2003 lexus ls300

2003 lexus ls300 DEFAULT

Lexus ES

Motor vehicle

The Lexus ES (Japanese: レクサス・ES, Rekusasu ES) is a series of mid-size executive cars sold by Lexus, the luxury division of Toyota since 1989. Seven generations of the sedan have been introduced to date, each offering V6 engines and the front-engine, front-wheel-drive layout. The first five generations of the ES were built on the Toyota Camry platform, with the sixth and seventh generations more closely related to the Avalon. Manual transmissions were offered until 1993, a lower-displacement inline-four engine became an option in Asian markets in 2010, and a gasoline-electric hybrid version was introduced in 2012. The ES was Lexus' only front-wheel drive vehicle until 1998, when the related RX was introduced, and the sedan occupied the entry-level luxury car segment of the Lexus lineup in North America and other regions until the debut of the IS in 1999. The ES name stands for "Executive Sedan".[3] However, some Lexus importers use the backronymic name, "Elegant Sedan".[4]

Introduced in 1989, the first generation ES 250 was one of two vehicles in Lexus' debut lineup, the other being the flagship LS 400. The second generation ES 300 debuted in 1991, followed by the third generation ES 300 in 1996, and the fourth generation ES 300/330 in 2001. The first- through fourth generation sedans shared body styling elements with Japan-market Toyota sedans, and a domestic market equivalent, the Toyota Windom (Japanese: トヨタ・ウィンダム, Toyota Windamu), was sold until the launch of the fifth generation ES in 2006. The word "Windom" is a combination of "win" and the suffix "dom" expresses a state of perpetual victory.[5] The fifth generation ES, featuring Lexus' own L-finesse body styling, debuted in early 2006 as a 2007 model. The sixth generation ES debuted in the first half of 2012 as a 2013 model, and features increased cabin dimensions due to a longer wheelbase which is shared with the full-size XX40 series Avalon.

Lexus has positioned the ES in the comfort luxury segment, with an emphasis on interior amenities, quietness, and ride quality,[6] in contrast with more firm-riding sport sedans.[7] Buyers seeking more performance-focused models are targeted by the Lexus IS and rival makes, with such models offering a sportier drive with differently tuned suspensions.[8] In Europe, Japan and other markets where it was not available until the seventh generation model, the GS sport sedans occupy the mid-size category in the Lexus lineup until it was cancelled August 2020.[9] In the United States, the ES has been the best-selling Lexus sedan for over fifteen years.[10][11][12]

First generation (V20; 1989)[edit]

Motor vehicle


The first generation ES (VZV21) debuted in January 1989 at the North American International Auto Show in Detroit as part of the launch of the Lexus division. In order to avoid introducing the nameplate with only one model, the LS 400, Lexus quickly developed the ES to debut alongside their flagship sedan. The smaller representative of the initial two-sedan Lexus lineup was designated the ES 250, and powered by the Camry's 2.5 L, 116 kW (156 hp) V6, which was aimed directly at the Acura Legend. The ES 250 was based on the Camry Prominent/Vista (V20). Design patents were filed on 17 November 1987, at the Japan Patent Office under the patent number 0666961-006 and registered on 8 August 1989.[16][14]

Interior of Lexus ES 250 (VZV21)

On the exterior, the ES 250 shared the same general body style and overall dimensions as its Toyota counterparts, but had a more prominent grille, bigger tail lights, chrome trim, frameless windows, and distinct wheel design similar to its LS brethren. Inside the cabin, the ES 250 featured a six-speaker Pioneer sound system, genuine wood trim, one-touch power windows, and leather seats. A four-speed automatic or five-speed manual transmission was offered. The Electronically Controlled Automatic Transmission (ECT) featured "normal" and "power" modes.

Safety features included a driver's SRS airbag and anti-lock brakes. In typical specification, the ES 250 further included 15-inch alloy wheels, a power driver's seat, power moonroof, and CD player.[17] Leather upholstery was common equipment,[17] despite being listed as an option, while some ES 250s were also produced with cloth interiors.

Rear view of Lexus ES 250 (VZV21)

In September 1989, the ES 250 and the flagship LS 400 went on sale in the United States. The ES 250 was marketed as the "luxury sedan of sports sedans," and carried a U.S. market suggested base price of approximately $22,000. During the first month of release, the ES 250 logged 1,216 units in sales.[18] However, these numbers were eclipsed by the larger LS sedan, which unlike the ES was built on a unique and all-new platform. The original LS had been envisioned as a standalone model, but Lexus dealerships had asked for an additional vehicle to accompany its launch. Due to its similarities to the Camry, some viewed the ES 250 as a placeholder product of badge engineering and the vehicle ultimately did not sell as well as its larger counterpart. Initial perception of the ES led some to believe all the development time and research spent creating the larger LS showed that they overlooked one of the reasons the LS was developed, which was the 1986 Acura Legend, so it seems that the appearance of the LS was shrunk to fit the ES so as to compete with the Legend.

Production totaled 19,534 units in 1990 and 17,942 units in 1991, most for the automatic transmission model. Production commenced in June 1989 at Tsutsumi,[13] with the first 1990 ES 250 rolling off the production line on 30 August 1989. Production ended on 5 July 1991. Because of its relatively brief production run, the ES 250 is a rare model on US roads today.

