ES350 and ES300h Official Reviews Thread
05-31-12, 05:33 AM
#1
Lead Lap
Thread Starter
ES350 and ES300h Official Reviews Thread
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, 05:43 AM
#2
Lead Lap
Thread Starter
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, 05:55 AM
#3
Lead Lap
Thread Starter
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 four-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 à 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, 06:13 AM
#4
Lead Lap
Thread Starter
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, 12:36 PM
#5
Lead Lap
Thread Starter
Cars.com
The 2013 Lexus ES trades some substance for gimmicks with its all-new design, but it should draw interest for adventurous styling and a 1st-ever ES hybrid version.
Characterizing an ES has always been like trying to distinguish the flavors in oatmeal — a porcelain bowl of it from room service at the Hyatt, but oatmeal nonetheless. Lexus' best-selling sedan boasts incremental handling improvements and refined ride quality in its 6th-generation redesign, but the interior is a mixed bag, and so is my verdict.
Available as a V-6 ES 350 or first-ever hybrid ES 300h, the ES grew longer and taller for 2013. It now hails from the Toyota Avalon's longer platform rather than the Camry, with which it traditionally shared underpinnings. At a media preview, I drove both ES drivetrains alongside the prior generation.
The Sharpest-Looking ES Yet
The front-wheel-drive ES adopts Lexus' "spindle" grille — more of a fat hourglass — up front, drawing similarities to the recently reinvented rear-drive GS sedan. It's actually a touch longer than that pricier sibling, and its creased lines stand out like no ES before. There is no ground-hugging F-Sport Package, as Lexus offers on a few other cars, but the ES needs none: It looks dynamic enough. 17-inch alloy wheels are standard, with 18s optional on the ES 350.
How It Moves
The ES 350's 3.5-liter V-6 moves out with a muscular exhaust note if standing on the gas. A Lexus spokesperson told me it's a few ticks slower than the last ES — a tradeoff for better gas mileage — but crank the Lexus' Drive Mode Select to Sport mode, as opposed to Eco or Normal, and sharper accelerator progression renders an even quicker climb. Alas, the 6-speed automatic transmission still suffers befuddling inconsistencies: Sometimes it kicks down a gear or 2 for immediate passing power; other times it hunts aimlessly for the right gear.
Sport mode reduces power-steering assist for palpably better steering feedback. The prior ES had a tendency for the wheel to snap suddenly back to center. Its successor steers more naturally, with quicker reflexes. A redesigned suspension with uprated shocks and additional bracing also has been added, but does little to quell the car's modest body roll.
Ride quality — a trademark of the previous car — remains sound. All ES models share the same suspension tuning. An adaptive suspension, which Lexus offered in 2 prior generations of the ES, is currently unavailable.
The ES remains front-wheel drive only with no all-wheel-drive option unlike competition from Acura, Infiniti, BMW, Audi, Cadillac and Mercedes. The Lexus GS does offer the option.
The hybrid ES 300h pairs a 2.5-liter 4-cylinder with 2 motor-generators and a continuously variable automatic transmission for 200 combined horsepower versus the ES 350's 268 hp. At full bore, the car hustles well enough, but it lacks the passing confidence deserving of a luxury badge, and the droning, here-it-comes CVT sounds anything but refined.
Like any full hybrid, the 300h can run on electric power at low speeds for short distances; an EV mode, activated via Drive Mode Select, raises the threshold where the car transitions to engine power. Drive Mode Select blocks EV mode if the car's nickel-metal-hydride battery power is too low or if you press the gas for too much power. Stand on the pedal, even in EV mode, and the ES 300h springs to full power in moments.
Thanks to lower curb weight and better aerodynamics, EPA mileage in the ES 350 is up to 21/31 mpg city/highway, an overall improvement of about 2 mpg over the last ES. That's near the head of the luxury competition, edging out the Acura TL, Audi A4 and Infiniti G37 by 1 mpg or more. The BMW 328i and 4-cylinder Lincoln MKZ eke out another 1 to 2 mpg, however. 1 plus: The ES runs fine on regular gasoline; several competitors recommend or require premium.
No rating for the ES 300h has been given at this time, but Lexus says it expects the combined rating to be 39 mpg. That would make it the most efficient luxury sedan on the market, though the EPA has yet to give estimates for the redesigned Lincoln MKZ Hybrid.
Roomy Cabin
The front seats have stiffer side bolsters, which became apparent alongside the prior ES. Where the prior car's front seats allowed too much sliding, these hold you in — without constraining on long-haul drives. Although it moved to the larger Avalon's platform, the ES' cabin room falls closer to that of the redesigned Camry: Total volume is 100.1 cubic feet, up 5.2 cubic feet from the last ES, which falls in line with a moonroof-equipped Camry. The biggest change comes in the backseat, which gains 4.1 inches of legroom and 0.7-inch headroom. It's roomy back there, with decent knee room and no center floor hump. Manual sunshades in the doors and a power rear shade are optional, but the rear shade requires hollering to the driver, as the deployment controls are up front only. Heated rear seats and a rear climate zone — both available in the Avalon — are unavailable.
Trunk volume in the ES 350 is 15.2 cubic feet, up 0.5 cubic feet versus the last ES. That's between the improved BMW 3 Series' 17 cubic feet and the Acura TL's surprisingly small 13.1 cubic feet. Typical of a hybrid, the ES 300h places its battery behind the rear seats, which lowers trunk volume to 12.1 cubic feet. Like the prior generation, the ES 350 gets a center pass-through but no folding backseat; the ES 300h has no opening at all. A power-closing trunk is optional.
Stop With the Gimmicks
Luxury touches include piano-black or genuine wood trim, with real bamboo in the ES 300h, and optional ambient lighting below the door and dashboard inlays. Lexus' NuLuxe faux-leather upholstery, offered in cars like the CT 200h, is standard. Last year's ES had standard leather. The NuLuxe feels synthetic, but it's softer than the often-stiff leatherette, aka vinyl, competitors serve up.
Heated and ventilated seats are optional, but the ventilation borders on useless. That's ironic since the Avalon has cooled seats that turned your chaps to ice. Similarly, the optional heated wood-and-leather steering wheel heats just the portions at 3 and 9 o'clock. Touch anywhere else and the wheel stays cold. I'm calling foul: If Chrysler can heat the wood portion of the 300's wheel, Lexus should, too.
The gimmicks continue with an optional panoramic moonroof. It's more like 2 small roofs separated by a massive divider, with clunky manual sunshades that short drivers won't like yanking. Others — the Hyundai Azera and Cadillac CTS — have near-continuous panoramic panels that let more light, with power sunshades to boot.
The cabin trades last year's chrome inlays for silver plastic, and the faux-leather dashboard trim is little more than a stitched veneer, which Lexus calls a stitched slush mold. Other entry-luxury cars, including Lexus' own CT 200h, have more-convincing dashboard stitching, and Chrysler's sedan can come wrapped in genuine leather. Similar stitching to the ES adds a classy vibe to the plebeian Camry, but in the pricier Lexus, it rings cheap.
The standard stereo includes USB/iPod compatibility, a 6-CD changer — this is the brand that kept a tape deck long into the iTunes era — and Bluetooth phone operation. Options include a 7-inch display that works through a center-console **** or an 8-inch navigation system that works through Lexus' 2nd-generation Remote Touch Interface. Both systems add HD radio and Bluetooth audio streaming, which ought to be standard — and the six-CD changer dumped.
Remote Touch plays out like a computer mouse, with haptic feedback to fast-track your pointer to the on-screen options, which include a suite of smartphone-tethered applications such as Yelp, Pandora and Facebook Places via Lexus' Enform system. While the ES lacks the stunning expanse of the GS' 12.3-inch system, it's intuitive enough to work when the car is stopped. Still, I find well-sorted **** systems — like Mercedes' Comand — easier to manage on the road. Mark Levinson audio is optional in navigation-equipped cars.
Safety & Features
The ES has not been crash-tested, but Toyota engineers said they expect Top Safety Pick status from the Insurance Institute for Highway Safety and a harder-to-get 5 stars out of 5 overall from the National Highway Traffic Safety Administration. Standard features include head-protecting side airbags and brake-pedal override, plus the required antilock brakes and electronic stability system. New safety options include a blind spot warning system, rear cross-traffic alert and automatic high-beam headlights. Lane departure warning — but not mitigation — is also optional. Per forthcoming federal requirements, the ES 300h has an audible warning to alert nearby pedestrians when the car is in EV mode below 12 mph.
Standard features on the ES 350 include keyless access with push-button start, dual-zone automatic climate control, a moonroof, power front seats, a USB/iPod-comparable CD stereo, Bluetooth phone operation and faux leather upholstery. Real leather, heated and ventilated seats, front and rear parking sensors, a navigation system and a panoramic moonroof are among the options.
