Lexus ES300 first drive review

12 Янв 2015 | Author: | No comments yet »

Toby Hagon

Make an

It has the quietest closing automated lid in the business and some panel that have reduced 5mm to 3.8mm.

Just in case you wondering.

It’s that of attention to detail that the latest addition — or — to the Lexus range.

The ES was once a sales hero for the before being unceremoniously in 2006 is back, hoping to to a loyal buyer base and more buyers into a affordable full sized offering.

And Lexus executives admit the car doesn’t have the appeal of its siblings, the smaller IS and sized GS.

Instead the ES, which is from $63,000 (plus and dealer costs) is about the end of the market rather than the end that is a tag line attached to with a nice set of wheels.

Driving the front wheels, the ES against the large prestige but it makes up for it with acres of leg room (more than a according to the claim, which is than the regular version of LS limousine that’s more double the price).

In the rear, the Lexus ES is a supremely comfortable Even with long-legged in the front there’s still space for similarly sizeable in the back. A large arm rest – with ventilation and audio – tops of the luxury experience.

But the noise – or lack thereof – cements the ES as a very comfortable

Even at 100km/h there’s a whisper of wind noise, the triple layer insulating and aerodynamic fins carefully on the outside no doubt helping the

Road noise, too, is well in check on all but the poorest of

And the engine is suitably muted. In the of the 3.5-litre V6 (with 204kW of there’s some aural at higher revs, but it’s hushed.

The 2.5-litre four-cylinder is even quieter, partly the engine is often not running – electric motors instead the car – and when it is it’s not very

It’s that hybrid – producing 151kW of power – the most logical choice for the ES

Fitted to the ES300h models, it has a hit of performance from a standstill to the muscle of the electric motor. the engine kicks in it continues to speed confidently, something helps it power well up and generally keep pace on country roads.

As with Toyota and Lexus hybrids the of the brake pedal isn’t as progressive as with regular thanks to the regenerative braking teams traditional brakes the reversing of the charge in the electric It’s not bad but sometimes requires more thought on average to ensure passengers aren’t their heads.

The V6 is an altogether punchier drivetrain, more muscle in the middle to engine revs. The six-speed is generally smooth and makes the of the solid torque at 3000-4000rpm.

But it at the expense of fuel use. consumption is 9.5 litres per 100km, or 43 per more than the hybrid (at

It’s also off the pace of rivals, suggesting the hybrid is the of the drivetrains for the ES.


It’s on the road the ES starts to lose some but really only if you push a bit into a bend.

It’s clear there’s weight over its nose, so it can be than elegant when a tightens. However we didn’t put it its full dynamic paces so be less comfortable deciding its when it comes to grip

Lexus has given the car a thick-rimmed wheel, presumably to emphasise the improvements over the previous (a car not sold in Australia) but there’s not the tactility and agility common on rivals.

Cruising on a freeway or with city traffic is a story, and the ES is a thoroughly accomplished that pampers occupants in a way few luxury cars can.

The emphasis on dynamic prowess can its toll on ride quality, or But Lexus has clearly made a to forgo some of the former to occupants more comfortable bumps and lumps.

The ES does some hints of cost though, something more when comparing it to others the Lexus stables. While the design themes and presentation is with the IS and GS, the attention to detail Some of the knobs and trims, for might be silver coloured but don’t have the higher cool touch of the real used in those other

The speedo, too, separates in 10km/h increments and doesn’t a digital speedo as a backup.

a shame because the variable glow of the entire cluster (it for Eco and Sport modes) is classy, the ambient lighting (we didn’t see it we only drove during the should lift the interior at The tacho that transforms a power gauge on the hybrid is also a neat touch.

So the ES300h and ES350 aren’t to follow some of their – including the company’s own GS range – a flowing bend. But they ensure occupants get most of the experience without some of the dynamic excitement.

Price: From $63,000, on-road and dealer costs

2.5-litre four-cylinder, electric


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