $36,100. Lexus had packed on its Ultra Luxury package (for another $11,180) that included just about every amenity and convenience known to the automotive industry. The comprehensive list included upgraded semi-aniline perforated leather, blind spot monitor, panorama moonroof, manual rear door window sunshades, Mark Levinson premium audio, Pre-Collision System (PCS) with Dynamic Radar cruise control, power trunk, heated steering wheel and more. With the $895 delivery fee included, our bottom line came in at $48,175.

Inside the cabin, the ES also seems to mimic the GS theme. But this time, thankfully, it isn't straight plagiarism. While both have a modern angular appearance, the ES appears to be warmer and more inviting, with artfully crafted wood trim splashed strategically throughout. In terms of ergonomics, we prefer the mildly more traditional ES over the GS, as its controls are more familiar (more legible display on the climate controls) and more logical (a small wheel controls seat heating/cooling), though both the GS and ES seem to share the same basic 3-spoke steering wheel (although the ES lacks paddle shifters).

Overall, the passenger compartment is very comfortable. The driver and front seat occupant enjoy 10-way power-adjustable climate-controlled seats, and rear occupants will be pleased with generous legroom – everyone we toted around raved about ingress/egress, outward visibility and overall comfort (most also liked the glare-reducing manual sunshades on the doors, but kids preferred them down so they could see out). Physical appearance aside, the increased rear legroom is the most pronounced improvement on the 2013 model.

Despite its GS-like appearance, the ES350 is still the softy of the Lexus sedan family. Its mission is to provide a comfortable ride, and no amount of flogging is going to change its mind. The brakes are fine, as long as they are not overworked, and the steering is communicative, as long as one is not seeking road feel. Overall, the sedan is very comfortable – yet there is an obvious absence of driving engagement.

To spice things up ever so slightly, the automaker has fitted its new ES350 with a Drive Mode Select feature. The system primarily alters the electronically controlled transmission, throttle mapping and climate control systems for its three modes: Normal, Eco and Sport. Consider Normal mode, the default setting, as baseline. Sport mode will quicken the throttle response (but doesn't deliver any more power) and hold the engine longer in gear, while Eco mode does just the opposite. Even though playing around with the settings was entertaining, we left everything in Normal configuration and were most content.

Despite all of the drive-enhancing improvements, don't get the impression that the ES350 has suddenly been transformed into a track rat – the luxury tuned sedan still much prefers cruising from Los Angeles to San Francisco on mellow US 101 than taking the more challenging Highway 1.

We test a fleet of vehicles each year, and nearly all have some standout quality, benchmark or idiosyncrasy that burns a memory in our conscience – the ES350 is 1 of the few that doesn't. Not to say it is vanilla in execution, as that is not the case. Rather, it is another 1 of the many attempts by Lexus to remove the driver from the annoyances and inconveniences of driving. That isn't a flaw, it is a programmed characteristic. The bottom line is that this completely redesigned luxury sedan is better than its predecessor in just about every measurement, but it is also every bit as indistinguishable.

IS350atWOT

iTrader: (1)

From MSN.com, the ES got "best in class for 2013". The "stiffer" feel makes the car more fun to drive, which is Lexus' ultimate goal with the next generation of all models, starting with the new GS.

amphipri0n

Video posted within the last week.

jollick

2013 Lexus ES300h drive review

A luxury hybrid that is worth every penny

What is it?

Redesigning a brand's second-best-selling product is a serious task, but that's what Lexus tackled when it put its ES sedan through a refresh for 2013. However, Lexus didn't just stop with the normal ES350; it went a step further, adding the new ES300h hybrid.

Under the hood of the new ES300h is a 2.5-liter Atkinson-cycle four-cylinder engine connected to two electric motors that add extra power when needed -- the system can even run in electric-only mode at slow speeds. The combined system produces 200 hp, and is paired with a continuously variable transmission for better fuel efficiency.