Lexus ES in the Market
As of this writing, Toyota's luxury division has yet to price the ES, which hits dealerships later this year. But the prior-generation sedan ranged from the mid-$30,000s to the mid-$40,000s as options ballooned. No competing luxury sedan has the ES beat across the board, but others chip away at its various weaknesses.
The ES is no tarted-up Toyota; the quality gains versus a loaded Camry are apparent, and its strengths are clear. This is the sharpest-looking ES in at least 3 generations, and the hybrid's 39-mpg EPA combined rating should all but guarantee more interest. But too many surprise-and-delight features fall flat. Lexus needs to take a page from Audi: Ax the ventilated seats and faux-leather dashboards and invest in consistent quality instead.
Vehicle Overview
For 2013, the Lexus ES sedan receives its 1st redesign since 2007, and for the 1st time in the model's history, the regular car, currently called the ES 350, is joined by a hybrid counterpart, the ES 300h. The ES 350 competes with the Acura TL, Hyundai Azera and Lincoln MKZ. The ES 300h goes up against the Lincoln MKZ Hybrid as well as hybrid and diesel versions of the Mercedes-Benz E-Class.
Exterior
The ES has grown an inch in length, and the wheelbase has increased by 1.8 inches. The new styling incorporates Lexus' new signature hourglass-shaped grille, which the company describes as a "spindle."
Though similar in appearance overall, the hybrid adds a subtle trunklid spoiler and replaces the ES 350's dual exhausts with a clean rear bumper. Seventeen-inch alloy wheels are standard, and 18-inchers are optional.
Interior
The longer wheelbase has contributed to a 0.6-inch legroom increase for the backseat. Upgraded materials replace an interior that had fallen behind the times. Imitation leather upholstery is standard, and the real article is optional. Trim choices include piano black, bird's-eye maple and bamboo.
Lexus has resisted the move toward touch-sensitive panels, sticking instead with traditional buttons supplemented by the company's Remote Touch Interface, now in its 2nd generation, which previous model years didn't include at all. It comprises a multifunction sliding pad controller and a dashboard LCD screen that incorporates entertainment, communication, optional navigation and other functions.
Options include a voice-activated navigation system, a backup camera and a premium stereo. A power rear-window shade, manual side-window shades and a 1-touch trunk closer are also offered, as is ambient lighting.
Under the Hood
The ES 350 is powered by a 3.5-liter V-6 engine that drives the front wheels through a 6-speed automatic transmission. Like the Toyota Camry Hybrid with which it shares a platform, the ES 300h employs a 2.5-liter 4-cylinder engine paired with electric motors and a high-voltage battery pack for an estimated 40 mpg in combined city/highway driving.
Both ES models provide different driving modes to maximize efficiency or sportiness to suit the driver's mood. The 300h includes an EV mode that allows electric-only driving for short distances at low speeds.
Safety
Standard safety features include 10 airbags, including knee airbags and seat-mounted side-impact torso airbags for the front and outboard rear occupants. Antilock brakes and an electronic stability system are also included, as is Lexus Safety Connect with a year's free subscription.
Safety options include a blind spot warning system, lane departure warning and precollision warning.
05-31-12, 09:30 PM
#6
i think this is the 1st video review i have seen and i love it..:
you know what picture would be an awsome one: All ES in one picture . From 1st ES to the current one. Like i have seen in some BMW model range
you know what picture would be an awsome one: All ES in one picture . From 1st ES to the current one. Like i have seen in some BMW model range
Last edited by imherenow; 05-31-12 at 09:36 PM.
06-01-12, 04:42 AM
#7
Lead Lap
Thread Starter
AutoNews
Lexus detractors pillory the ES 350 as little more than a rebadged Toyota Camry XLE. But an initial drive of the re-engineered 2013 ES lineup challenges that claim, even though much of the platform and powertrain are shared with the Camry.
The basics: The wheelbase matches that of the Toyota Avalon full-sized sedan, rather than the Camry, giving it extra interior roominess.
The carryover 3.5-liter engine develops 268 hp and is rated at 21/31 mpg in city/highway driving without modern features such as direct injection. It also runs on 87-octane gasoline.
Although it has been panned as a soulless, soporific appliance, the ES 350 zips to 60 mph in 7.1 seconds and turns a 15.1-second quarter-mile time.
The carryover 6-speed automatic transmission is a bit behind competitors' 7- and 8-speed automatics, but shift quality is smooth. The car's sport mode maintains ride comfort while increasing stability through hard corners, but there is no mistaking the ES for a sport sedan.
Notable features: For the first time, the ES line gets a hybrid. The ES 300h uses the base 2.5-liter 4-cylinder engine hooked to an electric motor through an electronic continuously variable transmission. It's the same system used in the Toyota Camry Hybrid.
For increased body rigidity, Lexus has reinforced the instrument panel, added floor braces and a rear strut bar and used more ultra high-strength steel throughout.
Standard features include 10 airbags, 17-inch wheels, SmartKey, Bluetooth connectivity and a navigation system with instant traffic reports. The standard 10-way power driver and passenger seats come with faux-leather seating surfaces and improved cushioning for the pelvis and hips.
The base model comes with a moon roof, and there's an optional panoramic frameless glass roof that retracts one panel over another. The base audio system includes a CD player, high-definition radio, eight-channel digital amplifier, auxiliary jack, satellite radio hookup and eight speakers.
For drivers who forget their high beams are on at night, the ES 350 automatically dims them when headlights or taillights are detected ahead. The optional blind spot monitor system detects objects from the rear bumper when backing out of a parking space. The interior paneling on the hybrid edition includes bamboo wood trim.
What Lexus says: "I wanted to design a truly global ES," Toshio Asahi, ES chief engineer said at the media introduction here. "Every decision was considered from a global perspective."
Compromises and shortcomings: The instrument panel and center stack shares design language with the upmarket GS sedan, but the ES version seems to have less content and has a clunky array of buttons oddly reminiscent of a 1980s stereo receiver. The rear seats don't fold down, which is great for lateral stability but lousy for Home Depot runs. The optional 18-inch wheels create substantially more road noise. Normally, Toyota's mileage estimates for its hybrid models are dead on, but despite its claimed 40 mpg, the ES 300h returned only 34 mpg on a 90-minute loop driven sedately.
The market: Globally, Lexus hopes to sell about 100,000 units a year, 50,000 to 60,000 of them in the United States. Prices won't be announced until closer to the car's August on-sale date, but executives said the sticker should remain close to that of the current model's $37,150, including freight. Still, with the strong yen and more content, expect some price bump.
The marketing launch will carry the tag line "Unforgettable" and will attempt to change preconceived opinions about the ES and Lexus in general. Commercials will focus on the style of the car's interior and exterior.
The skinny: The ES is evolutionary and lacks some of the technology leaps of its rivals. The center stack layout is a disaster. But the ride is smooth, and the engine has good power. It likely will retain a good chunk of the buyer base that loves Lexus' customer service and perfectionist engineering -- but good luck trying to conquest someone out of an Audi A4 or BMW 3 series just because the ES is larger.
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06-01-12, 05:25 AM
#8
Lead Lap
Thread Starter
Car & Driver
Since its inception in 1989, the Lexus ES line has traded on its core values of composed practicality, restrained styling, and understated luxury. It has worked hard to distance itself from its pedestrian Toyota Camry roots, and it’s not about to compromise its dignity with a flashy makeover just to get the neighbors talking. Let the Lexus LFA and LX lux-UV shoulder the fuel-swilling, in-your-face grandstanding for the brand; the ES is quite content in its role as an amiable friend to the aspirational masses. So when it came time to create the 6th-generation ES, Lexus made sure not to wander far from the same predictable formula that has put more than 1 million examples of the car on the road to date.
Check Me Out, or Don’t
In addition to the still cautious but slightly more-outgoing styling, the redesign yields minor gains in size. The ES350 grows an inch in overall length to 192.7 and 1.7 inches in wheelbase to 111.0; height increases 0.8 inch to 57.1, while width stays the same at 71.7 inches.
Lexus is particularly proud of the ES’s 0.27 coefficient of drag, which it says betters the previous generation’s number by .01. In a quest for improved high-speed stability, tiny aero “stabilizing fins” have been placed on the doorframe covers and rear combination lamps; Lexus says they pull the airstream closer to the body, creating vortices that in turn stabilize the vehicle. Similar fins reside on the underbody covers.
