2013 Lexus ES

2013 Lexus ES

Episode 3149
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

While long the best selling car in the Lexus line-up, the ES has not only had to compete with other entry-level luxury sedans, it’s also had to stay a few notches above the increasingly lavish Toyota Camry on which it was based. Well, now it’s time for an all-new ES, with a new dimension, and some electrifying new hardware. Let’s drive the result!

It’s hard to believe that the 2013 Lexus ES is the 6th generation of the brands entry-level luxury stalwart. And, while it has evolved greatly over the years, never before has it seen such substantial change, as it is now based on the stretched Camry chassis of the upcoming full-size Toyota Avalon. That means a much bigger interior, with over 4-inches of added legroom for the back seat. 

While it’s true the Camry itself has gotten more refined and luxurious over the years, it simply can’t match the level of material quality or options you can get in the ES, like a 15-speaker Mark Levinson audio system, semi-aniline leather on the dash, along with Birdseye Maple or Bamboo wood trim. Navigation is not standard, but if you opt for it, inputs are by a much improved, second generation of Lexus’ remote touch system.

NuLuxe fake leather is standard, but most cars will come fitted with the real thing covering very comfortable seat padding. 10 airbags and Lexus Safety Connect are standard, but not a backup monitor. Hi-tech safety options include Lane Departure Alert, Rear Blind Spot Monitoring, and Rear Cross Traffic Alert. Trunk capacity is 15.2 cubic feet, while the ES hybrid holds 20% less to make room for its battery. That’s right, after recently dropping the HS hybrid from the line-up Lexus has added a hybrid to the ES family, the ES 300h.

Styling is mostly the same for both the standard 350 and the 300h sedans, with a more aggressive look clearly aimed at decreasing the average ES buyer’s age. The front end is wider, nicely incorporating the Lexus family spindle grille, as well as lots of sharp lines. While the new ES is bigger in every dimension, overall length comes in just 1.6-inches longer at 192.7. There are lots of aero aids throughout, including on the door frames and tail lights. The hybrid adds rear spoiler and a hidden exhaust outlet, replacing the ES 350’s dual exhaust setup.

Powering the ES 300h is the Camry’s 2.5-liter I4-based hybrid system that delivers out 200-horsepower through a CVT transmission. The mainstream ES 350 uses a carryover 3.5-liter V6 that sends its 268-horsepower, along with 248 pound feet of torque through a 6-speed automatic. Both feature a Drive Mode selector with Normal, Sport, and Eco modes, with an EV setting for the hybrid.

The ES 350’s Government Fuel Economy Ratings are 21-City and 31-Highway, a slight bump over last year. While The ES 300h hybrid comes in at 40-City and 39-Highway giving the 300h an Energy Impact Score that’s about as good as it gets with annual oil consumption of just 8.2-barrels per year and only 3.7 tons of yearly CO2 emissions. 

There’s a reason many of us use “quiet as a Lexus” when describing ultra-quiet cars, and indeed not much has changed there. But what has changed, is the ES350 has gotten a tiny bit more dynamic, but not at the risk of sacrificing any of the silkiness or extreme comfort that the brand is known for. Think smooth and easy, just like Lionel Richie. 

Suspension set-up consists of MacPherson struts up front and dual-link struts in the rear, and the ES remains front wheel drive only. Ride quality is plush, as the ES, unlike the recently revamped GS, makes no pretentions of being a sport sedan; it’s all about wrapping the driver in solid comfort and luxury. Electric Power Steering feels natural and a tad quicker than before. The driving experience of the hybrid is exactly the same, and we put it on par with the Infinti M for power-train smoothness. It’s very pleasant to drive, save for some uncharacteristic- for Lexus-engine noise. Power feels every bit as strong as the V6 too, where a nice hit of electric motor torque gets you up and going.

Pricing for the 2013 Lexus ES 350 is actually down a bit from last year, however, starting at $36,995 for the ES 350. The ES 300h hybrid goes for $39,745 or $2,750 more than the V6. You can tell designers put a lot of effort into making sure the 2013 Lexus ES lands well ahead of its rivals. It is a much better ES, one that should keep current owners happy, as well as attract new ones. With it no-compromise-on-luxury interior, and the addition of a very well executed hybrid, the new ES is a two-pronged approach that will spark plenty of sales. 

Specifications

  • Engine: 3.5-liter V6
  • Horsepower: 268
  • Torque: 248 lb-ft.
  • EPA: 21 mpg city/ 31 mpg highway
2024 Hyundai Kona EV 1

2024 Hyundai Kona Electric

Plugging In And Riding The Wave

Episode 4410
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

With Hyundai expanding their fantastic lineup of IONIQ EVs, it’s easy to forget about the Kona, which has been available in all-electric form since 2019. In fact, this second-gen Kona was designed as an EV from the get-go and adapted to employ ICE powertrains for those who are either not ready or not willing to go down the full EV path. It’s a great strategy, one we’re about to dive further into.

As we nudge closer to the theoretical end of the internal-combustion engine for our personal transportation, it’s vehicles like this 2024 Hyundai Kona, available with both ICE and electric powertrains, as in this Kona Electric, that are best equipped for this transition, allowing consumer demand to be the sales driver.

All Kona Electrics are front-wheel drive, available in SE, SEL, and Limited trims. The base SE gets a 133-horsepower motor and a range of 200 miles from its 48.6-kWh battery. SEL and Limited get a larger 64.8-kWh battery, and a bigger 150-kW motor producing 201 horsepower and 188 lb-ft of torque. This Limited is rated for 261 miles, but based on our highway-heavy driving loop, we’d put the actual range closer to an impressive 290 miles. With DC Fast charging, the Kona Electric can get to 80 percent in 43 minutes, and with the charge port mounted right up front, we like the convenience of being able to just pull right up to the charger without worrying about which side the port is on.

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Now, this is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors. And it was plenty quick at our test track, where despite a hesitation to deliver full power immediately off the line, 60 mph arrived in just 7.1 seconds; plenty quick for a commuter car and half a second quicker than its turbocharged ICE counterpart. Power did seem to taper off towards the end of the track, but we still managed to clear the quarter in a decent 15.6 seconds at 92 mph. Stops from 60 were well-controlled and consistent, averaging 110 feet with good initial bite, and an acceptable amount of nosedive.

This is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors.

Carrying its powertrain weight down low instead of over the front axle, the Kona EV felt even more stable in our handling course. The front end will start to slide as you reach its limits, but we’ll chalk that up to the hard, eco-minded tires as much as the chassis. The steering feel tightens up quite nicely in Sport Mode.

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This second-generation Kona is much roomier inside than the first gen, and while there are some EV-oriented aspects to the new design, the overall layout appears fairly traditional, and it shares everything with the ICE version. Front seats are firm but supportive, and covered in H-Tex simulated leather, helping top Limited feel a tad more lavish than it should at its price point. The large horizontal 12.3-inch touchscreen display with navigation sits more in front of the dash than on top of it, and merges directly with the 12.3-inch digital driver’s display; both are standard.

Using 29-kWh of electricity per 100 miles, the Kona Electric is quite efficient. Pricing starts at $34,070; that’s about eight-grand over a base ICE Kona, but certainly at the low end when it comes to battery electric vehicles. Top Limited comes in at $42,440. A sportier N Line version is set to arrive next year.

The Kona design is a great package, made even better with the option to go Electric. And even with all the push to go full EV, there are still relatively few inexpensive options for buyers to choose from. This 2024 Hyundai Kona Electric is one of the best yet, making it one of the easiest ways to join the EV lifestyle.