The rest of the ES300h is nearly identical to the gas-only V6 ES350. On the outside, there are the typical Lexus design cues, combined with aerodynamic touches that help create the sedan's good looks. Inside, there are all the luxury features one would expect including leather, wood trim, heated and cooled front seats, tons of rear legroom and even rear sunshades.


What is it like to drive?

Full disclosure: We weren't giddy with excitement at the prospect of driving the ES300h around the Arizona desert having driven the bland-yet-perfectly-capable gas-only ES350 around the streets of Detroit. But what a surprise when we walked up to an ES300h that looked stunning in dark blue.

The surprises continued once we hit the road: The ES300h is really good. The power delivery from the hybrid powertrain is seamless, and the continuously variable transmission ranks among the best out there. If you need to get up and move, all you have to do is jam the throttle, and off you go. As we noted in our initial drive review, the electric motor kicks in exactly when it's needed, and the system transitions from mode to mode flawlessly. Plus the added torque from the electric motor makes accelerating kind of fun.

The CVT has three modes, two of which are useless. The only one worth anything is the regular mode, providing near ideal settings for acceleration while still providing great fuel economy. Sport mode lets you accelerate a little faster, but the difference is minor. However, the gauge does switch from an eco meter to digital tachometer, which at least looks cool. Unless you're hypermiling, skip eco mode -- acceleration is really dampened.

When it comes to driving around town, the ES300h is simply stellar. The suspension soaks up everything but the biggest bumps, and around corners the hybrid is actually tuned to the sportier side of the handling spectrum.

Inside, the ES300h coddles with its heated and cooled seats offering great support, and plenty of legroom in the back. The hybrid-specific bamboo trim also looks great.

The navigation and some of the stereo functions are controlled by what Lexus calls the Remote Touch interface, a mouselike **** that moves the cursor around the screen. The interface is easy enough to get used to, and even adds some haptic feedback when the cursor has moved over the selected area on the screen.

The cupholders are the only things that seem out of place inside the ES. The two located in the center consoler are not next to each other like we see in almost every other car. Rather, the one for the passenger is near the dash and the drive-mode selector. The cupholder closest to the driver is located further back, behind the gear shifter. It's a rather strange setup, but it works well, giving the driver with unencumbered access to all the controls.


Do I want one?

If you are looking for a hybrid without the oddball driving experience, the 2013 Lexus ES300h should be at the top of your list. Throw in all of the luxury amenities and the deal becomes even sweeter. We aren't even put off by the almost $48,000 price tag -- the car is worth it.

The ES300h could very well become the next benchmark for hybrid vehicles: It's that good. It offers a near-perfect combination of interior space, cargo room, fuel-economy and luxury. We're actually looking forward to the next time we get to drive a hybrid, as long as it's the ES300h in the same beautiful shade of dark blue.


2013 Lexus ES300h

BASE PRICE: $39,725

AS-TESTED PRICE: $47,944

DRIVETRAIN: 2.5-liter, 156-hp, 156-lb-ft I4; FWD, hybrid continuously variable transmission with two electric motors (200 total system hp)

CURB WEIGHT: 3,660 lbs.

0-60 MPH: 8.1 sec

FUEL ECONOMY (CITY/HIGHWAY/COMBINED): 40/39/40 mpg

OPTIONS AS TESTED: Hard disk navigation system with backup camera, 8-inch screen, Lexus Enform app suite, voice command, single CD/DVD player and SiriusXM satellite NavTraffic, NavWeather, Sports, Stocks and one-year trial subscription ($2,625); ultra luxury package including perforated semi-aniline leather-trimmed interior, front passenger seat memory, heated and ventilated front seats, power rear and manual door sunshades, driver's seat power cushion extender, bamboo wood trim with ambient lighting, power tilt-and-telescoping steering wheel ($2,435); lane-departure alert with intelligent high-beam headlamps ($965); blind-spot monitoring system with rear cross traffic alert ($500); intuitive parking assist ($500); leather-trimmed shift **** and heated wood and leather-trimmed steering wheel ($450); power trunk closer ($400); rain-sensing wipers ($155); trunk mat ($105); cargo net ($64)