Second generation (XV10; 1991)[edit]

Motor vehicle


In 1987, with creation of the Lexus brand, an entry level front-wheel Lexus model was ordered for development alongside the LS 400 and other offerings. In late 1988, a final design was chosen and design patents filed utilizing a clay 1:1 design model on February 3, 1989. In September 1991, for the 1992 model year, Lexus announced the second generation ES almost one year after the introduction of the second generation Acura Legend, but before Infiniti finally decided to add a similarly classed sedan, the J30. The second generation ES shared its design with the new generation Toyota Windom (XV10), which was officially announced in Japan on 30 September 1991,[5] introduced at the October 1991 Tokyo Motor Show, and exclusive to Toyota Japan dealership sales channel called Toyota Corolla Store as the top level luxury sedan.[21] The Windom itself shared elements with the latest generation of the Japan-market V30 series Camry.[21]

1991–1994 Toyota Windom 3.0G (Japan)

Completely redesigned and now sharing design features with the XV10 series Toyota Windom and styling cues with the LS 400,[22] the model was renamed the ES 300 to reflect the half-liter increase in engine displacement to 3.0-liters. The second generation ES was significantly larger and more curvaceous than its predecessor, gaining 127 millimetres (5 in) in length and 76 millimetres (3 in) of width. On the front fascia, the ES gained projector headlamps in a curved housing and a three-slat grille with the Lexus emblem moved above on the hood. The side profile featured an invisible B-pillar and frameless-window doors. The rear deck lid featured an integrated spoiler effect similar to the flagship LS 400, improving the ES model's aerodynamics, now rated Cd=0.32.

Inside the cabin, the second generation ES featured California walnut trim on the center console, leather seats, an eight-speaker premium sound system, and keyless entry. The added wheelbase length and overall width made for increased legroom and shoulder space than the previous model. Compared to its Camry relative, the ES 300 featured separate styling, a different suspension setup with front and rear independent MacPherson strut, and added weight amounting to 90 kg (200 lb).[23] Much of this is due to increased dimensions, asphalt insulation in the body panels and additional on-board equipment. As with its predecessor, anti-lock brakes were standard.

The ES 300 sported a 138 kW (185 hp) 3.0-liter 3VZ-FE V6 engine and had an advertised 0–97 km/h (0–60 mph) time of 7.9 seconds. In Japan, where the ES was badged as the Toyota Windom, a 2.5-liter 4VZ-FE version producing 128 kW (172 hp) was made available in October 1993. Lexus offered a standard five-speed E53 manual transmission and optional four-speed A540/1E automatic.

Production assembly of the ES 300 commenced on 9 September 1991, and the sedan went on sale later that year in the U.S. as a 1992 model. The sedan was not released in Europe, where similar Toyota models were offered. The second generation ES was a major sales success, becoming Lexus' best-selling vehicle overall. In its first full year of sales, the ES logged 39,652 units,[11] and throughout the following years of its production run, sales reached near or above that figure. Although the initial US base price was $26,550, this increased to over $30,000 in later years. By 1994, in part because of the rising yen and high demand,[24] the manufacturer's suggested retail price had increased to $31,200, 19.3 percent more than the original 1992 figure.[25] In 1993, a passenger airbag was added as standard equipment.


Minor updates were introduced in 1994 for the 1995 model year (August 1994 production), including: a revised grille insert (now with a three-slot grille, replacing the previous four-slot version), new headlights and fog lights, outside air temp readout, and CFC-free air conditioning. In North America, the 1994 update introduced the new all-aluminum 1MZ-FE engine with 140 kW (188 hp). This change in engine resulted in a change in model code for the car (now known as the MCV10 series). Other markets retained the 3VZ-FE engine (and thus retained the VCV10 model code).

In September 1995 for the 1996 model year, Lexus offered an ES 300 "Coach Edition", featuring select Coach leather trim in the interior and a set of Coach luggage. Despite being its final year of sales, the 1996 ES 300 logged a 21 percent increase in sales over the previous year in the US,[18] and 40,735 units were produced that year.

  • 1995 Lexus ES 300 interior

Third generation (XV20; 1996)[edit]

Motor vehicle


From 1992 to 1996, chief engineer Kosaku oversaw development of the XV20 Lexus variant alongside the XV20 series Camry programme under project code 416T.[29] In mid-1993, an exterior design concept by Hiroshi Okamoto was approved and later frozen for production in January 1994, later being patented on 9 November 1994 at the Japanese patent office, under patent No. 0796802. The third generation ES (designated MCV20) premiered in September 1996 for the 1997 model year, featuring a design that was an evolution of the VCV10. The new cars featured a 30 percent stiffer body with a more rakish profile and sharper lines, reflector headlights (as opposed to projector headlights), and a more upscale-feeling interior. Introduced at a gala event on Rodeo Drive in Beverly Hills hosted by actress Sharon Stone,[30] the ES 300 featured one powertrain option, a 3.0-liter V6 capable of 150 kW (200 hp) and 290 N⋅m (214 lb⋅ft) of torque[31] and a four-speed automatic – although a 147 kW (197 hp), 2.5-liter 2MZ-FE V6 was also offered in the equivalent Japanese-market Windom. The ES 300 could go from 0–97 km/h (0–60 mph) in 7.7 seconds. The third generation ES was also slightly longer (overall length increased by 61.0-millimetre (2.4 in)) but weighed less than the previous model, and its drag coefficient was Cd=0.29, improved over its predecessor. For the first time, an Adaptive Variable Suspension, capable of adjusting individual wheels' dampers according to road conditions (within 0.0025 seconds), was offered.

