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Ten Second Review

The Lexus ES is a full-sized Executive saloon that might get forgotten in a segment dominated by cars like the BMW 5 Series, the Mercedes E-Class or the Audi A6. Yet it doesn't deserve to be. In this rejuvenated MK8 form, it offers (non-Plug-in) full-Hybrid power or a full-EV drivetrain and either way, delivers a better value proposition than its Teutonic competitors. If you want to spoil yourself in this class, but at sensible money, the ES could be an appealing package.

Background

Europe likes to think it's the world's most important automotive market but in truth, that honour now belongs to China. Increasingly then, we going to get global brands creating cars prioritising the Oriental customer. Here's a good example, the eighth generation Lexus ES. We've only had the ES in Europe since 2019, when it replaced four generations of the brand's GS model in the full-executive segment dominated by European players like the BMW 5 Series, the Audi A6 and the Mercedes E-Class. The first six generations of ES weren't sold on our continent - but we didn't miss much as they were broadly just rebranded versions of the Toyota Camry saloon which this model line has always been based. The MK7 ES was a bit less a Camry clone and this MK8 gets even more of its own identity. And, even more importantly, for the first time can be had not only as a Hybrid but also with the option of full-EV power.

Engines and Tech Spec

The big news with this MK8 ES is the availability of a full-EV drivetrain, but most versions of this model Iine will continue to be chosen with the full-Hybrid powerplant you'd expect a Lexus to have. It's not much different to the unit that was offered with the previous generation model, the mainstream ES 300h variant featuring a 2.5-litre petrol engine mated with an electric motor. What has changed though, is that this motor is now energised by a much bigger higher voltage battery, so efficiency should be considerably improved. Total output is either 200bhp or 245bhp and both front and four-wheel driven alternatives are available. Thanks to this eighth generation model's redesigned Lexus Global Architecture-K platform, a full-EV drivetrain can now be accommodated for ES customers. The base ES 350e is front-driven with a single motor offering 221bhp. The alternative ES 500e features DIRECT4 all-wheel drive via two electric motors which together put out a combined 338bhp. Whatever kind of drivetrain you decide upon, you won't be expecting pin-sharp handling, but Lexus says that's been improved by a new variable gear steering rack. Ride quality, previously an ES strongpoint, has been improved thanks to a new multi-link rear suspension layout. Expect refinement to be excellent with either drivetrain.

Design and Build

There's a new design direction here, but it seems to draw more from Toyota than anything particularly recognisable as Lexus. Think current Prius, but super-sized and more technically advanced. Still, that's not a bad-looking confection and there's now much more of a swept-back coupe-style look for the single saloon body shape all markets will be offered. It's curious that Lexus still doesn't want to emulate its rivals by doing an estate version. Those competitors were smaller than the previous generation ES, a trend continued here, the 5,140mm length being 165mm longer than before. Notable design touches include a full-width rear light bar; a narrow slat between the front lights instead of a big grille; and a strange meandering profile feature line that makes its way from the rear wheel to the front wing. Apart from badging, the only visual difference between EV and Hybrid models is the electric variant's charge port on the front wing, as opposed to the Hybrid's rear-mounted fuel filler cap. Where this car's Chinese market emphasis is most obvious is inside the minimalist cabin, where physical controls have largely been banished. Functions are mostly located on a big 14-inch central touchscreen, the driver's primary interface, though there's also a row of touch-sensitive climate controls directly underneath. There's a digitalised instrument cluster of course - 12.3-inches in size; and a clean, wide centre console with the drive selector, some hidden storage and a couple of USB-C ports. Upholstery is in synthetic leather for what Lexus thinks is 'a clean and modern aesthetic'. The rear seat might sell you this car. For a start, it's very spacious, with 77mm more leg room than the previous model. Plus the now-higher seating position makes getting in and out easier. And, unusually and rather uniquely in this class, the back seats can be optioned with the kind of reclining function you'd find in a boardroom large segment saloon from the next class up. There's not quite as much boot capacity as rivals. Nor can you extend the 456-litre capacity figure by folding the rear bench.

Market and Model

Expect an upsurge in ES pricing over the previous generation model - but not too much of one. Budget between £45,000 and £60,000 for an ES and you won't be too far out - which represents a useful saving on the kind of money you'll be charged for a similarly-well equipped Audi A6 Saloon, BMW 5 Series or Mercedes E-Class. The figures just quoted apply to likely prices for the Hybrid version - which is the one most customers are expected to want. Add around £5,000 to those figures for the EV model. Standard kit across the range includes synthetic upholstery, a 12.3-inch instrument cluster and a 14-inch LexusConnect infotainment display with regular over-the-air wireless software updates to ensure constant feature improvements. As usual, there's also the LexusLink+ app to allow you to remotely interact with your ES whilst you're away from it. Most owners will want the optional Mark Levinson surround sound set-up. All versions come with the Lexus Safety System+ package, which means advanced standard safety features that include a driver monitor system and adaptive high beam. There's also Blind Spot Monitoring and Rear Cross Traffic Alert with automatic braking. A range of equipment option packs will be available, giving customers the opportunity to add bundled additional technology, comfort and convenience features.

Cost of Ownership

As with the previous generation ES, the Hybrid drivetrain is of the non-Plug-in kind: which is why it's so much cheaper than German hybrid rivals who only offer Plug-in technology. Thanks to this MK8 model's bigger Hybrid drive battery, for the volume 2WD Hybrid variant, we expect a useful increase on the efficiency figures of the previous generation ES 300h. For reference, those were around 60mpg on the combined cycle and just over 100g/km of CO2 (depending on wheel size). As you'd expect, to get the full benefit of the potential efficiency of this Lexus, you've got to do your part as a driver - and that means proactive use of the various modes and systems provided. To get anywhere near the figures being quoted, you'll need to keep the car locked into the 'Drive Mode Select' system's 'Eco' mode, which moderates throttle response and engine power output while tweaking the climate control. Plus you'll also need to keep a very careful eye on the Hybrid system indicator on the dash, making sure that it stays as often as possible in either of the blue 'Eco' or 'Charge' zones. As for the full-EV model, well Lexus is targeting a 350 range between charges, which would be class-competitive. Across the line-up, garage visits should cost you significantly less than would be the case with a diesel rival, thanks to the low maintenance requirements built into the Hybrid Synergy Drive system. As part of this, there's no starter motor or alternator to go wrong, no drive belts to break, a maintenance-free timing chain, no particulate filter to get clogged up with diesel fumes and of course, thanks to the CVT auto gearbox, no clutch either.

Summary

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 arguably this ES delivers as well, if not 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. We can't expect the EV model's range figure to be quite as good as the best of the German opposition. And yes, there is a slight whiff of Toyota in some elements of this design. But it's very well disguised - and helps with this car's strong value proposition. If you're choosing in this segment, the decision you've to make is whether you'll continue to select a full-sized Executive Saloon based on the choice you've maybe always made and perhaps some sense of perceived 'sportiness'. If not, this ES has quite a case to make. One thing's for sure: if you're after the most rational choice in the class, you might be looking at it right here.