LEXUS ES SALOON

By Jonathan Crouch

Introduction

One of the world's best selling Lexus models is one you might rarely have heard of, the ES. Prior to 2018, we'd never previously seen this model in our market and it was a car that often got forgotten in a sector dominated by contenders like the BMW 5 Series, the Mercedes E-Class or the Audi A6. Yet it doesn't deserve to be. It offers (non-Plug-in) petrol/electric hybrid power for less than you'd pay for a smoky diesel version of a Teutonic competitor. And much more equipment too. If you want to spoil yourself in this segment and luxury and low running costs take precedence over drive dynamics, the ES could be an appealing used car package.

Models

4dr Saloon (2.5 Hybrid ES 300h) - [standard, Premium, F-Sport, Takumi]

History

By 2018, four generations of GS saloon had represented the Lexus brand in the full-sized part of the executive saloon segment since 1991, all of them rear-driven, just as the brand thought Mercedes E-Class, BMW 5 Series and Audi A6-segment buyers wanted. But the GS was expensive to build and couldn't provide the price advantage over the Teutonic competition that Lexus really needed to make headway in this class. For three decades, the company had had a model line on its books better placed to do that, but prior to 2018, the reasons why had prevented the model in question, this 'ES', from ever being sold in Europe. Put simply, the ES model's engineering had always been more affordable because much of it had been shared with the humble Toyota Camry sedan that US buyers love so much. This side of the pond, Lexus has always based its model range around cars that differ far more fundamentally from their Toyota counterparts; it took until 2018 for the design of the ES to suit our continent in that way - or at least that's what was claimed here. Actually, this seventh generation XZ10 model still shared plenty with a Camry, not only its GA-K platform but also the 2.5-litre self-charging hybrid engine that set this Lexus apart from the diesel models that back at the end of this century's second decade still dominated in this segment. But much else was different - notably the suspension, refinement, cabin design and of course the exterior styling, which took its cue from some of the brand's most eye-catching shapes from this period and made quite an arresting statement in the office car park. At the time of this car's launch in early 2019, over 2.3 million ES models were already pounding global roads - worldwide in fact, this was the company's second best seller. But the MK7 design was larger than any of its predecessors - and more dynamically-orientated too, despite its front-driven format. Plus it was more affordable, better equipped and safer than the old GS had ever been. This ES was offered here in a single ES 300h full-Hybrid form and got a light facelift in 2021, which lasted it through to the end of this generation model sales in 2026.

What You Get

The looks of this car will be a major determining factor in making people want to try it. Quite a bit was borrowed from the Lexus brand's top boardroom-level luxury saloon, the LS - and that's a good thing in our book, giving this ES a car park presence that German rivals struggle to emulate. At nearly five metres in length, this was actually one of the lengthiest contenders from its era in the full-sized part of the Executive class - 36mm longer for instance, than an Audi A6 of this time. This, along with the rearward-sloping fast roof line and the lower bonnet line enabled by the GA-K platform combine to deliver a sense of gravitas and streetside status that this model line never previously had, with a silhouette styled around what Chief Designer Yasuo Kajino called a theme of 'Provocative Elegance'. Behind the wheel, you find yourself in a cabin apparently inspired by 'Omotenashi', the Japanese art of hospitality and you'll probably find it to be refreshingly different if your middle management motoring life so far has had a Teutonic theme. The sweeping stylised lines, the unique choice of trimming and texture and the sumptuously supportive seats all impress. Less welcome is Lexus's insistence on forcing you to operate the 8 or 12.3-inch central infotainment screen with a fiddly central lower touchpad, which is difficult to use on a bumpy road. The instrument display you view through this lovely three-spoke wheel isn't fully digital, but its central dial is. The binnacle's top stitched cowl is lovely; the horn-style controls sticking out of either side of it aren't. Classy distinctly Lexus touches include the infra-red 'Climate Concierge' system that orchestrates the ideal climate for each person in the car. And the 17-speaker 'concert hall-style' Mark Levinson surround sound audio system that was either optional or standard, depending on trim. In the rear, leg room isn't too bad: Lexus reckoned that there was actually only a millimetre less than the boardroom level LS saloon that competed at this time in the class above, though that car was poor in that regard. That slightly restricted ceiling height necessitated by the sloping roof might be an issue for taller passengers but cabin width is average by class standards - there's more of it than you get in a Mercedes E-Class of this era; and accommodation of a third person if needed is helped by the reasonably low centre transmission tunnel. Out back, you get a 454-litre capacity which, though probably quite sufficient for most likely owners, is quite a bit down on what you'd get from obvious segment diesel rivals from this time. Still, this space is notably wide and decently long, so it's pretty usable. For longer items, a ski hatch is included, even if you've a 'Takumi' variant like this one with the powered reclining seat back. But it's annoying that the folding seat backs you get on other saloons in this class can't be offered here. That's because of the two metal braces that Lexus felt the need to incorporate into the body shell to stiffen it, one ring-shaped and the other V-shaped. So trips from IKEA with flat pack furniture are out. You might be relieved to hear that.

