LEXUS ES BLENDS STRIKING DESIGN WITH LUXURY
Lexus’ best- selling saloon was always bland to drive. The new-gen model hopes to fix that
about the enhanced suppression of noise, vibration and harshness.
Around the smooth country roads of this scenic American state, the ES proves a very quiet and comfortable car to be in. Once again, the ES scores well in this department when compared to its intended opposition.
Since Lexus wants to give the ES a flatter ride like in the latest LS, the wallowed feel is a thing of the past. And the good thing is that the ES really hasn’t sacrificed any comfort for a firmer chassis that pays dividends for a more controlled ride on highways and in corners.
As well, the steering has been re-tailored to feel sharper. There’s hardly any slack in a straight line but it also feels more precise — although driving enthusiasts may wish to switch the drive mode to Sport for more steering weight.
The ES probably doesn’t handle as fluently as in a 5 Series, but it is remarkably well-conceived for its own game. Actually, the ES somehow has a very similar handling and ride balance, as in the rear-drive LS, and manages to conceal its front-drive origins by tucking its nose well when going in and out corners.
A number of petrol-powered models are available, including the four-cylinder
ES200, ES250, ES300h and six-pot ES350. But due to tax considerations, the one chosen for Thailand is the hybridequipped ES300h, for when sales start in mid-August.
Which is quite a good thing, because the ES300h is the most fuel-efficient one, is capable of producing less than 100g/km of CO2 (when homologated in Thailand), and doesn’t lack usable power as the two lesser ones do. As for the ES350 — it will be subject to the highest excise taxation (40% vs the 8% rate of the ES300h).
The 2.5-litre engine and nickel metalhydride battery providing juice for the electric motor may all sound like familiar components from the previous ES300h. However, all of these are supposedly new developments. A particular improvement is the repositioning of the battery pack to below the rear seats, allowing boot space to go uncompromised.
Lexus says it has evaluated the use of the more modern lithium-ion battery, and that it has been ruled out on grounds of cost. As well, the nickel variation has been a proven technology for both Lexus and Toyota. The lithium-ion type would only come on stream should Lexus decide to sell a plug-in hybrid, which it has never done yet. The 5 Series, Mercedes-Benz E-Class and Volvo S90 have all gone plug-in in Thailand.
Even so, the ES300h still does a good job delivering a reasonably good balance between performance and economy. Mated to a CVT automatic, the ES300h yields linear performance, feels a tad more responsive than ever, and is capable of more than 20kpl. And best of all, you don’t have to worry about getting the ES300h plugged into a wall socket.
The downside remains the vocal engine when pure-electric mode (only in very short bursts at low speeds) isn’t used, although it isn’t noisy like before, thanks to those extra levels of noise insulation fitted between the firewall of the engine compartment.
Three grades are being planned for the ES300h. The most notable feature that will only appear in the top model is the reclining function of the rear backrests, which is something Thais should like. Although the ES300h is still an import, Lexus hopes to price it somewhere between 3.5 and 4 million baht.
Unlike before, the ES300h stands a better chance against its rivals, which is why the Thai Lexus office is hoping to double sales of it.
Yes, the ES300h is a much better executive saloon to drive than before, while still managing to yield the comfort potential clients have come to expect. The ES300h now deserves some attention.