Read more: http://www.autoweek.com/article/2013...#ixzz2LuvktmF9
Follow us: @AutoweekUSA on Twitter | AutoweekUSA on Facebook

GS69

2013 Lexus ES300h

The Lexus ES lineup, the brand's bread-and-butter sedan, has been completely redone for 2013. With that tip-to-tail rework comes the model's 1st hybrid. We think the ES350 is better in every way than its predecessor, so a spin in the ES300h is warranted to see what it's like to live with the model sure to become the best-selling Lexus hybrid sedan. In particular, we wanted to see how the gas-electric luxury cruiser handled the battery-sapping realities of winter, so we ventured out into the slush and snow to file this report.

Driving Notes:

* Peel away the slush, and this car sure is sharp-looking. It strongly resembles the excellent new GS, no bad thing. With the move to the longer Toyota Avalon underpinnings, the ES300h is long and elegant. Lexus has really upped its styling game lately.
* The Hybrid Synergy Drive system for the ES300h is the same setup you'll find in the Camry Hybrid. That means a 2.5-liter Atkinson cycle engine and electric motor that are combined for 200 total horsepower and 40 miles per gallon city, 39 mpg highway. It's a generally well-behaved combo, but the thrum and drone of the 4 seems kind of unrefined for a Lexus.
* Usually hybrids feel punchy when you put the spurs to them thanks to the torque characteristics of the electric motors, and the ES300h is only that way to a point. It can feel breathless when trying to merge into traffic, for instance. I often found my foot pressing the accelerator flat to the carpet a lot sooner than expected.
* Hybrids are generally not great in the snow, with their harder, low-rolling-resistance tire compounds and high-torque electric motors. The ES300h performed admirably in the storm that made our pictures filthy, with power delivery that can be easily modulated to use the available traction. With a set of winter tires, you'd have no worries at all.
8 The trunk is useful, even with the hybrid gear. You get a whole mess of useable space, and the rear seat legroom is enormous, too, thanks to the longer wheelbase the ES now rides on.
* The interior is quite handsome and well-trimmed, not to mention comfortable. Just like the exterior shows signs of the new mojo working at Lexus, the interior feels luxurious enough to fend off the rest of its competitors. Unfortunately, the tech is a little clunky and there are a whole bunch of cutlines that show how the center console is assembled.
* There's a Drive Mode selector so you can pick between Normal, Eco or Sport modes. Naturally, Sport is the least annoying mode, acting most like a non-hybrid car. One nice feature is you can customize the instrument cluster to display the tachometer in any mode (among other little personalizations) instead of having to look at the hybrid power meter, that's way less entertaining.
* Hybrid brakes still feel like they're slowing the car more than they really are, something you realize halfway before a collision.
* Observed fuel economy was 34 mpg combined. That's in winter, running E10, mostly highway. Not terrible, but given the EPA numbers, you might reasonably expect more.
* While the ES300h is quiet and refined (and not super-floaty, yay!) most of the time, on the highway, there's more tire noise than you'd expect.

Motor

KennyLexus

Very good job, Motor. A must see for people interested in buying or leasing a '13 ES. The video is exactly as titled, detailed and thorough.

BTW, I didn't realize there were manual sunshades for the rear quarter panel glass on the UL model and I own one.

Motor

I don't think these have been posted...

Motor

Motor

Probably the best video review to date for this car.

Motor

jollick

I do not believe this one is posted.

http://inhabitat.com/the-new-lexus-e...-wine-country/

With all the money buying a hybrid vehicle could save at the pump, some drivers might be hoping to splurge on something a little more luxurious than a Prius. That's exactly the idea behind the new Lexus ES300h, the first ever hybrid ES, which will be hitting US dealerships in mid-August. We first spotted this best-of-both-worlds ride at the New York Auto Show back in April, but were finally able to get behind the wheel ourselves for a test drive this month. Read on to see what we thought about the way the car handled and the fuel economy we were able to maintain even while pushing 80mph on the winding backroads of Oregon wine country.