Production commenced in August 1996 at the Tsutsumi plant in Toyota, Aichi,[13] supplemented in May 1997 with Toyota Motor Kyushu's Miyata plant at Miyawaka, Fukuoka.[32]

1999–2001 Toyota Windom (Japan)
1997–1999 ES 300 interior (MCV20; US)

Inside the cabin, the ES 300 featured a new electroluminescent Lexus Optitron instrument panel, walnut trim, and leather seats. Other luxury standard features included heated outside mirrors and an automatic climate control system. A power moonroof, Nakamichi premium sound system with in-glove-box mounted CD changer, and heated seats were options.

The U.S. base price of the 1997 ES 300 was $30,395. The third generation ES expanded upon the success of the previous generation model, reaching a record-setting 58,430 units in sales in its first year,[30] and recording sales in the 35,000–50,000 range throughout its production run.

1996–1999 Lexus ES 300 (MCV20R) LXS sedan (Australia)

In 1997 for the 1998 model year, the ES received a few updates, mainly consisting of a revised supplemental restraint system (next generation), standard front row side-torso airbags, and force limiting seat belt pre-tensioners that were designed to tighten the front seat passengers into their seats upon impact. Transponder chips were now also used in the keys as to provide added protection from theft. The power rating grew to 157 kW (210 hp) in 1998 (1999 model year) due to the new 1MZ-FE engine with variable valve timing (VVT-i).[33]

The Lexus IS was introduced to European markets in 1999 and became the luxury marque's entry-level model; by this time the ES was no longer sold in most European markets. Recent versions of the ES were sold in North America, Asia, and Australia.

There was a widespread engine oil gelling issue which could block oil from parts of the engine. After a US class action lawsuit, Toyota notified US owners that engines would be overhauled or replaced for free if damaged by the buildup of gelled oil.[34]

MY2000–2001 Lexus ES 300 (MCV20; US)


The ES 300 received a mild facelift in 1999 for the 2000 model year that consisted of new, clear tail lights and turn signals, a revised front end with a new grill, headlights, and lower bumper with clear fog lights and larger alloy wheels. Inside, the interior received an electrochromatic mirror, more wood trim and slight revisions to the audio system. Xenon High-Intensity Discharge headlights with auto-leveling were now optional. From 1998 through 2001 (1999 to 2001 model years), a limited "Coach Edition" was offered, and in 1999 for 2000, a "Platinum Edition" package was offered, including power moonroof, unique interior trim, and custom alloy wheels.[35]

Fourth generation (XV30; 2001)[edit]

Motor vehicle


As development on the XV30 series Camry began in 1997, development of the MCV30 commenced under chief engineer Kosaku Yamada, with styling being done through 1998 under design chief Makoto Oshima. In December 1998, a concept design by Kengo Matsumoto was approved and frozen for production in June 1999. Design patents were filed on 8 March 2000 at the Japan Patent Office and registered under patent No. 1098805. The larger, fourth generation ES (designated MCV30) debuted in July 2001 for the 2002 model year, one year after the Lexus IS became Lexus' entry-level car. The presence of the IS in the Lexus lineup enabled the company to give the new ES 300 a more upscale image and luxury feel by excising the sporting pretensions of the previous ES models.[40][41] The more aerodynamic shape had a drag coefficient of Cd=0.28. In Japan, the MCV30 Windom received a 2-star LEV rating.

Production occurred between July 2001 and September 2004 at the Tsutsumi plant in Toyota, Aichi,[13] supplemented until December 2002 with Toyota Motor Kyushu's Miyata plant.[32] The Toyota-badged Windom version was launched in Japan in August 2001. In January 2003, production started at the Higashi Fuji plant at Susono, Shizuoka, lasting until the XV30 ended production in February 2006.[36]

2001–2003 Toyota Windom 3.0G (Japan)
Lexus ES 300 interior (MCV30; US)

The cabin was fitted with California Walnut wood trim on the front dashboard, center console, and doors as well as exterior puddle lamps, floor-well lighting, chrome door handles, an electric rear sunblind, and rear-view mirrors that would automatically tilt downward in reverse gear. Available options, including a power rear sunshade, rain-sensing windshield wipers, a DVD-based navigation system, and a Mark Levinson premium stereo system, were similar to features on the flagship LS 430 sedan.

Other features included a drive-by-wire electronic throttle, a five-speed automatic transmission, anti-lock brakes with electronic brake-force distribution and brake assist as well as electronic stability and traction control systems. The fourth generation ES was built in Kyūshū and Toyota, Aichi, Japan.[42]

Lexus ES 300 (MCV30; Australia)

ES sales sold 71,450 units its first year,[43] making it the best-selling luxury car in the United States.[18] Throughout its production run, the fourth generation ES was Lexus' best-selling sedan, and outsold only in the Lexus model range by the RX luxury utility vehicle.

U.S. National Highway Traffic Safety Administration (NHTSA) crash test results in 2003 rated the ES 300 the maximum five stars in the Frontal Driver, Frontal Passenger, and Side Driver categories, and four stars in the Side Rear Passenger and Rollover categories.[44]

The catalogue photos of the Japanese-spec XV30 series Windom were shot on location in New York City, United States. The original owner's manual included a photo of the automobile with the Twin Towers of the World Trade Center in the background. However, the Twin Towers were destroyed in the September 11 attacks, which occurred less than a month after the model's JDM launch. Within a month of the attacks, Toyota issued a revised owner's manual, this time with the Twin Towers digitally erased.[citation needed]


MY2006 Lexus ES 330 (MCV31)

During 2003, for the 2004 model year, the American market received a revised 3.3-liter engine producing 168 kilowatts (225 hp) (later revised to 163 kilowatts (218 hp), because of changes in SAE power testing procedures), and the car was renamed the ES 330 (codename MCV31, however, the 3.0 L engine MCV30 model was still available). Lexus released the limited ES 330 "SportDesign" special edition in 2004. The model featured the Adaptive Variable Suspension, 17-inch Y-spoke alloy wheels, Mark Levinson audio, interior upgrades, and special dark exterior colors.