The big news inside is a small increase in seating room. Front-seat passengers gain a minuscule 0.1 inch of headroom and 0.3 inch of shoulder room; increases hardly worth mentioning except to contrast the comparatively large gains made in the back seat where headroom grows by 0.7 inch, and legroom is up a whopping 4.1 inches. Lexus attributes the impetus of this change to emerging markets such as China, where it is quite popular for a car owner to be chauffer-driven on a regular basis. Rear shoulder room is down by 1.3 inches; we’ll assume that this is not a comment on that key Asian demographic.
Plop down into one of the standard 10-way power front seats, and you’ll notice the long, flat dash that reaches from door to door, Lexus’s take on the industry’s move away from the cocooning, driver-focused interiors of a few years back. Across the top erupts a single row of stitching, placed there by the hands of one of Lexus’s takumi craftspeople—according to the company, only 12 or so current employees are capable of such work. Impressive to be sure, but Lexus plans on selling 60,000 2013 ES models in the U.S. alone; someone might want to notify the H.R. department of possible production bottlenecks in the dash-upholstery department.
Smooth Sailing
Although the 268-hp, 3.5-liter V-6 engine carries over from 2012 unchanged, it is now supported by a quartet of active-control engine mounts in pursuit of even lower levels of engine-borne vibration. The mounts’ internal membrane is matched to the frequency of external vibrations and noise, reducing the amount of shake transferred to the body when engine speed is below 900 rpm. Torque, too, is unchanged (248 lb-ft at 4700 rpm), as is the 6-speed automatic transmission that sends power to the front wheels. Curiously, the 2013 ES’s 31-mpg EPA highway rating betters the 2012’s 28 mpg; chalk up the improvement to lower overall weight (Lexus claims a reduction of about 50 pounds) and the aforementioned aero tweaks. City mileage drops from 22 to 21 mpg.
Acceleration is, uh, pleasant, and torque steer is kept in reasonable check. Even with the traction control enabled, a demure squeak can be coaxed from the front tires on takeoff. The steering ratio of the electric power steering has been tightened up to 14.8:1 from the previous generation’s 16.1:1, making for less hand-over-hand action in the twisty bits and parking lots. Rolling through mountain roads at a good pace was an effortless and pleasant task, but far from the ES’s true forte. Your author and his co-driver found themselves repeatedly finding new ways to finish the sentence, “Man, imagine driving this road in a ________,” which should give you some idea of the level of driver engagement we attained in the ES350. The exhaust note is too precise and well behaved for us; in other words, perfect for the ES’s target demographic.
Shifting between the three transmission modes—Normal, Eco, and Sport—reveals significant changes in the ES350’s behavior: Normal keeps the engine in the power band without becoming harsh; Eco reduces throttle response and modifies the A/C’s operation for efficiency; Sport mode quickens throttle response and increases steering effort by 20%. Unsurprisingly, we found the Sport setting the most usable of the bunch. (Those seeking further ES sensory deprivation should look to the new ES300h hybrid, which we also drove.)
A Rolling Wallflower
On the highway, opposite-wound front coil springs and reworked spring rates conspire to provide a tangible improvement in straight-line tracking. Front and rear dampers feature a few internal mods to improve ride quality and stability. And it’s here where the ES350 really shines, becoming a virtually transparent conveyance, shielding its occupants from the outside world behind acoustically insulated glass. Because really, after the important decisions have been made—Premium, Luxury, or neighbor-baiting Ultra Luxury trim; leather-wrapped or wood steering wheel; standard Lexus audio or the sonically accurate Mark Levinson system—need the harried young professional worry about anything else?
06-01-12, 06:07 AM
#9
Lead Lap
Thread Starter
AutoMobileMag
No car illustrates both the peril and payoff of a luxury marque raiding the corporate parts bin quite like the Lexus ES. Long based on the Toyota Camry, the front-wheel-drive sedan could be seen as on outlier in the Lexus lineup, and yet it's the brand's most popular car. The ES's blue-collar background and blue-blood badge create accessible luxury for buyers and irresistible profits for Toyota Motor Company. It's the drug that neither consumer nor corporation cares to quit.
A Brand in Transition
The new 2013 ES arrives at a pivotal time for the Lexus brand, amidst a philosophical about-face that has produced a 202-mph supercar, birthed a performance sub-brand, and pulled BMW into its competitive set. The ES's reputation as aloof, impassive, and out-of-place is a liability now more than ever. Because no matter how quickly an LFA hits 60 mph or how competent the F Sport models are, the popularity of the ES ensures that it will have a major role in defining the brand.
So Long, Camry
Breaking with tradition, the new ES steps off the Camry platform and onto that of the larger Toyota Avalon. The switch nets a whopping 4.1 inches of extra rear-seat legroom, as the car adds 1.6 inches of additional length. Like the outgoing model, this new ES bears little resemblance to its Toyota counterpart. Unlike the old car, the 2013 version also bears little resemblance to a dinner roll. The fresh design follows that of the new GS sedan, conveying a sense of emotion without being excessively ornamented. The new ES gets its more intense look from its large, pinched grille; the kinked C-pillar; and the sharp edge of the rocker panels.
The interior has undergone an even more dramatic transformation, with the late '90s finally giving way to a modern aesthetic that borrows the tiered, horizontal motif of the LFA with the addition of gentler, curved lines and tasteful complements of traditional wood trim. And just as it was at the brand's outset, Lexus remains fastidious in certain details. For instance, the standard leather dash in this $40,000 car is hand-stitched by 1 of 12 takumi, Toyota's Japanese master craftsmen.
Remote Touch, Lexus's answer to BMW's iDrive and Audi's MMI, is optional and comes with Enform app integration. While the graphics are vastly improved over the original iteration, pushing down on the mouse-like controller to make a selection isn't as precise as the previous thumb button. Integration with the Bing search engine, Yelp business reviews, MovieTickets.com listings, and other apps is a neat feature, but 1 with limited appeal as they become essentially unusable when the vehicle is in motion -- even with a body in the passenger seat. When listening to Pandora Internet Radio, the system will only allow access to 25 stations at speed, an inexplicable frustration that's analogous to locking out certain FM radio frequencies.
Smooth Operator
While the infotainment system falls a bit short of expectations, the ES350's 3.5-liter V-6 that produces 268 hp and 248 lb-ft does the opposite. The engine is plenty powerful and it's genuinely rewarding to experience how the revs build quickly, smoothly, and almost musically toward the top end of the tachometer. The 6-speed automatic is well behaved, though largely unexceptional compared to the fast-acting, telepathic behavior or BMW and Audi's 8-speed automatics. Fuel economy, at 21/31 mpg, comes 2 mpg short of the turbocharged 4-cylinder of the BMW 328i.
Chassis Changes
For the new ES, the steering ratio has been quickened from 16.1:1 to 14.8:1, but the steering response still couldn't be described as "quick." Instead, the ES's steering improves from full-size-truck slow to that of a typical -- but not particularly sporty -- car. Drive Mode Select with eco, normal, and sport settings is standard and alters throttle mapping and the electric power-steering assist. In eco/normal modes, the steering is overassisted and underdamped, reminding us of that old Lexus character we were hoping to leave behind. Sport mode is much more balanced and strikes us as the true "normal." It's not especially heavy, but neither is it artificially energetic.
Body roll is reasonably controlled, but the ES still places the emphasis on a comfortable ride. To that end, the updated car boasts revised suspension components and geometry that calm some of the higher frequency disturbances that made their way to the driver's seat in the previous model. While cabin quietness mostly lived up to our expectations, some of Oregon's coarse road surfaces incited tire roar that was impossible to ignore.
Enter a Hybrid
The 6th-generation ES also introduces the 1st-ever hybrid model, the ES300h, with a gas/electric powertrain borrowed from -- what else -- the Camry. The 2.5-liter 4-cylinder engine, 2 electric motor/generators, and a continuously variable transmission receive only minor calibration tweaks in the move from Toyota to Lexus. Peak output is the same 200 hp as the Camry Hybrid, and the fuel economy rating is 40/39 mpg (city/highway). An EV mode allows feather-footed drivers to reach speeds of up to 25 mph for short distances without using the gas engine.
The hybrid's acceleration and brake feel bear only the faintest resemblance to what you experience in the V-6 car. Still, the ES hybrid is a far more pleasant fuel miser than the unsuccessful and unloved HS250h. That short-lived model has been killed off in light of the ES300h's significantly better fuel economy, larger cabin, and similar price. Exact pricing hasn't been announced, but Lexus says the ES300h will have the brand's smallest hybrid cost premium ever. We predict a starting figure right around $40,000. While the ES aesthetic has been rebooted with the 2013 model, the driving experience hasn't changed substantially. This is still the comfortable, nicely appointed, affordable luxury car it has always been. The ES's humble roots leave little room for massaging the car into a performer to match the brand's aspirations. We have no doubt that the ES will continue to contribute generously to Lexus's bottom line; its contribution to recreating the brand image, however, will be minimal.
