Lexus hybrid big on comfort, space, fuel savings
The Lexus ES was introduced way back in 1990, the hybrid version in 2013. It received a major update in 2016 when the brand’s signature spindle grill and Lshaped DRLs (daytime running lights) appeared.
Known for refinement, luxury and quiet operation, the ES received additional safety features for 2017. Standard equipment across the full model range now includes a rear view camera, Lane Departure alert, pre-collision system, radar-based cruise control and automatic high beam headlights.
The interior is clear evidence of the Lexus reputation for quality. The materials used and manner in which they have been assembled is faultless.
This is a very spacious fourdoor sedan, especially in terms of rear-seat accommodations.
The battery component of the hybrid system takes up space available for luggage in the conventional ES. The result is a fairly small trunk and fixed rear seatbacks.
The ES300 has a very pleasant ride, supple and all but ignorant of rough surfaces. On the downside there is considerable lean when pushed in the corners — an unlikely scenario for owners of this vehicle unless they are caught unaware by an off-ramp.
Toyota/Lexus has more recharge the hybrid battery system. Most companies have difficulty smoothing over the switch from regular friction braking to regenerative braking — that point when the heat is being captured. Attempts to brake smoothly and consistently are thwarted by a sudden transition.
Braking in the ES 300h is devoid of this annoyance.
Lexus has an industry-wide reputation for excellence in addressing noise, vibration and harshness. That reputation was initially based on the big LS luxury sedan.
Lessons perfected there have filtered down the rest of the Lexus line and are clearly evident in the ES. You can operate the ES300h in pure electric mode for short distances under light throttle. That makes an impressively quiet car even more so.
The ability to keep it in pure electric mode though relies on a flat or declining road and a very light foot.
The system transitions readily to gas and electric mode. Speaking of the system, the same hybrid powertrain is also used in the Lexus NX and CT as well as the Toyota RAV 4, Highlander and Camry.
They all have a 2.5-litre fourcylinder engine operating on the Atkinson Cycle — the timing is altered for maximum fuel efficiency. The resulting slight loss of power is made up by the additional poke from the electric motor. The net output is 200 horsepower.
You can’t simply combine the maximum output of the engine and electric motor because the peaks do not coincide.
The ES300h gives up 68 horsepower compared to the gasolineonly version. It is also equipped with a continuously variable automatic transmission. The result is a two-second penalty when accelerating from rest to 100 km/h and a continuous moan from the engine compartment. I wish Toyota and others would take a lesson from Hyundai/Kia and use a conventional automatic transmission in their hybrids.
Having said that, I think the 300h hybrid is more suited to the car’s role as an affordable quiet luxury car than the 268-horsepower V6 used in other models. The extra punch and immediate throttle response of the V6 is more suited to my driving style. But consumers who opt for this hybrid are far less likely to spend time at wide-open throttle and will find the power more than adequate.
And of course there is the issue of fuel mileage. This big, comfortable luxury car burns less fuel in the city or on the highway than smaller econoboxes. Over almost 1,000 km of mixed use, I consistently — despite my driving style — achieved 6-7 litres/100 km. For those of you who have not yet converted to the metric system, that is 40-47 mpg.
The Lexus ES comes in conventional (ES350) and hybrid (ES300h) forms, at prices ranging from $43,100 for the ES350 in base form to $54,750 for the ES300h with the executive package.