In 2004 for the 2005 model year, the ES received a facelift with new front and rear fascias, clear taillights, projector headlights, and a redesigned grille. Inside, features included standard audio and display steering wheel-mounted controls, power adjustable pedals, heated and ventilated front seats, Bird's Eye Maple trim and optional integrated satellite radio. Lexus also offered an exclusive ES 330 "Black Diamond Edition" in 2005, featuring black wood trim, iridescent Black Diamond paint, and a set of Tumi luggage.

Fifth generation (XV40; 2006)[edit]

Motor vehicle

Lexus unveiled the fifth generation ES in February 2006 at the Chicago Auto Show for the 2007 model year. The line initially consisted of the ES 350 sedan, which as per previous models, featured front-wheel-drive and a V6 engine—now displacing 3.5 liters. The line was refreshed in 2009, during which more features were added, and a four-cylinder variant, the ES 240, was introduced for Asian markets. The fifth generation ES remained Lexus' top-selling sedan model in the North American and Asian markets, anchoring the marque's entry-level model lineup. Like previous generations, the fifth generation ES was geared towards the comfort luxury segment, favoring a soft ride over sporty performance.[46] It continued the previous generation's direction of moving the ES more upscale in its design and features; Lexus touted the ES 350 as faster, more powerful, more aerodynamic, and more quiet than the original LS 400 flagship.[47] Like its predecessors, the fifth generation ES continued to be made in Japan,[48] at the Kyushu plant in Fukuoka, Japan.[49] Despite being built in the country, the XV40 is left-hand drive only and was not sold in the Japanese market, as well as the other regions with right-hand drive, although the country allows both RHD and LHD vehicles on their roads.[50]


The fifth generation ES (GSV40) debuted at the Chicago Auto Show in February 2006 as the ES 350, featuring a six-speed automatic transmission with a front-wheel drive 272 hp (203 kW) aluminum 3.5 L 2GR-FEV6 engine with intake and exhaust variable valve timing. The exterior design featured an all-new body in the style of Lexus' new design philosophy, L-finesse. The new design was sleeker than its predecessor, with a streamlined cabin and character lines across the hood, fenders, and rear pillars. The Lexus emblem returned to the grille for the first time since the first generation, and was placed at the center of a five-bar horizontal grille. For the debut 2007 models, Lexus introduced a number of unique colors exclusive to the ES 350, including Aquamarine Pearl, Royal Ruby Metallic, Moon Shell Mica, and Amber Pearl. The drag coefficient was Cd 0.28.[47] Compared to the preceding fourth generation ES 300/330, the fifth generation ES 350 was 51 millimetres (2 in) longer and 10 millimetres (0.4 in) wider overall, but with shorter overhangs.[51]

Lexus ES 350 interior (GSV40)

The ES 350 interior featured walnut wood accents, leather seats, dual zone climate control with air filter, an MP3 player auxiliary input, power tilt and telescoping steering wheel, and eight standard airbags. A keyless entry and ignition system, Lexus SmartAccess, which does not require the electronic remote to be taken out of the driver's pocket, was standard.[52] Available new features included a 300-watt, 14-speaker Mark Levinson premium audio system, power seat cushion extender, radar-based adaptive cruise control, rain-sensing windshield wipers, power rear sunshade, DVD navigation system, and Lexus Park Assist, a sonar-based warning system with backup camera.[51] For the first time, the ES offered an "Ultra Luxury Package," which featured many of the aforementioned options along with a three-panel panoramic glass moonroof.[51] The ES also featured a secondary start system, that runs on battery, so that the driver does not have to use the engine for accessory functions. The secondary system allowed the driver use the radio, GPS, Bluetooth, and air conditioning/heating. The instrument panel used Optitron gauges and LED lighting.[51]

2007–2009 Lexus ES 350 with panoramic roof (GSV40; US)

Lexus estimated that the ES 350's engine-transmission combination allowed acceleration to 60 mph (97 km/h) in less than 7 seconds, but tests netted the ES 350 as being one of the fastest front-wheel drive luxury sedans then available. 0–60 mph was acquired in as little as 6.2 seconds by auto magazines, and the car showed a strong point of high-end power as it cleared the quarter-mile in 14.6 seconds while traveling at almost 100 mph (160 km/h).[53] Fuel economy was estimated at 21 mpg‑US (11.2 L/100 km; 25.2 mpg‑imp) in the city and 30 mpg‑US (7.8 L/100 km; 36.0 mpg‑imp) on the highway. Some commentators have complained that so much power to the front wheels has produced uncomfortable torque steer in both the new ES and Camry.[citation needed]

Rear view of Lexus ES 350 (GSV40)

The ES 350 arrived at U.S. dealerships in late April 2006 as a 2007 model. The 2007 base price in the U.S. was $33,470. That year, the ES 350 was launched in North America, the Middle East, China (excluding Hong Kong and Macau), South Korea and Taiwan. At the 2008 Chicago Auto Show, Lexus debuted a Pebble Beach Edition ES 350, produced in partnership with the Pebble Beach Company.[54] The Pebble Beach ES 350 came in either Truffle Mica, Pearl Silver, or Obsidian Black exterior colors, with exterior and interior badging, along with the choice of either travel or golf products by the Callaway Golf Company or Viking Range cookware.[54]