Before we get into any more details about the car, I should mention that I’m not a car expert – but if you’re reading this, you probably aren’t, either. Lexus provided us with a comprehensive press packet filled with important information about the ES300h like the wheelbase (111.0 in.) and coefficient of drag (0.27), but instead of reiterating those figures to you, I wanted to focus this article on the things you actually care about if you’re thinking of buying it – the car’s fuel economy, aesthetics and, of course, how it drives.

AESTHETICS

Just because you care about the environment or want to save some cash at the pump doesn’t mean you have to sacrifice on style or luxury, and the Lexus ES300h makes a great case for that. With its signature spindle grille (which Lexus apparently just trademarked), a surprisingly spacious interior, and unique 17 inch alloy wheels, it was difficult to tell this vehicle apart from its non-hybrid counterpart, the ES350, in terms of refinement and opulence – which we think is exactly the way it should be.

The ES300h’s artistic exterior betrayed nothing of the economic benefits its hybrid engine affords save for a shiny “h” at the end of its emblem, a subtlety that we think affluent drivers who don’t want their eco-friendly cars to look like “eco-friendly cars” will appreciate. Wrap-around LED taillamps, integrated foglamps and headlamps (w/LED DRLs) complete the exterior package, which will be offered in 9 colorways – Matador Red Mica, Starfire Pearl, Silver Lining Metallic, Nebula Gray Pearl, Obsidian, Satin Cashmere Metallic, Fire Agate, Deep Sea Mica and Cerulean Blue Metallic. For more details about the car’s cabin, bamboo trim, animal-friendly NuLuxe leather alternative seats, cockpit controls and Mark Levinson sound system, check out our photo gallery.



THE DRIVE

If you love the cushioned ride of a luxury vehicle, the ES300h maximizes that experience with its comfortable, near-silent driving. Lexus has been criticized in the past for the “floating” feeling of its cars, and we have to say that while in Eco Mode, the ES300h did feel rather cloud-like (which we actually found quite pleasurable). That being said, this car definitely isn’t slow. In fact, it was so easy to drive and responsive that we easily ended up going 80 miles an hour. If you prefer to really “feel the road,” then this car is probably not for you, although dropping it into Sport Mode boosted the powertrain, steering responsiveness and fun factor. As an added perk, when you switch from Eco to Sport, the IP also changes from a hybrid power monitor to a sexy tachometer. To really save on fuel, you can also put the car into EV mode with the press of a button for short distance, low-speed driving using only the power from the hybrid battery pack.

Personally, we loved the weightless, ultra-smooth sensation of the Eco and EV modes and had only one qualm – it was actually difficult to tell at times if the car was on. In fact, even the seasoned vehicle expert who was riding with us kept asking “Is it on?” To add to this point, Lexus solved the issue of the car being precariously too quiet for pedestrians to hear by equipping it with speakers that emit a whirring “spaceship” sound that is only audible from outside the car. For more specifics about the Lexus ES300h’s 2.5-liter four-cylinder Atkinson cycle engine click through our photo gallery here.



FUEL ECONOMY

So you’ve heard about how beautiful the car is and how it drives, now for the moment of truth – how many miles does it get? According to Lexus’s press materials, the ES300h is expected to earn EPA fuel economy ratings of approximately 40 mpg city, 39 mpg highway and 39 mpg combined, but how did our test vehicle stack up to those figures? Believe it or not, we were unable to push the car below 39 mpg, even while blazing over the scenic hills of Newburg at speeds we wouldn’t admit to in a court of law. While we weren’t able to try driving the car in a more stop-and-go environment, we’re certainly impressed with this number and attribute it to Lexus’s trademark “pursuit of perfection”.

While pricing for the Lexus ES300h has not been finalized yet, we’re expecting to see it in the high 30K to low 40K range based on past models.


Read more: The New Lexus ES300h: We Test Drive the First Ever Hybrid ES in Oregon Wine Country Lexus ES300h Hybrid – Inhabitat - Sustainable Design Innovation, Eco Architecture, Green Building