2013 Lexus ES350
On sale: August 2012
Base price: $38,000 (est.)
Engine: 3.5L V-6, 268 hp, 248 lb-ft
Transmission: 6-speed automatic
Drive: Front-wheel
EPA mileage: 21/31 mpg
2013 Lexus ES300h
On sale: August 2012
Base price: $40,000 (est.)
Engine: 2.5L I-4 gas/electric hybrid, 200 hp (net)
Transmission: Continuously variable
Drive: Front-wheel
EPA mileage: 40/39 mpg
On sale: August 2012
Base price: $38,000 (est.)
Engine: 3.5L V-6, 268 hp, 248 lb-ft
Transmission: 6-speed automatic
Drive: Front-wheel
EPA mileage: 21/31 mpg
2013 Lexus ES300h
On sale: August 2012
Base price: $40,000 (est.)
Engine: 2.5L I-4 gas/electric hybrid, 200 hp (net)
Transmission: Continuously variable
Drive: Front-wheel
EPA mileage: 40/39 mpg
06-08-12, 05:27 AM
#10
Lead Lap
Thread Starter
Canada
'Practical Luxury" would be a good slogan for Lexus, and it's especially true of the Lexus ES.
In many ways the ES epitomizes Lexus and is one of the original founding vehicles that the brand has been built around. A sterling reputation for build precision, high quality and solid value for the money has made it the most popular Lexus.
The all-new 6th generation ES will come in 2 editions - the ES 350 and an ES 300h, a completely new hybrid version, when released next August. There's now a hybrid-drive version of nearly every Lexus in the product line, plus a couple of hybrid-only models.
As you might expect, the new ES has a new look, which Lexus describes as "Neo Luxury - Neo Smart." Many styling cues, including the new spindle grille design, come from a super-coupe concept vehicle called the LF-LC, which has been doing the auto show circuit.
Lexus has put engineering emphasis in this redesign to make the ES a better handling vehicle with a higher level of driving enjoyment. In spite of the fact that the new ES has a longer wheelbase and a (slightly) wider track, the chassis, steering and suspension changes do seem to give it a lighter and more balanced feel on the road. Straight line direction-al stability has also gained a more positive steering feel.
The chassis changes also take this ES further away from its Toyota Camry roots than any previous generation. And the difference becomes profound when you move inside and enjoy its opulent decor. It's also a larger cabin that offers considerably more rear passenger room (104 mm more legroom and 71 mm of extra knee space) compared to the cur-rent ES.
The trim packages start with a base version with (NuLux) synthetic leather upholstery. It looks good, is lighter than the real leather used on higher trim levels and gives an option to those opposed to the use of leather in cars. Then there's a Premium Package, Leather and Navigation Package, a Touring Package and a Technology Package.
That's certainly a lot of option packages for a luxury class car, which many buyers typically expect to come fully equipped. Lexus is not revealing the price structure on the new ES until closer to its release date in August, but expect a fairly wide price spread between a base version and a full-load top trim ES.
That said, you can certainly add some nice features, including rear cross traffic alert, a lane departure warning system, a blind spot alert system, vented as well as heated seats, a "Remote Touch" interface, a panoramic sun roof or a heated steering wheel. A new changeable drive mode feature is standard on both ES350 and ES300h.
Eco, Normal and Sport are the drive mode settings and are selected via a **** on the centre console. Steering feel and throttle response (and air-conditioning use) changes as you flick through the 3 set-tings, but not the suspension. You can also flick the transmission into a sport mode, if you're really in the mood for some spirited driving.
Power comes from a 3.5-litre 268-horsepower V6 engine in the ES 350 and it's mated to a 6-speed automatic transmission, which is basically the same as the current ES 350. It has good low engine speed grunt and in combination with the new sport mode features this ES can really move and is fun to drive.
The new ES 300h uses basically the same hybrid system that's in the Camry Hybrid. The gas engine is a 2.5-litre Atkinson cycle 4-cylinder, and in conjunction with the electric motor it can generate 200 hp and it is silky smooth in operation. Most drivers will also find the power provided to be more than adequate and there's an EV (electric) drive mode with a range of up to two kilometres.
The payoff for the ES 300h is, of course, at the gas pump and to the environment. Lexus, however, was not able to provide official fuel economy numbers and again promised them closer to the release date in August. I expect the numbers should be close to the new Camry Hybrid, which is an exceptionally good 4.9/5.1 L/100 km (city/highway).
The ES has been the top-selling Lexus in Canada for the past 5 years and 31 per cent of buyers were a previous owner of a Lexus ES. Now those are solid numbers!
Bob McHugh is a freelance automotive journalist, writing on behalf of BCAA. Contact him at to.mchugh@ shaw.ca
06-15-12, 03:57 PM
#11
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Pre-Production Review: 2013 Lexus ES 350 & ES 300h
http://www.thetruthaboutcars.com/201...s-350-es-300h/
http://www.thetruthaboutcars.com/201...s-350-es-300h/
The Lexus ES has been the best-selling Lexus sedan for decades, outselling every Lexus model except for the RX. While the ES was originally designed as the Japanese luxury brand’s entry-level vehicle in America, it is slowly becoming one of Lexus’ flagship products. To prove to us that Lexus has what it takes to reign supreme in the FWD luxury class they created in 1989, they flew us up to Oregon to sample the all-new, sixth generation ES 350 and 300h hybrid.
Exterior
“Why would you pay more for a fancy Camry?” Every Lexus owner has heard that statement from someone before. For 2013, the new ES rides on a variant of the Toyota Avalon’s skeleton. You won’t find any “Avalon” in the ES’s sheetmetal however. While the ES remains a very sedate sedan, the “spindle grille” seems to suit the ES better than the more expensive GS. Despite sharing nothing with the old ES, the new model is instantly recognizable, and that’s how Lexus owners like it (or so we are told.)
Interior
Aside from the rubbery dash and the wood trim, the old interior had a very “mid-market sedan” feel to it, primarily due to its and aging style. Lexus decided to bring the ES significantly upmarket with an all-new interior themed after the 2013 GS model we sampled earlier in the year. While the style isn’t quite my cup of tea, the fit and finish is perhaps the best in the Lexus lineup, easily rivaling the current generation LS. Regardless of your model or color choice, the dashboard is always black and always sports hand-stitched pleather. Unlike Buick’s molded-then-stitched dash, the ES’s interior is actually crafted by a skilled team of 12 in Japan, on sewing machines. While nobody at Lexus would comment, I couldn’t help drawing a comparison to the Lincoln MKS and Cadillac XTS. Why? Because the ES has grown inside, dishing out a whopping 40 inches of rear legroom (4 more than before, and suspiciously identical to the XTS). The ES’s interior is easily several steps ahead of the domestics when it comes to haptic quality, except for one major faux pas: the key fob. Like the new GS, the ES’s key feels incredibly cheap. Key quibbles aside, the ES delivers all the luxury schtick you could ask for, from heated rear seats and rear window shades to 10 standard airbags and a power trunk lid.
Drivetrain
While the 268HP V6 and 6-speed automatic transaxle are carried over from last year’s ES, Toyota has tweaked the transmission’s shift logic for greater efficiency. We tested the V6 model and it sprinted to 60MPH a hair faster (6.35 seconds) than the 2012 model we tested recently. This is thanks to revised transmission and traction control software that allow the vehicle to apply power with less wheel spin. While these refinements are interesting, the big news for 2013 is the ES hybrid. For the ES 300h, Lexus lifted the hybrid system out of the Camry Hybrid. Delivering 200 total system horsepower and about 200lb-ft of torque (Lexus has not released an official number yet), the system was able to scoot the model we tested to 60 in 7.28 seconds, or 3/10ths of a second slower than the lighter Camry Hybrid. Lexus is promising a luxury-segment besting 40MPG city, 39 city, 40 combined.
Infotainment
Base ES models were unavailable for testing, but we are told they are equipped with an 8-speaker audio system with Bluetooth and iPod integration and XM radio. Opting for the “display audio” buys you a 7-inch LCD coupled with the standard surround-sound system. A bump up to the navigation system gets you an 8-inch screen and opens the door to the 15-speaker Mark Levinson sound system. The ML system sounds as good as it does in the GS with a very natural balance and an excellent surround system. Sadly, Lexus’s awkward joystick/mouse interface came along for the ride. With Lexus’ market leaning towards older customers, I have a hard time believing my parents would be able to use the system.