Safety features on the ES 350 included dual front airbags, knee airbags, side-torso and curtain airbags, along with traction control, Vehicle Stability Control (VSC), anti-lock brakes (ABS), and electronic brake-force distribution (EBD). A pre-collision system (PCS), which incorporates a grille-mounted sensor and retracts seatbelts and triggers full braking power, was optional, and came with the distance-aware Dynamic Radar Cruise Control system.[51] The front passenger airbag used a twin-chamber design for reduced occupant discomfort upon deployment.[51] The National Highway Traffic Safety Administration (NHTSA) crash test results in 2007 rated the ES 350 the maximum five stars in the Frontal Driver, Frontal Passenger, and Side Driver categories, and four stars in the Side Rear Passenger and Rollover categories.[55]

2007–2009 Lexus ES 350 (GSV40; US)

See also: 2009–2010 Toyota vehicle recalls

Toyota recalled and replaced 55,000 optional all-weather rubber floor mats from the Camry and ES 350 in September 2007,[56] citing the risk of unsecured mats jamming the accelerator pedal. In August 2009, the NHTSA probed the ES 350 following 40 acceleration control complaints, eight crashes and 12 injuries, with floor mats implicated in most cases.[57][58] An accident involving a loaner ES 350 killed four persons near San Diego on 28 August.[59] The NHTSA and San Diego County Sheriff's Department found that the car was wrongly fitted with an unsecured SUV rubber floor mat;[60][61] the mat had jammed the accelerator,[61][62] which an earlier driver had complained about.[61] On 29 September, a Toyota safety notice advised floor mat removal, shift to Neutral (N) gear in an emergency, with a 3-second push buttonignition press for engine shutoff.[63] On 29 November, the 2007–2010 MY floor mat recall was revised to add shorter accelerator pedals, thinner replacement mats, and a brake override feature which ignores accelerator input when the brake pedal is depressed.[64]


2010 Lexus ES 350 (GSV40; US)

In 2009, the 2010 model year ES underwent a mid-cycle facelift. A slightly revised grille resembled that of the new HS 250h, and the lower bumper and taillights were changed. Other exterior changes included chrome-trimmed side moulding, turn signal indicators on the side mirrors, and new split 5-spoke alloy wheels. Memory seating, rain-sensing windshield wipers, and rear seat-mounted side-impact airbags were now standard. The steering wheel controls now had hard touch buttons as opposed to the previous soft ones. The navigation system shared with the then current RX now included upgraded VoiceBox speech recognition, Bluetooth phone book downloading, and Lexus Insider, XM Weather, Sports, and Stocks reports, and switched from DVD based maps to an internal hard drive. Bluetooth streaming audio and a USB port that included iPod integration was now built into the stereo.

In 2010, the revised ES line gained a brake override feature which ignored accelerator input when the brake pedal was depressed, which was installed on new builds from January 2010.[64] Debuting first in the Chinese auto market, the 2010 ES lineup added a second model, the ES 240 (ACV40), which was produced to comply with the country's new emission laws for luxury cars,[65] making it the first gasoline four-cylinder Lexus since the 2005 IS. The ES 240 received a 2.4L 2AZ-FEinline-four engine producing 123 kW (165 hp) and 224 N⋅m (165 ft⋅lbf) of torque at 4000 rpm.[66]

Several awards won by the fifth generation ES include 2009 Best Upscale Car for the Money from U.S News & World Report,[67]AutoPacific 2009 Vehicle Satisfaction Award for Best Mid-size Luxury Car,[68] and Best New Luxury Car (under $50k) Award in 2007 at the Canadian Car of the Year Awards, selected by the Automobile Journalists Association of Canada.[69] The ES 350 has also been named Consumer Guide 2008 Best Buy in the Premium Midsize Class,[70]ConsumerSearch Best "budget" luxury sedan of 2008,[71]Kiplinger's Personal Finance Best New Car for 2007, and Best in Class for 2008,[72]Intellichoice Best Car Value Over $23,000 for 2007,[73] and Polk Automotive Loyalty award for 2008.[74]

Sixth generation (XV60; 2012)[edit]

Motor vehicle


Lexus ES 300h (AVV60; pre-facelift)

The sixth generation ES was revealed on 4 April 2012 at the New York International Auto Show.[79] For its sixth generation, the model was introduced in ES 350 and hybridES 300h versions. The ES 350 came with a six-speed automatic transmission, while the hybrid ES 300h models came with an eCVT. Despite the fact that the redesigned ES and the XV50 series Camry still share the same platform, the two vehicles are somewhat less mechanically related, as the ES is now more closely related to the XX40 series Avalon which also uses a 2,800 mm (111 in) wheelbase.[79] The interior added the Lexus Remote Touch interface.[79] Several safety features were introduced for the 2013 model year such as Blind Spot Monitor with Rear Cross Traffic Alert (RCTA), Lane Departure Alert (LDA), and Pre-Collision System (PCS). All models had a backup camera and 10 airbags.[80]

The ES 250 made its world debut at the April 2012 Auto China in Beijing. This car is equipped with a 2.5-liter inline-four engine and a six-speed automatic transmission. ES 250, ES 300h, and ES 350 models are being offered in China.[81] Production started on 6 July 2012 at Toyota Mptor Kyushu's Miyata plant.[82]

This generation is export-only, not sold in Japan where it is manufactured,[83] but has been offered in right-hand drive since late 2013, being sold in Australia,[84] Brunei,[85][86] South Africa,[87] New Zealand,[citation needed] Singapore,[88] Hong Kong,[89] Malaysia,[90] and Indonesia.[citation needed]


Lexus ES 350 (GSV60; facelift)
Lexus ES 300h (AVV60; facelift)

