An entry luxury pacesetter.
Who's number one? Calling one car the best
in any particular category is a tricky proposition, because there's always
the random variable of individual tastes to consider.
In the entry luxury segment, for example, we're inclined to prefer the
BMW 328i, simply because we find it the most gratifying to drive. There
are plenty of other tempting choices too--the Acura TL, Mercedes-Benz C-Class,
Infiniti I30, the new Cadillac Catera and the all-too-frequently overlooked
Mazda Millenia.
But for all-around excellence in this competitive realm, the new Lexus
ES 300 strikes us as a pacesetter. Maybe even the pacesetter.
Yes, this is a re-design, rather than an all-new car. But it's improved
in every respect--a little more character to its styling, stiffer chassis,
reduced curb weight, better handling, more power, improved aerodynamic
efficiency and more room inside.
And, more remarkable, Lexus has trimmed a tidy $2500 from the base price,
thank you very much. That's a can't-miss recipe for success, and it also
raises a question: how'd they do that?
The universal emphasis on cost engineering adds an intriguing new dimension
to our job: trying to figure out where the manufacturer did the whittling.
That's always tough sleuthing, because you can bet they're not going
tell you, and in this case it's difficult indeed.
About the only things that are readily apparent are the ES 300's new
reflector headlamps, which are substantially cheaper than the previous
projector beam setup, and a simple pushbutton reset for the trip odometer
instead of the electric reset used on the '96 model.
But these cost cuts don't detract at all from the finished product.
The new headlamps actually enhance the new front end appearance, in
our opinion, and also do a better job of lighting in the immediate vicinity
of the car.
And the new LS 400-style electroluminiscent instruments, among the best
and most attractive in the entire industry, certainly offset any sense
of the ordinary that might go with a plain old mechanical reset for the
trip counter.
Walkaround
As before, the new ES 300 shares its front-drive chassis with the new
Toyota Camry, sharing that entails a two-inch stretch in wheelbase, a 30%
upgrade in chassis stiffness and sharper steering response.
It also shares the Camry's excellent 3.0-liter V6 engine, but with a
difference; the ES 300's induction system gets extra engineering refinements
that yield 200 horsepower, compared to the Camry's 194. That's 12 hp more
than the 1996 ES 300, and there's more torque to go with it.
Harness 200 horsepower to a car that weighs in 78 pounds lighter than
its predecessor--as well as almost 500 pounds lighter than the Cadillac
Catera--and you get a nice uptick in 0-to-60 performance.
With its standard four-speed automatic transmission, the ES 300 isn't
the quickest in its class, but no one could call it slow. Passing performance
is brisk, and top speed is a snappy 137 mph. And in all its paces, we found
the ES 300 to be as smooth and quiet as any car in its class, as well as
some that are substantially more expensive.
The changes to the ES 300's exterior are subtle, but discernible--a
little more sculpting in the hoodline, a little more character in the front
end appearance, and a slightly more aggressive look overall.
The more determined look is a response to consumer clinics that told
Lexus researchers the ES 300 should be a little more fun to drive.
Besides adding power, one of the sure-fire ways to go after a higher
fun-to-drive index is via the suspension, which is just what the Lexus
engineers have done. The ES 300's independent suspension is essentially
the same as the Camry's, but here too, Lexus has added an extra dimension
in the form of an optional variable shock damping system.
Lexus calls it the Adaptive Variable Suspension (AVS), and for $600
we think it's an absolute must-have feature. Here's how it works. The system
varies the firmness of the shocks within four driver presets--soft, normal,
sport and hard--on a basis of information supplied by a variety of sensors
that monitor cornering loads, engine rpm, vehicle speed and braking.
It's not as sophisticated as Cadillac's Integrated Chassis Control System,
but its functions are distinctly tangible to the driver and for a car in
this class it's a bargain.
Interior Features
Inside, the ES 300 is what we've all come to expect from a Lexus--quiet,
handsome and, thanks to the wheelbase stretch, roomy, fore and aft.
It's not quite as quiet in the rear seat area as the larger Lexus, but
it ranks at the top of this class nonetheless. It's also as good as any
in terms of standard comfort/convenience equipment. Although our test car
had extra goodies--leather upholstery, part of a package that also includes
a position memory feature for the power driver's seat ($1650), an in-dash
auto CD changer ($1050), and a power sunroof ($1000)--we suspect life in
an ES 300 would be perfectly tolerable without them.
It will certainly be more tolerable for rear seat passengers. Although
the increased rear legroom doesn't look like much on paper, it feels bigger
in the real world, and comfortable for two adult-size people--provided
they're not basketball players. Headroom is no better than average in this
car, particularly sunroof-equipped models like our tester.
Overall, the ES 300's stretched rear seat legroom moves it up a couple
of notches compared to its competitors. Although it's not as roomy as the
Catera, which is tops in this class, it's improved, an improvement that
erases one of the few complaints about the earlier model.
Safety features are up to current standards, and we applaud Lexus for
including antilock braking as standard equipment.
Driving Impressions
Without the AVS system, the new ES 300 feels very much like its predecessor--smooth
without being mushy, competent but not quite as decisive as some of its
sportier rivals, although the stiffer chassis would probably produce slightly
quicker times on a slalom course.
The one major exception to the foregoing is the variable assist rack
and pinion power steering system, which delivers much better road feel
than the previous ES 300, a welcome improvement the Lexus shares with the
Camry.
But with AVS, the ES 300 acquires a little more character--at the driver's
discretion, of course. In the sport mode, it's distinctly more decisive
in all its maneuvers, without sacrificing an ounce of ride comfort or traditional
Lexus strong suits like quiet operation and superb interior appointments.
We wouldn't call this car a sport sedan. It's automatic only, and for
our money a manual transmission is an essential part of the sport sedan
ethos. BMW and Infiniti both offer 5-speed manual transmissions on the
328i and I30, respectively, and shifting for yourself definitely makes
the going more fun when fun is the objective.
However, automatic transmissions dominate the realm of entry luxury,
and the ES 300's four-speed automatic is smoother than most. It also makes
the most of the added power of the high-tech aluminum V6, which was one
of the best in the business in the previous car and is even better now.
Lineup
Final Word
The new ES 300 offers a compelling blend of quality, power, all-around
competence and creature comforts that's tough to top.
Stir in the head-turning incentive of a dramatic price reduction, and
you'll see all the other guys asking the same question that we've been
asking.
How'd they do that?