Drive
Our brief 120 mile drive around the Oregon countryside, it was obvious there were no major theological shifts at work inside Lexus. The ES is still a softly sprung FWD highway cruiser. The thick rimmed steering wheel and sport button promise sporty driving, but when pushed moderately, the front heavy ES heads for the bushes. You know what? I’m OK with that. If you want something sportier, get a GS F Sport. Out on the road the hybrid ES 300h gives up a bit more grip thanks to different tire choices and a bit more curb weight, but it countered that with an impressive 42MPG average in our brief test. Thanks to electric power steering, all models are as numb as a remote-controlled car. As the industry continues to chase MPGs, numb steering is getting so normal that the ES is no worse than a number of German vehicles I could mention. Despite what Lexus may tell you, the Sport mode doesn’t help much.
Lexus has not finalized pricing as of this time, but we were told to expect the ES 350 to be “substantially similar” in pricing to the 2012 model. In addition to not raising the pricing bar, Lexus claims the ES will have “the lowest hybrid premium in the luxury market.” Since the Lincoln MKZ hybrid is the same price as the gasoline version, make what you will out of that. With a pricing scheme likely to range from $37,500-$48,000, it is worth pointing out that this significantly undercuts the FWD Lincoln MKS and the FWD Cadillac XTS by a fair margin. While the new ES may not set your loins on fire, it does offer a compelling balance of luxury features and will no doubt continue to be Lexus’ best selling sedan. With competition like this, Caddy and Lincoln had better watch their back, Lexus isn’t pulling any punches.
2013 ES 350
0-30 MPH: 2.55 Seconds
0-60 MPH: 6.35 Seconds
2013 ES 300h
0-30 MPH: 3.2 Seconds
0-60 MPH: 7.28 Seconds
Exterior
“Why would you pay more for a fancy Camry?” Every Lexus owner has heard that statement from someone before. For 2013, the new ES rides on a variant of the Toyota Avalon’s skeleton. You won’t find any “Avalon” in the ES’s sheetmetal however. While the ES remains a very sedate sedan, the “spindle grille” seems to suit the ES better than the more expensive GS. Despite sharing nothing with the old ES, the new model is instantly recognizable, and that’s how Lexus owners like it (or so we are told.)
Interior
Aside from the rubbery dash and the wood trim, the old interior had a very “mid-market sedan” feel to it, primarily due to its and aging style. Lexus decided to bring the ES significantly upmarket with an all-new interior themed after the 2013 GS model we sampled earlier in the year. While the style isn’t quite my cup of tea, the fit and finish is perhaps the best in the Lexus lineup, easily rivaling the current generation LS. Regardless of your model or color choice, the dashboard is always black and always sports hand-stitched pleather. Unlike Buick’s molded-then-stitched dash, the ES’s interior is actually crafted by a skilled team of 12 in Japan, on sewing machines. While nobody at Lexus would comment, I couldn’t help drawing a comparison to the Lincoln MKS and Cadillac XTS. Why? Because the ES has grown inside, dishing out a whopping 40 inches of rear legroom (4 more than before, and suspiciously identical to the XTS). The ES’s interior is easily several steps ahead of the domestics when it comes to haptic quality, except for one major faux pas: the key fob. Like the new GS, the ES’s key feels incredibly cheap. Key quibbles aside, the ES delivers all the luxury schtick you could ask for, from heated rear seats and rear window shades to 10 standard airbags and a power trunk lid.
Drivetrain
While the 268HP V6 and 6-speed automatic transaxle are carried over from last year’s ES, Toyota has tweaked the transmission’s shift logic for greater efficiency. We tested the V6 model and it sprinted to 60MPH a hair faster (6.35 seconds) than the 2012 model we tested recently. This is thanks to revised transmission and traction control software that allow the vehicle to apply power with less wheel spin. While these refinements are interesting, the big news for 2013 is the ES hybrid. For the ES 300h, Lexus lifted the hybrid system out of the Camry Hybrid. Delivering 200 total system horsepower and about 200lb-ft of torque (Lexus has not released an official number yet), the system was able to scoot the model we tested to 60 in 7.28 seconds, or 3/10ths of a second slower than the lighter Camry Hybrid. Lexus is promising a luxury-segment besting 40MPG city, 39 city, 40 combined.
Infotainment
Base ES models were unavailable for testing, but we are told they are equipped with an 8-speaker audio system with Bluetooth and iPod integration and XM radio. Opting for the “display audio” buys you a 7-inch LCD coupled with the standard surround-sound system. A bump up to the navigation system gets you an 8-inch screen and opens the door to the 15-speaker Mark Levinson sound system. The ML system sounds as good as it does in the GS with a very natural balance and an excellent surround system. Sadly, Lexus’s awkward joystick/mouse interface came along for the ride. With Lexus’ market leaning towards older customers, I have a hard time believing my parents would be able to use the system.
Drive
Our brief 120 mile drive around the Oregon countryside, it was obvious there were no major theological shifts at work inside Lexus. The ES is still a softly sprung FWD highway cruiser. The thick rimmed steering wheel and sport button promise sporty driving, but when pushed moderately, the front heavy ES heads for the bushes. You know what? I’m OK with that. If you want something sportier, get a GS F Sport. Out on the road the hybrid ES 300h gives up a bit more grip thanks to different tire choices and a bit more curb weight, but it countered that with an impressive 42MPG average in our brief test. Thanks to electric power steering, all models are as numb as a remote-controlled car. As the industry continues to chase MPGs, numb steering is getting so normal that the ES is no worse than a number of German vehicles I could mention. Despite what Lexus may tell you, the Sport mode doesn’t help much.
Lexus has not finalized pricing as of this time, but we were told to expect the ES 350 to be “substantially similar” in pricing to the 2012 model. In addition to not raising the pricing bar, Lexus claims the ES will have “the lowest hybrid premium in the luxury market.” Since the Lincoln MKZ hybrid is the same price as the gasoline version, make what you will out of that. With a pricing scheme likely to range from $37,500-$48,000, it is worth pointing out that this significantly undercuts the FWD Lincoln MKS and the FWD Cadillac XTS by a fair margin. While the new ES may not set your loins on fire, it does offer a compelling balance of luxury features and will no doubt continue to be Lexus’ best selling sedan. With competition like this, Caddy and Lincoln had better watch their back, Lexus isn’t pulling any punches.
2013 ES 350
0-30 MPH: 2.55 Seconds
0-60 MPH: 6.35 Seconds
2013 ES 300h
0-30 MPH: 3.2 Seconds
0-60 MPH: 7.28 Seconds
06-18-12, 02:56 PM
#13
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First Drive > 2013 Lexus ES 350
http://www.autoblog.com/2012/06/18/2...-drive-review/
http://www.autoblog.com/2012/06/18/2...-drive-review/
Same As It Ever Was
Toyota really caught us off guard at the 2012 New York Auto Show. While scanning the press materials for the 2013 Avalon, we noticed the word "sporty" was used on quite a few occasions, and the release even talked about foreign-to-the-Avalon concepts like "throttle response," "steering feel" and "paddle shifters." At the time, it appeared that Toyota was actually getting serious about injecting a bit of youth and enthusiasm into its most geriatric-friendly machine.
How is this relevant to the car we're discussing today, the 2013 Lexus ES? For the first time since its debut in 1989, the ES no longer shares its platform with the appliance-for-the-masses Toyota Camry, a vehicle that we recently described as "old and tired," despite being totally new for the 2012 model year. For this new, sixth-generation ES, Lexus has opted to use the platform that also underpins the upcoming Avalon, the same one that piqued our interest at the New York expo.
Lexus itself wants us to believe that this new ES is more athletic. Scan the company's literature and you'll read about the "direct steering feel" and the "sport mode [that] increases powertrain and steering responsiveness." Sure, it sounds like the usual PR mumbo-jumbo, but these sorts of phrases had never appeared in ES press releases before now.
This can't possibly be just another plushy-plush Camry, right?
It's one thing to make a new car fall in line with a brand's corporate styling direction, but when it comes to Lexus, we have to be honest: They're all starting to appear way too similar. The 2013 ES honestly looks as though someone took the handsome new GS and ran it through a softening filter on Photoshop. The creases aren't as pointy, the angles aren't as sharp, and while the end result is a nearly identical copy of the ES' rear-wheel-drive sibling, it's still very attractive. Moreover, it's certainly more aggressive and visually appealing than the rounded-off styling of the previous ES models.
Despite sharing its platform with the larger Avalon, the ES hasn't grown too much in size. It gains 1.7 inches of additional wheelbase (111.0 total), one inch of additional length (192.7) and 0.8 inches of height. Width, at 71.7 inches, is unchanged. Even with this slight increase in size, engineers managed to reduce overall weight by 56 pounds thanks to the widespread use of high-strength, lightweight steel in the body. And while the length and wheelbase have only been extended ever-so-slightly, Lexus has managed to add four inches of additional rear legroom.
