Lexus ES 350 & ES 300H – Which Is More Satisfying?

The Lexus ES has always been comfortable and luxurious but far from sporty. It has been aimed at people who simply want to be pampered while driving from Point A to Point B. and it did that very well, ranking as one of our top-rated upscale sedans. But Lexus has modified that formula with the 2013 redesign. And the overall result is a less satisfying car.

Lexus ES 350

The new ES still provides a comfy, quiet interior, gets good fuel economy, and is likely to be very reliable. But the car’s cosseting, easygoing nature has been dialed back, with a less plush ride, cuts in interior refinement, and more complicated controls. And despite Lexus’ claims of injecting more sportiness into the ES, it’s no more agile or fun to drive.

We tested two versions: the ES 350, with a 3.5-liter V6 engine, and the ES 300h, the model’s first hybrid. Both drivetrains perform well. The V6 is slick and powerful and returns a good 25 mpg overall. The hybrid delivers ample zip, while squeezing out an excellent 36 mpg overall and 44 on the highway.

Lexus ES 300H

Although the ES still rides well, it’s no longer luxury-car plush, feeling instead like a generic family sedan. It has adequate room inside but it’s not particularly spacious for the class. At first glance, the cabin furnishings look really good. But a closer inspection reveals some cheaper materials than in the past and general impressions of cost-cutting. Lexus has also done away with the simple touch-screen controls of the previous ES, instead using more complicated systems that can make it more difficult to perform common functions

The tested cars were similarly priced- $43,702 for our well-equipped ES 350, $44,017 for a comparatively basic 300h. And both are several thousand dollars more than competitive six-cylinder models such as the Hyundai Genesis, Chrysler 300, and Acura TL.

The tested cars were similarly priced- $43,702 for our well-equipped ES 350, $44,017 for a comparatively basic 300h.

Our bottom line: if you want a car with the Lexus badge or want to take advantage of the highly touted Lexus dealership experience, the ES probably won’t disappoint. But you can get much of the same package for notably less money in the Toyota Camry, which is based on the same platform. Another alternative is the Toyota Avalon, redesigned for 2013, which has more space and the same powertrains as the ES.

Short on sport.

Handling remains quite mundane in the new ES Body lean develops quickly in turns. The steering isn’t particularly quick and is short on driver feedback. When we pushed the car to its handling limits at our track, the ES was rather sloppy, under-steering early. Electronic stability control kept the car secure, and it managed an OK speed in our avoidance maneuver, but it didn’t instill much confidence in our drivers while they negotiated the emergency handling tests.

The previous ES had a silky-smooth ride, but the new car lacks its isolation. The ride isn’t as tied down or as cushy as we expect from a luxury sedan, especially with the optional 18-inch wheels.

Quietness is a high point, with low levels of road noise. The V6 models is more hushed than the hybrid, whose regenerative braking whines during deceleration.

The ES 350’s V6 is mated to a six-speed automatic transmission that shifts smoothly and promptly. The 300h uses a smooth continuously variable transmission and can dive on electric power alone at low speeds.

Slip-sliding luxury

More basic ES models have Toyota’s NuLuxe synthetic leather, which is a pretty good imitation of the real thing. Real leather is an option. The seats and dash are well finished. But some switches and plastic panels look cheap and out of place in an upscale sedan.

Most drivers will find a decent fit behind the wheel, but head room is just adequate under the sunroof. A power tilt-and-telescoping steering wheel helps, although some drivers wanted it to extend further.

The Remote Touch controller can be confusing and distracting

The front seats are wide and accommodating, although the cushion loses support during long trips. Rear-seat passengers will find a good deal of leg room, but head room is skimpy for 6-footers and thigh support could be better. The seat is comfortable for two people, but three will be happy only for short trips.

Instrument displays are bright, clear, and easy to read. ES models without navigation, such as our 300h, have a 7-inch dash screen and a rotary control knob on the center console, similar to BMW’s iDrive system. The menus tend to be logically arranged, but operating the system can be distracting.

Versions with navigation, such as our 350, come with a larger screen and Lexus’ Remote Touch controller, a mouse like pad on the center console. It’s well-implemented, but using it is more complex than simply rotating a knob, increasing the potential for distraction. With Remote Touch, you can use voice commands to perform some radio and navigation functions, although the system is more limited than other we’ve seen.

Versions with navigation, such as our 350, come with a larger screen and Lexus’ Remote Touch controller, a mouse like pad on the center console

The ES 350’ trunk is roomy, nicely finished, and slightly larger than the 300h’s, but neither models comes with a folding rear seat.

The 300h’s gas/electric drivetrain delivers an impressive 36 mpg overall.

More test findings

·         Braking: Very good on wet and dry surfaces. The 350’s pedal good feel and was easy to modulate. With regenerative braking, the 300h’s pedal feel was nonlinear, which made modulation difficult.

·         Headlights: Optional HID low beams provide good forward visibility, very good sideward visibility, and excellent intensity. A distinct cut-off in the low-beam pattern can reduce the range of visibility as the ES moves over dips and bumps in the road.

·         Access: fairly easy to the front and rear seats, although rear passengers will need to duck their heads to avoid bumping into the sloping roofline.

·         Visibility: good, despite typical sedan problems, such as thick rear roof pillars and a high trunk deck. There are decent-sized front and side windows and large side mirrors. The rear-view camera, blind-spot monitoring, and cross-traffic alert systems work well.

·         Cabin storage: Moderate. The glove box doesn’t have much leftover room with the super-thick owner’s manual inside

·         Head restraints: the second-row center restraint is not tall enough, even when raised, to provide adequate protection.

·         Child seats: some rear-facing seats might be difficult to secure because of the narrow center seating position and the tendency of the child seats to tilt when installed with a safety belt. The LATCH anchors in the rear outboard seats are difficult to access.

Ratings upscale sedans: all tested models in performance order

Hyundai genesis 3.8