The facelifted ES was unveiled at the April 2015 Shanghai International Automobile Industry Exhibition.[91] Production of the updated ES 350 began at the Kentucky plant on 19 October 2015 for the 2016 model year—the first Lexus vehicle manufactured in the US.[76]

The ES is also manufactured by Toyota Motor Kyushu for markets outside North America. This plant also supplies the hybrid ES to all global markets, as the Kentucky plant builds the ES 350 only and does not build the ES 300h.[citation needed]

Seventh generation (XZ10; 2018)[edit]


This section needs expansion. You can help by adding to it. (April 2018)

Motor vehicle

Seventh generation (XZ10)
2019 Lexus ES 350, front 5.19.20.jpg

2019 Lexus ES 350 (GSZ10, US)

ProductionAugust 2018 – present
Model years2019–present
DesignerYasuo Kajino (chief: 2013-2016)[93]
Body style4-door sedan
PlatformTNGA: GA-K[93]
RelatedToyota Avalon (XX50)
Electric motor88 kW (118 hp; 120 PS) 3NMsynchronous (ES 300h)
Power output
  • 127 kW (170 hp; 173 PS) (ES 200, M20A-FKS)
  • 152 kW (204 hp; 207 PS) (ES 250/260)
  • 131 kW (176 hp; 178 PS) (ES 300h, gasoline engine only); 160 kW (215 hp; 218 PS) (ES 300h, combined system output)[93]
  • 225 kW (302 hp; 306 PS) (ES 350)
  • 6-speed automatic (ES 200; 6AR-FSE)
  • 8-speed automatic (ES 250/260/ES 350)
  • CVT (ES 200; M20A-FKS)
  • eCVT (ES 300h)[94]
Wheelbase2,870 mm (113.0 in)[93]
Length4,960 mm (195.3 in)[93]
Width1,865 mm (73.4 in)[93]
Height1,445 mm (56.9 in)[93]
Curb weight1,655 kg (3,649 lb) (ES 350)

The seventh generation ES was unveiled at the April 2018 Beijing International Automotive Exhibition. It is built on the same GA-K platform as the XX50 series Avalon.[95] The F Sport variant also made its debut in this generation.[96] All models come equipped with Lexus Safety System+ 2.0.

The facelift model was unveiled in April 2021.[97] It's the first year that offered in AWD, the 50/50 maximum torque distribution provided equal torque between the front and rear wheels. The ES didn't get as much updates on the exterior – the grill has a similar spindle with horizontal slats instead of a mesh design. On the sides of the car, smaller side scoops were used than the previous model. The day time running lights got updated, featuring V-shaped LEDs. The interior also got updated. The infotainment system got a touch-screen, and it also had the touch pad from the center console. The standard 8-inch was moved up an extra 4.3 inches for easier accessibility. A 12.3-inch unit was offered in 2021. There were also rear view cameras added instead mirrors for better visibility, and they were installed at the bottom of the A-pillar. [98]




The seventh generation ES is the first to be sold in Europe, replacing the GS.[100] It went on sale from September 2018 in Russia and other Eastern markets and from December 2018 in Western and Central Europe.[101]

  • 2019 Lexus ES 300h F Sport (AXZH10)

  • 2019 Lexus ES 300h F Sport (interior)


Digital outer mirror used on the Japanese market ES 300h

The ES was scheduled to be available in Japanese dealerships in the fourth quarter of 2018, making the debut of ES in the Japanese domestic market since the discontinuation of the XV30-based Windom as well as the introduction of Lexus brand to Japan 13 years prior.[102]

Initial deliveries of ES 300h started on 24 October 2018 in Japan, where it replaced the smaller HS 250h and served as a front-wheel-drive counterpart of GS.

The Hong Kong model was unveiled on 15 September 2018. Models included the ES250 Executive/Premium and the ES300h Executive/Premium.[103] Lexus Safety System+ became standard in 2019.[104]

The Thailand model was unveiled on 17 August 2018. Models included the ES 300h Luxury/Grand Luxury/Premium.[105]

Lexus began local assembly of the ES 300h in India, at its new assembly line at Toyota India's plant in January 2020. Lexus is said to have invested $100 million in this new assembly line.[106]

North America[edit]

United States[edit]

2021 Lexus ES 250 AWD (AXZA15, US)

2019 Lexus ES 350 (GSZ10, US)

In the US, the ES lineup went on sale in September 2018.[107]

The US market ES was redesigned with an F Sport Trim that was never available on the ES line. This was done to attract a younger audience into purchasing or leasing an ES.[108] The 2019 model year line-up includes three trim levels – the base 3.5-liters trim, the Hybrid trim and the F Sport 3.5-liters trim. All ES models comes standard with Lexus Safety System+ 2.0 that includes Pre-Collision System (PCS) with Pedestrian Detection, Lane Departure Alert with Steering Assist, Dynamic Radar Cruise Control (DRCC), Lane Tracing Assist (LTA) and Road Sign Assist (RSA). The ES also features Apple CarPlay as an option as well. Other options include the Mark Levinson surround sound by Harman Kardon and navigation with Amazon Alexa support.[109]

Originally, only the ES 350 and ES 300h were offered. In 2020, for the 2021 model year, the ES 250 was added that also introduced AWD. A Black Line Special Edition package was also added for the F Sport.[110] For the hybrid, the nickel-metal hydride battery was replaced by a more compact lithium-ion battery. The 119 mm (4.7 in) reduction in the height of the pack freed up trunk space, and the lower weight improved the front-to-rear weight distribution, which benefited handling.[111]