The big news for 2013 is that there are now two ES models on offer – the naturally aspirated ES 350 and the ES 300h hybrid. Only a trained eye will be able to tell the two apart on the road – the hybrid model setting itself apart with unique 17-inch alloy wheels, a rear decklid spoiler, unique rear valence and hybrid-appropriate badges. That's it.
Our Nebula Gray Pearl ES 350 rode on standard 17-inch six-spoke alloy wheels wrapped in P215/55R17 Bridgestone Turanza EL400 tires. Two optional wheels are available: a ten-spoke 17-inch set, or larger 18-inch rollers that use P225/45-series rubber. You can't get the larger alloys on the 300h, but that's alright. Even the smaller wheels look perfectly adequate on the ES.
So, remember what we said about the ES' exterior styling compared to the GS? You could say exactly the same thing about the interior. And despite feeling like a downgrade from the better-detailed and more visually appealing (and more expensive) GS, it's definitely a huge step forward from the last generation.
Still, this is a Lexus, so you shouldn't be surprised to learn that the ES' cabin is just as cushy-comfy-quiet as any other car in the automaker's stable. You really can't go wrong with a Lexus interior, though one could argue that some of the buttons and switchgear feel a little dated. The center stack has a clean, simple layout, lined at the top by air vents with an analog clock smack dab in the middle. The backlit instrument panel is attractive and bright, and sitting inside the ES is pleasant overall. It's not overstyled and you never feel like you're having to hunt-and-peck for buttons or controls. It's elegant, it's refined and it all just... works.
Unlike the GS with its massive 12.3-inch colorful navigation/information display, the big space on the ES' dashboard is filled with a standard seven-inch screen, controlled by a **** on the center console. Opting for navigation – part of either the Premium, Luxury or Ultra Luxury packages – will get you an eight-inch display mated to Lexus' Remote Touch movable mouse-like joystick – a feature that, even after a few years, we still can't quite get used to. Other available goodies include a premium Mark Levinson audio system, HID headlamps, heated and cooled seats, a trio of sunshades for the rear windows, a heated steering wheel, ambient lighting, a one-touch power trunk and much, much more. Lexus' nifty smartphone-based Enform telematics system also comes standard.
We didn't have a chance to test the nifty new ES 300h with its 2.5-liter Atkinson-cycle inline-four, a setup that's estimated to achieve a combined fuel economy rating of 40 miles per gallon. Still, other drivers we spoke to said this powertrain is just as smooth and as quiet as you'd expect... or as you'd find in a Camry Hybrid. The inline-four on its own puts out 156 horsepower and 156 pound-feet of torque, though combined with the extra grunt of the 1.6-kWh battery, Lexus says the ES 300h puts down a total of 200 hp.
The ES 350 uses the same 3.5-liter V6 as the Camry, good for 268 hp and 248 lb-ft of twist, mated to a six-speed automatic transmission with a manu-matic function (no paddle shifters, though). This is the exact same powertrain as the outgoing Camry-based ES, though thanks to the slightly lower curb weight and some engine massaging, fuel economy has been given a respectable bump to 21/31 mpg city/highway – gains of two mpg in both driving cycles versus the outgoing car.
The engine and power delivery are perhaps the best parts about the whole driving experience, even though the ES weighs in at a full 310 pounds heavier than a Camry SE with the same engine. There's ample grunt off the line – you'll hit 60 miles per hour in 7.1 seconds – and the six-speed automatic is quite the smooth operator. The engine even sounds good when you're winding it up, and despite being geared to achieve maximum efficiency, the automatic 'box isn't afraid to kick down a notch or two for passing.
As much as we probably should have taken Toyota's sporty phrases with a grain of salt when the Avalon was revealed, we must remember – the Lexus division is perfectly capable of making vehicles that are pretty darn good to drive. Just look at the new GS, not to mention other decent steers like the CT and IS. All of the exterior styling and interior changes certainly work together to make you believe that this new Lexus isn't just a gussied-up Camry anymore, but after a drive around metro Detroit, we aren't as convinced.
The ES comes equipped with a drive select **** on the center console where you can choose between Normal, Eco and Sport modes. Depending on your selection, the steering and throttle response is altered, and while we definitely noticed more of a punch during initial acceleration in Sport mode, the differences between the Normal and Eco settings are mostly transparent.
ES 300h models add a fourth drive mode – EV – that can move the car on pure electric power at speeds up to 25 mph (if you're easy on the throttle). It won't last long, though. Lexus says that even with a fully charged battery, the engine will kick on after about a mile or so.
The suspension, however, isn't completely capable of handling what the V6 can throw down. It's easy to get the front wheels to chirp when pulling away from a stop (yes, even in Eco mode), and there's noticeable body roll, even during run-of-the-mill turning situations. Lexus has reworked the front suspension by adding opposite-wound coil springs that work to improve straight-line stability (because cars only go straight, remember), and the rear geometry has simply had its cushiness factor turned up to 11.
We gave the V6 Camry negative marks for using the same 11.6-inch discs as its four-cylinder kin, and – surprise, surprise – the same brakes are used here in the ES, only with 310 more pounds of heft to halt. Operating the stop-pedal provides very little feedback, and while we never felt like we had to dig deep into the carpet to get ample stopping power, we can see these smaller discs fading fast after periods of consistent use (something that's admittedly unlikely for the average ES owner).
That all-important steering feel, however, was our biggest letdown. Lexus has employed an electronic power assisted rack (no surprise there) and the steering ratio has been quickened from 16.1:1 to 14.8:1, but all this means is that the steering is no longer completely devoid of any responsiveness whatsoever. On-center feel was completely numb with excessive play in the wheel, and while we did feel a bit of dialed-in feedback in Sport mode, it was a far cry from being even remotely engaging. The steering either feels non-communicative or downright fake. Take your pick.
What we have here are a decent powertrain, wafty suspension and very little in the way of steering feel. Sounds like the old ES, doesn't it? Granted, we didn't think the new car would be light-years better than the model it replaces, but we definitely didn't expect it to feel almost exactly the same.
We're disappointed, but that doesn't make the ES a bad car. Keep in mind, this is Lexus' best-selling sedan, so we can't blame the company for not wanting to change its formula. Lexus has sold over one million of these things, and ES buyers prove to be some of the brand's most loyal customers. If it ain't broke, don't fix it. But if it ain't sporty, don't tease us.
Pricing will be announced closer to the car's on-sale date in mid-August, and while Lexus officials are extremely tight-lipped as of this writing, we're told that the ES will offer "segment-leading value." Currently, the price of entry for the ES 350 is $36,725 and with every option box ticked, you'll be running around $46,000. Lexus also assures us that the price premium for the hybrid model will be the lowest compared to any other car in its segment.
For us, though, the more aggressive styling and well-appointed interior just aren't enough to change our opinion of this, our least-favorite Lexus. It's a step forward from the outgoing car, but those sporty characteristics are only skin-deep.
We should have known better than to get excited by an Avalon.
Toyota really caught us off guard at the 2012 New York Auto Show. While scanning the press materials for the 2013 Avalon, we noticed the word "sporty" was used on quite a few occasions, and the release even talked about foreign-to-the-Avalon concepts like "throttle response," "steering feel" and "paddle shifters." At the time, it appeared that Toyota was actually getting serious about injecting a bit of youth and enthusiasm into its most geriatric-friendly machine.
How is this relevant to the car we're discussing today, the 2013 Lexus ES? For the first time since its debut in 1989, the ES no longer shares its platform with the appliance-for-the-masses Toyota Camry, a vehicle that we recently described as "old and tired," despite being totally new for the 2012 model year. For this new, sixth-generation ES, Lexus has opted to use the platform that also underpins the upcoming Avalon, the same one that piqued our interest at the New York expo.
Lexus itself wants us to believe that this new ES is more athletic. Scan the company's literature and you'll read about the "direct steering feel" and the "sport mode [that] increases powertrain and steering responsiveness." Sure, it sounds like the usual PR mumbo-jumbo, but these sorts of phrases had never appeared in ES press releases before now.
This can't possibly be just another plushy-plush Camry, right?
It's one thing to make a new car fall in line with a brand's corporate styling direction, but when it comes to Lexus, we have to be honest: They're all starting to appear way too similar. The 2013 ES honestly looks as though someone took the handsome new GS and ran it through a softening filter on Photoshop. The creases aren't as pointy, the angles aren't as sharp, and while the end result is a nearly identical copy of the ES' rear-wheel-drive sibling, it's still very attractive. Moreover, it's certainly more aggressive and visually appealing than the rounded-off styling of the previous ES models.
