Reviewed: Susan Frissell

 

2014 Lexus ES 300h

2014 Lexus ES 300h

An addition to the Lexus ES mid-size luxury sedan, the 300 h hybrid version is a pleasant vehicle. This first hybrid version is selling very well. Competition is a-plenty and includes such players as Ford Fusion, Ford C-Max, VW Jetta and Prius C, all in the hybrid game.

Changes for 2014 include a few things, namely new bulbs in the fog lamps (LED). On the inside, updates include heated and ventilated front seats, available with NuLuxe trim. Perforation was also added to front and rear seat inserts on NuLuxe-trimmed seats (with optional heated and ventilated front seats only). The sedan adds Siri Eyes Free Mode, as well.

Launched in August 2012 as a 2013 model, the ES carries forward as essentially the same car for 2014, with just a few minor trim and feature updates. In 2013, Lexus predicted that one out of four (25 percent) FWD ES sedans sold would be a hybrid; the prediction has proven to be accurate. Sales average over 1,200 per month and with 12,096 sold through September, it’s on track this year for close to 17,000.

To have won over Lexus customers is a coo; particularly since they traditionally were looking for an upscale Toyota and the experience of being catered to. In addition, not every automotive consumer is convinced hybrid and/or electric is the way to go. Many are still sitting on the fence, this writer included; in fact, hybrids only comprise 4 percent of U.S. sales. Thirdly, hybrids and EV vehicles are all priced considerably higher than traditional sedans/SUVs. Further ahead than many automotive manufacturers, Toyota seems to have it down when it comes to electric vehicles/hybrids.

As the leader with Prius years ago, they have developed a formula that works. Every other car in the Chicago area-or so it seems-is a Prius! Performance doesn’t seem to be a huge criteria for hybrid buyers; mileage is; helping the environment is. Based on the Toyota Avalon frame, the Lexus ES sedan gets its power from Toyota’s 2.5-liter Atkinson cycle engine, along with a permanent magnet AC synchronous motor and motor/generator. Horsepower is 156. The 108-pound, 1.6-kwh liquid-cooled battery pack is located in the trunk and volume is 12.1 cubic feet compared to 15.2 for the non-hybrid.

There are a few cues that tell the onlooker the ES 300h is a hybrid: the Hybrid badging and the power readouts on the dash. Although fairly comfortable, the ES’ seating did require for this writer, some time to get to the place where it fit properly: Too high-too low-not close enough-too close. We’ve enjoyed other manufacturer’s driver’s seats more. The extra room added by the 111.0-inch wheelbase, three people can ride comfortably in the rear seating.

Some of the standard equipment on the ES 300h includes an Analog clock (reminds us of the Infiniti), auto-dimming interior mirror, glow-in-the-dark emergency interior trunk release handle, heated external mirrors with memory, HomeLink programmable garage door opener, illuminated entry system: front and rear seating areas, engine start button, driver and front passenger foot-well areas and exterior mirror puddle lamp areas, and illuminated gas and trunk release buttons.

2014-Lexus-ES-300h-front-seats

Lest one think there isn’t a trick to getting the most out of a hybrid arrangement, keeping the gas engine in check (read: not running all the time), the mpg can reach 39/40 mpg. Experienced hybrid owners desiring maximum return know this and drive accordingly. Driving the ES hybrid in an “ordinary” pace will produce fuel economy between 32-38 mpg. Aggressive driving will be on the lower scale and below. rated mileage is 40/39 mpg, 40 mpg combined. liter V6 ES 350 which is rated at 21 mpg city, 31 highway, 24 combined.

Braking action is more precise than for instance, the Toyota Highlander we recently tested. Jerky and unpredictable, the Highlander’s braking was nerve-wracking. The regenerative brakes help to regulate speed in the hybrid, controlling motion. As is typical for hybrids with continuously variable transmissions (CVT), the engine note does not usually correspond linearly with the car’s rate of acceleration. The ES 300h is of course, not a performance sedan; rather an all-around daily driver of a sedan; which is why it has remained so popular with consumers. The ES 300h qualifies as a SULEV (Super Ultra Low Emissions Vehicle).

Pricing for the ES 300h starts at $40,260 including $910 destination. While the ES 350 and ES 300h are very similar, the major advantage in opting for the hybrid is a combined EPA rated economy of 40 mpg, compared to 24 for the ES 350. The ES 300 Hybrid is otherwise identical to the ES 350 non-hybrid in terms of sheet metal, interior design, creature comforts and ride.

If it matters, and it does to some buyers, driving the 300 h hybrid version over the years adds up to better resale value, insurance premiums, anticipated maintenance, fuel costs, what kind of price you can get from a dealer, and the value of not having to stop for gas as often, are all considerations. Along with, of course, your contribution to the environment.

Our like list includes Lexus’ seamlessly operating drivetrain; roomy backseat, NHTSA crash test results and its ease of handling.

Direct competitors from upscale rivals include the new Infiniti Q50 hybrid, beginning at around $55,000, and delivering only 29 combined mpg. Also available is the BMW ActiveHybrid 3. The new Honda Accord Hybrid at upwards of $36,000 (Touring model), and bests even the 300 h at 50/45 mpg. Other choices include Lincoln MKZ Hybrid (45 mpg.),Toyota Camry Hybrid and of course, Toyota Avalon Hybrid.

SPECS

MSRP: $39,500 Engine: 2.5-liter, 4-cylinder, 156 hp,

Transmission: CVVT

Wheelbase: 111 in.

Length: 192.7 in.

Height: 57.1 in.

Width: 71.7 in.

Curb weight: 3,660 lb.s

EPA fuel economy: 49/39 mpg.

Fuel tank capacity: 17.2 gallons

Tires: 215/55VR17

Wheels: 17×7.0-in., 6-spoke alloy

Warranty: 4 yr./50,000-mile Basic; 1 yr./unlimited mileage Free maintenance; 6 yr./70,000-mile Drivetrain; 4 yr./unlimited Roadside assistance; 6 yr./unlimited Rust