Sales and production[edit]

Sales by calendar year
US 4,728[112]20,728[113]22,476[114]39,652[11]35,655[115]39,108[116]41,508[117]44,773[30]58,430[30]48,644[118]45,860[119]
US 41,320[120]44,847[120]71,450[121]65,762[122]75,916[123]67,577[124]75,987[124]82,867[125]64,135[125]48,485[126]48,652[127]
US 40,873[128]56,158[128]72,581[129]72,508[130]64,969[131]58,299[132]51,398[133]48,484[134]51,336[135]43,292[136]
Production by calendar year
Global n/a n/a 91,209[137]82,025[138]93,004[138]79,422[139]87,271[139]121,286[140]99,400[141]74,481[141]89,212[142]

Hybrid sales[edit]

Technical specifications[edit]

Drivetrain specifications by generation
Generation Year(s) Model name Engine Transmission Power Torque
First 1989–1991 ES 250 2.5 L V6 4-speed AT or 5-speed MT 116 kW (156 hp) @ 5600 rpm 220 N⋅m (160 lb⋅ft) @ 4400 rpm
Second 1991–1996 ES 300 3.0 L V6 4-speed AT or 5-speed MT 138 kW (185 hp) @ 5600 rpm 264 N⋅m (195 lb⋅ft) @ 4400 rpm
Third 1996–2001 ES 300 3.0 L V6 4-speed AT 150 kW (200 hp) @ 5600 rpm 290 N⋅m (210 lb⋅ft) @ 4400 rpm
Fourth 2001–2003 ES 300 3.0 L V6 5-speed AT 160 kW (210 hp) @ 5600 rpm 300 N⋅m (220 lb⋅ft) @ 4400 rpm
2003–2006 ES 330 3.3 L V6 5-speed AT 168 kW (225 hp) @ 5600 rpm 330 N⋅m (240 lb⋅ft) @ 3600 rpm
Fifth 2006–2012 ES 350 3.5 L V6 6-speed AT 203 kW (272 hp) @ 6200 rpm 346 N⋅m (255 lb⋅ft) @ 4700 rpm
2010–2012 ES 240 2.4 L I4 5-speed AT 123 kW (165 hp) @ 6000 rpm 224 N⋅m (165 lb⋅ft) @ 4000 rpm
Sixth 2012–2018 ES 250 2.5 L I4 6-speed AT 135 kW (181 hp) @ 6000 rpm 245 N⋅m (181 lb⋅ft) @ 4100 rpm
2012–2018 ES 300h 2.5 L I4 (hybrid) eCVT 149 kW (200 hp) @ 5700 rpm 279 N⋅m (206 lb⋅ft) @ 4500 rpm
2012–2018 ES 350 3.5 L V6 6-speed AT 203 kW (272 hp) @ 6200 rpm 345 N⋅m (254 lb⋅ft) @ 4700 rpm
2015–2018 ES 200 2.0 L I4 6-speed AT 123 kW (165 hp) @ 6500 rpm 199 N⋅m (147 lb⋅ft) @ 4600 rpm
Seventh ES 200 2.0 L I4 CVT 129 kW (173 hp) @ 6600 rpm 206 N⋅m (152 lb⋅ft) @ 4,400–4,900 rpm
2018–present ES 250/ES 260 2.5 L I4 8-speed AT 152 kW (204 hp) @ 6600 rpm 247 N⋅m (182 lb⋅ft) @ 5000 rpm
2018–present ES 300h 2.5 L I4 (hybrid) eCVT 160 kW (210 hp) @ 5700 rpm 300 N⋅m (220 lb⋅ft) @ 3600 rpm
2018–present ES 350 3.5 L V6 8-speed AT 225 kW (302 hp) @ 6600 rpm 362 N⋅m (267 lb⋅ft) @ 4700 rpm
2018–present ES 200 2.0 L I4 6-speed AT 123 kW (165 hp) @ 6500 rpm 199 N⋅m (147 lb⋅ft) @ 4600 rpm


  • U.S. News & World Report named the 2009 ES 350 the Best Upscale Car for the Money.[67]
  • Consumer Reports named the ES 350 the highest ranked upscale/large car in reliability in its 2006 annual car survey.[143]
  • The Canadian Car of the Year Awards (selected by the Automobile Journalists Association of Canada) gave the ES 350 its Best New Luxury Car (under $50k) Award in 2007.[69]
  • J.D. Power and Associates named the ES 300 the best entry luxury car in Initial Quality in 1996, 1998, 2000, 2001, 2003 and 2006.[144][145][146]
  • Intellichoice gave the ES 330 the Best Overall Value Award in the Near Luxury Segment in 2004, 2005, and 2007.[147][148][149]
  • Kelley Blue Book gave the ES its Best to Hold Value Award in 1998 and 2001.[150]
  • J.D. Power named the ES as one of the Top Ten in Initial Quality in 1991, 1993, and 1994.
  • The ES series was named most appealing entry luxury car by J.D. Power and Associates in 1997, 2001 and 2007.[150]
  • Kiplinger's Personal Finance report named the ES Best in Class for the over $30,000 segment in 1993, and the ES was a Top Pick in 2007.[72]
  • Automobile Magazine named the ES one of its Top Ten All-Stars in 1992.