Despite sharing its platform with the larger Avalon, the ES hasn't grown too much in size. It gains 1.7 inches of additional wheelbase (111.0 total), one inch of additional length (192.7) and 0.8 inches of height. Width, at 71.7 inches, is unchanged. Even with this slight increase in size, engineers managed to reduce overall weight by 56 pounds thanks to the widespread use of high-strength, lightweight steel in the body. And while the length and wheelbase have only been extended ever-so-slightly, Lexus has managed to add four inches of additional rear legroom.
The big news for 2013 is that there are now two ES models on offer – the naturally aspirated ES 350 and the ES 300h hybrid. Only a trained eye will be able to tell the two apart on the road – the hybrid model setting itself apart with unique 17-inch alloy wheels, a rear decklid spoiler, unique rear valence and hybrid-appropriate badges. That's it.
Our Nebula Gray Pearl ES 350 rode on standard 17-inch six-spoke alloy wheels wrapped in P215/55R17 Bridgestone Turanza EL400 tires. Two optional wheels are available: a ten-spoke 17-inch set, or larger 18-inch rollers that use P225/45-series rubber. You can't get the larger alloys on the 300h, but that's alright. Even the smaller wheels look perfectly adequate on the ES.
So, remember what we said about the ES' exterior styling compared to the GS? You could say exactly the same thing about the interior. And despite feeling like a downgrade from the better-detailed and more visually appealing (and more expensive) GS, it's definitely a huge step forward from the last generation.
Still, this is a Lexus, so you shouldn't be surprised to learn that the ES' cabin is just as cushy-comfy-quiet as any other car in the automaker's stable. You really can't go wrong with a Lexus interior, though one could argue that some of the buttons and switchgear feel a little dated. The center stack has a clean, simple layout, lined at the top by air vents with an analog clock smack dab in the middle. The backlit instrument panel is attractive and bright, and sitting inside the ES is pleasant overall. It's not overstyled and you never feel like you're having to hunt-and-peck for buttons or controls. It's elegant, it's refined and it all just... works.
Unlike the GS with its massive 12.3-inch colorful navigation/information display, the big space on the ES' dashboard is filled with a standard seven-inch screen, controlled by a **** on the center console. Opting for navigation – part of either the Premium, Luxury or Ultra Luxury packages – will get you an eight-inch display mated to Lexus' Remote Touch movable mouse-like joystick – a feature that, even after a few years, we still can't quite get used to. Other available goodies include a premium Mark Levinson audio system, HID headlamps, heated and cooled seats, a trio of sunshades for the rear windows, a heated steering wheel, ambient lighting, a one-touch power trunk and much, much more. Lexus' nifty smartphone-based Enform telematics system also comes standard.
We didn't have a chance to test the nifty new ES 300h with its 2.5-liter Atkinson-cycle inline-four, a setup that's estimated to achieve a combined fuel economy rating of 40 miles per gallon. Still, other drivers we spoke to said this powertrain is just as smooth and as quiet as you'd expect... or as you'd find in a Camry Hybrid. The inline-four on its own puts out 156 horsepower and 156 pound-feet of torque, though combined with the extra grunt of the 1.6-kWh battery, Lexus says the ES 300h puts down a total of 200 hp.
The ES 350 uses the same 3.5-liter V6 as the Camry, good for 268 hp and 248 lb-ft of twist, mated to a six-speed automatic transmission with a manu-matic function (no paddle shifters, though). This is the exact same powertrain as the outgoing Camry-based ES, though thanks to the slightly lower curb weight and some engine massaging, fuel economy has been given a respectable bump to 21/31 mpg city/highway – gains of two mpg in both driving cycles versus the outgoing car.
The engine and power delivery are perhaps the best parts about the whole driving experience, even though the ES weighs in at a full 310 pounds heavier than a Camry SE with the same engine. There's ample grunt off the line – you'll hit 60 miles per hour in 7.1 seconds – and the six-speed automatic is quite the smooth operator. The engine even sounds good when you're winding it up, and despite being geared to achieve maximum efficiency, the automatic 'box isn't afraid to kick down a notch or two for passing.
As much as we probably should have taken Toyota's sporty phrases with a grain of salt when the Avalon was revealed, we must remember – the Lexus division is perfectly capable of making vehicles that are pretty darn good to drive. Just look at the new GS, not to mention other decent steers like the CT and IS. All of the exterior styling and interior changes certainly work together to make you believe that this new Lexus isn't just a gussied-up Camry anymore, but after a drive around metro Detroit, we aren't as convinced.
The ES comes equipped with a drive select **** on the center console where you can choose between Normal, Eco and Sport modes. Depending on your selection, the steering and throttle response is altered, and while we definitely noticed more of a punch during initial acceleration in Sport mode, the differences between the Normal and Eco settings are mostly transparent.
ES 300h models add a fourth drive mode – EV – that can move the car on pure electric power at speeds up to 25 mph (if you're easy on the throttle). It won't last long, though. Lexus says that even with a fully charged battery, the engine will kick on after about a mile or so.
The suspension, however, isn't completely capable of handling what the V6 can throw down. It's easy to get the front wheels to chirp when pulling away from a stop (yes, even in Eco mode), and there's noticeable body roll, even during run-of-the-mill turning situations. Lexus has reworked the front suspension by adding opposite-wound coil springs that work to improve straight-line stability (because cars only go straight, remember), and the rear geometry has simply had its cushiness factor turned up to 11.
We gave the V6 Camry negative marks for using the same 11.6-inch discs as its four-cylinder kin, and – surprise, surprise – the same brakes are used here in the ES, only with 310 more pounds of heft to halt. Operating the stop-pedal provides very little feedback, and while we never felt like we had to dig deep into the carpet to get ample stopping power, we can see these smaller discs fading fast after periods of consistent use (something that's admittedly unlikely for the average ES owner).
That all-important steering feel, however, was our biggest letdown. Lexus has employed an electronic power assisted rack (no surprise there) and the steering ratio has been quickened from 16.1:1 to 14.8:1, but all this means is that the steering is no longer completely devoid of any responsiveness whatsoever. On-center feel was completely numb with excessive play in the wheel, and while we did feel a bit of dialed-in feedback in Sport mode, it was a far cry from being even remotely engaging. The steering either feels non-communicative or downright fake. Take your pick.
What we have here are a decent powertrain, wafty suspension and very little in the way of steering feel. Sounds like the old ES, doesn't it? Granted, we didn't think the new car would be light-years better than the model it replaces, but we definitely didn't expect it to feel almost exactly the same.
We're disappointed, but that doesn't make the ES a bad car. Keep in mind, this is Lexus' best-selling sedan, so we can't blame the company for not wanting to change its formula. Lexus has sold over one million of these things, and ES buyers prove to be some of the brand's most loyal customers. If it ain't broke, don't fix it. But if it ain't sporty, don't tease us.
Pricing will be announced closer to the car's on-sale date in mid-August, and while Lexus officials are extremely tight-lipped as of this writing, we're told that the ES will offer "segment-leading value." Currently, the price of entry for the ES 350 is $36,725 and with every option box ticked, you'll be running around $46,000. Lexus also assures us that the price premium for the hybrid model will be the lowest compared to any other car in its segment.
For us, though, the more aggressive styling and well-appointed interior just aren't enough to change our opinion of this, our least-favorite Lexus. It's a step forward from the outgoing car, but those sporty characteristics are only skin-deep.
We should have known better than to get excited by an Avalon.
06-18-12, 03:50 PM
#14
Lead Lap
Thread Starter
AutoBlog
Engine:
3.5L V6
Power:
268 HP / 248 LB-FT
Transmission:
6-Speed Auto
0-60 Time:
7.1 Seconds
Top Speed:
130 MPH
Drivetrain:
Front-Wheel Drive
Curb Weight:
3,549 LBS
Seating:
2+3
Cargo:
15.2 CU-FT
MPG:
21 City / 31 HWY
MSRP:
N/A
Toyota really caught us off guard at the 2012 New York Auto Show. While scanning the press materials for the 2013 Avalon, we noticed the word "sporty" was used on quite a few occasions, and the release even talked about foreign-to-the-Avalon concepts like "throttle response," "steering feel" and "paddle shifters." At the time, it appeared that Toyota was actually getting serious about injecting a bit of youth and enthusiasm into its most geriatric-friendly machine.3.5L V6
Power:
268 HP / 248 LB-FT
Transmission:
6-Speed Auto
0-60 Time:
7.1 Seconds
Top Speed:
130 MPH
Drivetrain:
Front-Wheel Drive
Curb Weight:
3,549 LBS
Seating:
2+3
Cargo:
15.2 CU-FT
MPG:
21 City / 31 HWY
MSRP:
N/A
How is this relevant to the car we're discussing today, the 2013 Lexus ES? For the 1st time since its debut in 1989, the ES no longer shares its platform with the appliance-for-the-masses Toyota Camry, a vehicle that we recently described as "old and tired," despite being totally new for the 2012 model year. For this new, 6th-generation ES, Lexus has opted to use the platform that also underpins the upcoming Avalon, the same one that piqued our interest at the New York expo.