What You Pay

Prices for this ES 300h start with an early standard model on an '18-plate valuing from around £20,000 (around £23,250 retail). Allow around £2,000 more for better 'F-Sport' spec. If you can stretch to one of the post 2021-era facelifted models, values start from around £27,400 (around £31,500 retail) for a '21-plate standard-spec model. For one of the last '26-plate models ('Premium'-spec), you'll need from around £34,700 (around £38,750 retail). All quoted values are sourced through industry experts cap hpi. <a href="https://hpivaluations.com/">Click here for a free valuation.</a>

What to Look For

As so often with Lexus cars, very little goes wrong. Look out for stone chips on the thin paint and cloudy chrome finishing, plus minor cabin squeaks (such as near the roof or A-pillar) and sunroof rattles. High mileage or older variants may face battery degradation or failure, requiring replacement or reconditioning. There was a recall in 2020 for a batch of ES models that faced an engine block coolant/oil leak recall. Inspect the expensive big wheels for scrapes and scratches. Obviously insist on a full service record.

Replacement Parts

(approx prices based on a 2020 ES 300h - ex Vat) Lexus parts aren't that much cheaper than those you'd get from the premium German marques, so don't expect big bargains here. Genuine oil filters start around £12-£15, and front wiper blades are about £15-£42. Front brake pads sets can be anything from £20-£95, depending on brand. A pair of front brake discs can be anything from £60-£190 depending on brand. A Lexus alternator is in the £280-£450 bracket. A Lexus starter motor is in the £200-£350 bracket.

On the Road

So what's the ES experience like? Very quiet, is the answer at the wheel of the ES 300h petrol/electric hybrid version, which was the only one on offer in our market. Silence when first you begin and push the starter button. Silence when you ease through slow-moving rush hour traffic, the engine cutting in only above 25mph, unless you've a particularly heavy right foot. Like most hybrids, the car can trickle along powered by the battery pack only (as it is from start-off) or more usually, with a combination of both battery and engine, something you can monitor via a graphic display in the centre of the dash. A provided 'EV' button allows you a mandatory all-electric setting but it won't last for long because this is a 'self-charging' system, not a Plug-in set-up, hence its more affordable pricing. Of course with a petrol/electric hybrid, you don't get the kind of pulling power that would be on offer from a rival four cylinder diesel model from rival models in this segment. This ES hybrid's 2.5-litre powerplant has considerably less torque than one of those, though its 215bhp combined system output initially looks quite promising. As usual with a Lexus Synergy Drive powertrain, you must have it mated to a belt-driven CVT auto gearbox that, when you need rapid power, tends to encourage engine flare but not a great deal of noticeable extra forward motion. Talking of that, 62mph from rest if you're really pushing on can be dealt with in 8.9s en route to 112mph. And there's a 'Drive Mode Select' system with 'Eco' and 'Sport' settings, depending on how you want to drive. The front driven layout doesn't have the bite of rear-driven German competitors at speed through the turns, even if you opt for the more dynamic 'F-Sport'-trimmed model which features 'Adaptive Variable Suspension'. Few likely Lexus buyers though, care much about a dynamic drive. More relevant are running costs; the WLTP-rated combined cycle fuel consumption isn't quite up to diesel standards though.

Overall

The car magazines will tell you that most buyers in the full-sized Executive sector expect a highly tuned degree of handling finesse from their saloons. Which of course is rubbish. The average business buyer of a car of this kind wants comfort, luxury and the lowest benefit-in-kind taxation position possible as part of an exemplary low running cost proposition. All of which this Lexus ES delivered better than any other contender in this segment. No, you can't throw it around like a 5 Series or even an Audi A6. The hybrid electric drivetrain can still be frustrating when instant acceleration is called for. And yes, there is a slight whiff of Toyota Camry in some elements of this design. But it's very well disguised - and anyway, that's what enables this contender to offer significantly more advanced engine technology than its diesel rivals for a significantly lower price. Start to drive in a way that suits both car and engine and you'll quickly start to understand why a small but loyal band of owners like this ES so much. The very things that limit its driver appeal contribute to its relaxed refinement and unhurried sense of elegance. If you've got to the point in your life where those attributes start to really appeal, then maybe you're ready for a Lexus. Perhaps even this one.