Lexus itself wants us to believe that this new ES is more athletic. Scan the company's literature and you'll read about the "direct steering feel" and the "sport mode [that] increases powertrain and steering responsiveness." Sure, it sounds like the usual PR mumbo-jumbo, but these sorts of phrases had never appeared in ES press releases before now.
This can't possibly be just another plushy-plush Camry, right?
It's 1 thing to make a new car fall in line with a brand's corporate styling direction, but when it comes to Lexus, we have to be honest: They're all starting to appear way too similar. The 2013 ES honestly looks as though someone took the handsome new GS and ran it through a softening filter on Photoshop. The creases aren't as pointy, the angles aren't as sharp, and while the end result is a nearly identical copy of the ES' rear-wheel-drive sibling, it's still very attractive. Moreover, it's certainly more aggressive and visually appealing than the rounded-off styling of the previous ES models.
Despite sharing its platform with the larger Avalon, the ES hasn't grown too much in size. It gains 1.7 inches of additional wheelbase (111.0 total), 1 inch of additional length (192.7) and 0.8 inches of height. Width, at 71.7 inches, is unchanged. Even with this slight increase in size, engineers managed to reduce overall weight by 56 pounds thanks to the widespread use of high-strength, lightweight steel in the body. And while the length and wheelbase have only been extended ever-so-slightly, Lexus has managed to add four inches of additional rear legroom.
The big news for 2013 is that there are now 2 ES models on offer – the naturally aspirated ES 350 and the ES 300h hybrid. Only a trained eye will be able to tell the 2 apart on the road – the hybrid model setting itself apart with unique 17-inch alloy wheels, a rear decklid spoiler, unique rear valence and hybrid-appropriate badges. That's it.
Our Nebula Gray Pearl ES 350 rode on standard 17-inch 6-spoke alloy wheels wrapped in P215/55R17 Bridgestone Turanza EL400 tires. 2 optional wheels are available: a 10-spoke 17-inch set, or larger 18-inch rollers that use P225/45-series rubber. You can't get the larger alloys on the 300h, but that's alright. Even the smaller wheels look perfectly adequate on the ES.
So, remember what we said about the ES' exterior styling compared to the GS? You could say exactly the same thing about the interior. And despite feeling like a downgrade from the better-detailed and more visually appealing (and more expensive) GS, it's definitely a huge step forward from the last generation.
Still, this is a Lexus, so you shouldn't be surprised to learn that the ES' cabin is just as cushy-comfy-quiet as any other car in the automaker's stable. You really can't go wrong with a Lexus interior, though one could argue that some of the buttons and switchgear feel a little dated. The center stack has a clean, simple layout, lined at the top by air vents with an analog clock smack dab in the middle. The backlit instrument panel is attractive and bright, and sitting inside the ES is pleasant overall. It's not overstyled and you never feel like you're having to hunt-and-peck for buttons or controls. It's elegant, it's refined and it all just... works.
Unlike the GS with its massive 12.3-inch colorful navigation/information display, the big space on the ES' dashboard is filled with a standard 7-inch screen, controlled by a **** on the center console. Opting for navigation – part of either the Premium, Luxury or Ultra Luxury packages – will get you an 8-inch display mated to Lexus' Remote Touch movable mouse-like joystick – a feature that, even after a few years, we still can't quite get used to. Other available goodies include a premium Mark Levinson audio system, HID headlamps, heated and cooled seats, a trio of sunshades for the rear windows, a heated steering wheel, ambient lighting, a 1-touch power trunk and much, much more. Lexus' nifty smartphone-based Enform telematics system also comes standard.
We didn't have a chance to test the nifty new ES 300h with its 2.5-liter Atkinson-cycle inline-4, a setup that's estimated to achieve a combined fuel economy rating of 40 miles per gallon. Still, other drivers we spoke to said this powertrain is just as smooth and as quiet as you'd expect... or as you'd find in a Camry Hybrid. The inline-4 on its own puts out 156 horsepower and 156 pound-feet of torque, though combined with the extra grunt of the 1.6-kWh battery, Lexus says the ES 300h puts down a total of 200 hp.
The ES 350 uses the same 3.5-liter V6 as the Camry, good for 268 hp and 248 lb-ft of twist, mated to a 6-speed automatic transmission with a manu-matic function (no paddle shifters, though). This is the exact same powertrain as the outgoing Camry-based ES, though thanks to the slightly lower curb weight and some engine massaging, fuel economy has been given a respectable bump to 21/31 mpg city/highway – gains of 2 mpg in both driving cycles versus the outgoing car.
The engine and power delivery are perhaps the best parts about the whole driving experience, even though the ES weighs in at a full 310 pounds heavier than a Camry SE with the same engine. There's ample grunt off the line – you'll hit 60 miles per hour in 7.1 seconds – and the 6-speed automatic is quite the smooth operator. The engine even sounds good when you're winding it up, and despite being geared to achieve maximum efficiency, the automatic 'box isn't afraid to kick down a notch or 2 for passing.
As much as we probably should have taken Toyota's sporty phrases with a grain of salt when the Avalon was revealed, we must remember – the Lexus division is perfectly capable of making vehicles that are pretty darn good to drive. Just look at the new GS, not to mention other decent steers like the CT and IS. All of the exterior styling and interior changes certainly work together to make you believe that this new Lexus isn't just a gussied-up Camry anymore, but after a drive around metro Detroit, we aren't as convinced.
The ES comes equipped with a drive select **** on the center console where you can choose between Normal, Eco and Sport modes. Depending on your selection, the steering and throttle response is altered, and while we definitely noticed more of a punch during initial acceleration in Sport mode, the differences between the Normal and Eco settings are mostly transparent.
ES 300h models add a 4th drive mode – EV – that can move the car on pure electric power at speeds up to 25 mph (if you're easy on the throttle). It won't last long, though. Lexus says that even with a fully charged battery, the engine will kick on after about a mile or so.
The suspension, however, isn't completely capable of handling what the V6 can throw down. It's easy to get the front wheels to chirp when pulling away from a stop (yes, even in Eco mode), and there's noticeable body roll, even during run-of-the-mill turning situations. Lexus has reworked the front suspension by adding opposite-wound coil springs that work to improve straight-line stability (because cars only go straight, remember), and the rear geometry has simply had its cushiness factor turned up to 11.
We gave the V6 Camry negative marks for using the same 11.6-inch discs as its 4-cylinder kin, and – surprise, surprise – the same brakes are used here in the ES, only with 310 more pounds of heft to halt. Operating the stop-pedal provides very little feedback, and while we never felt like we had to dig deep into the carpet to get ample stopping power, we can see these smaller discs fading fast after periods of consistent use (something that's admittedly unlikely for the average ES owner).
That all-important steering feel, however, was our biggest letdown. Lexus has employed an electronic power assisted rack (no surprise there) and the steering ratio has been quickened from 16.1:1 to 14.8:1, but all this means is that the steering is no longer completely devoid of any responsiveness whatsoever. On-center feel was completely numb with excessive play in the wheel, and while we did feel a bit of dialed-in feedback in Sport mode, it was a far cry from being even remotely engaging. The steering either feels non-communicative or downright fake. Take your pick.
What we have here are a decent powertrain, wafty suspension and very little in the way of steering feel. Sounds like the old ES, doesn't it? Granted, we didn't think the new car would be light-years better than the model it replaces, but we definitely didn't expect it to feel almost exactly the same.
We're disappointed, but that doesn't make the ES a bad car. Keep in mind, this is Lexus' best-selling sedan, so we can't blame the company for not wanting to change its formula. Lexus has sold over 1 million of these things, and ES buyers prove to be some of the brand's most loyal customers. If it ain't broke, don't fix it. But if it ain't sporty, don't tease us.
Pricing will be announced closer to the car's on-sale date in mid-August, and while Lexus officials are extremely tight-lipped as of this writing, we're told that the ES will offer "segment-leading value." Currently, the price of entry for the ES 350 is $36,725 and with every option box ticked, you'll be running around $46,000. Lexus also assures us that the price premium for the hybrid model will be the lowest compared to any other car in its segment.
For us, though, the more aggressive styling and well-appointed interior just aren't enough to change our opinion of this, our least-favorite Lexus. It's a step forward from the outgoing car, but those sporty characteristics are only skin-deep.
We should have known better than to get excited by an Avalon.
Last edited by GS69; 06-18-12 at 03:53 PM.