  1. ^https://www.caranddriver.com/news/a33647621/2021-lexus-es-es250-awd/
  2. ^https://www.motortrend.com/news/2021-lexus-es-gains-awd-black-line-special-edition/
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  4. ^"Site Map". Lexus Australia. Archived from the original on 11 April 2014.
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  8. ^"The Consumer Guide to Premium Midsize Cars". Archived from the original on 15 February 2012. Retrieved 10 March 2012.
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  10. ^"Best-Selling Luxury Cars for 2006". Forbes. 15 December 2006. Retrieved 17 October 2010.
  11. ^ abcDawson, Chester. Lexus: The Relentless Pursuit, pp. 144, 172, 201. 2004: Jon Wiley & Sons, NJ.
  12. ^Walton, Chris (30 August 2009). "2010 Buick LaCrosse CXS vs. 2009 Lexus ES 350 Comparison Test and Video on Inside Line". Edmunds.com. Archived from the original on 4 September 2009.
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  20. ^ abcd"1992 Lexus ES 300 – Features & Specs". Edmunds. Retrieved 10 March 2014.
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  22. ^Truett, Richard (16 January 1992). "Many new models in luxury imports – The Baltimore Sun". Pqasb.pqarchiver.com. Retrieved 17 October 2010.
  23. ^"Consumer Guide – Lexus ES". Consumerguideauto.howstuffworks.com. 4 October 2006. Archived from the original on 28 November 2010. Retrieved 17 October 2010.
  24. ^"Prices Rise at Saturn And Toyota". The New York Times. 15 February 1992. Retrieved 10 January 2009.
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  29. ^Johnson, Richard (2 May 1994). "Toyota stresses 4-year cycle : 31 new models in next 3 years". Autonews. US. Retrieved 28 April 2018.[permanent dead link]
  30. ^ abcdDawson 2004, p. 163
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  32. ^ abcdef"Affiliates (Toyota wholly-owned subsidiaries)-Toyota Motor Kyushu, Inc". Toyota Motor Corporation. 2012. Retrieved 14 February 2014.
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  38. ^https://www4.j-platpat.inpit.go.jp/eng/ishou/iskt_en/ISKT_EN_GM402_ToItem.action
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Sours: https://en.wikipedia.org/wiki/Lexus_ES

Be Smart, Check in Advance. CARFAX — Your Vehicle History.

CARFAX — Your Vehicle History Expert

Sometimes what you don't know can't hurt you, but that's not the case when buying a used car. As an independent vehicle history provider, at CARFAX we've made it our mission to tell you everything you need to know by uncovering as many events as possible from the previous life of a used car. Our primary goal is to help you get to know your next car from the inside out before deciding to make an investment that will be part of you and your family's everyday life. We believe your next car shouldn't be hiding anything from you.

CARFAX Vehicle History Reports contain over 28 billion historical records from 20 European countries, the US and Canada, which are updated daily with new information.

Even if you live in a country we don't collect vehicle data from, it's still always worth checking the Vehicle Identification Number without obligation. The used car import and export market is booming and many owners would be surprised to find out exactly what happened to their vehicle during its previous life abroad.

Privacy for Customers — Transparency over Vehicles

Let's be clear: Although we strive to find every detail of a vehicle's life so far, we are focused only on the vehicle's history, and do not collect any information on previous owners. The information we provide relates solely to the vehicle, its odometer reading, any accidents that have been covered up, where the vehicle comes from and much more — it never gets personal. We've uncovered irreparable damage several times in the past, but other times our vehicle history checks draw a blank — and sometimes that's actually a good thing.

Second Hand — Not Second Best

Did you know that considerably more used cars are sold than new cars? We think this second-hand system is nothing short of fantastic. However, it goes without saying that it gives rise to different methods and tactics: Some sellers will disguise a car that's been in an accident under a fresh coat of paint, tamper with the odometer or conceal theft. This is one of the less appealing aspects of buying second hand. Our goal is to establish trusting relationships between buyers and sellers, since this is the best way to help customers make the right decision. Your new car should be reliable and make you feel safe, as well as make you feel like you haven't paid too much.

But more than anything else, we don't want you or your family unknowingly sitting behind the wheel of a vehicle that isn't 100% safe. This is why we strive to take these vehicles off the road, which not only makes the used car market safer but our streets safer too.

CARFAX — 35+ Years of Experience in Vehicle Histories

CARFAX was founded in the US in 1984 and expanded into Europe in 2007. Around 100 team members spread across six European offices process vehicle information from 22 countries.

Fostering strategic partnerships with registration authorities, law enforcement agencies, government departments, insurance companies, inspection centers and numerous other leading companies around the world has enabled us to compile a unique international database for vehicle histories. We use this database to help make the used car market more transparent. We give everyone in the process of buying a used car access to what is currently the world's most comprehensive source for vehicle history reports, and is growing day by day.

We remain neutral and independent despite our partnerships — our sole purpose is help customers make an informed choice and ensure their safety and the safety of their family. This includes never collecting any personal details — we do not accept any PII from data sources amongst the information we provide about a vehicle. We ensure that data protection laws are observed at all times. Furthermore, we always collect our data in compliance with legal and regulatory frameworks — in all the countries in which we are active. We expressly distance ourselves from illegal activities such as data theft, scraping and hacking.

Sours: https://www.carfax.com/Used-2003-Lexus-ES-300_x4133
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Used car review: Lexus ES300 2001-08

Throughout its life, the Lexus ES300 has been the poor relation of the Lexus clan. It's not that it was badly built, underequipped or lacking in some other way; rather that it has always been seen as too closely related to the Toyota Camry on which it was based. "A Camry with leather," was the usual way of dismissing it.

However, as the months and years have passed, the ES300 has really come into its own as a used car. Not only was it well built and lavishly equipped, the fact its major mechanical components were tough-as-nails Camry stock is money in the bank. Bread-and-butter mechanicals mightn't be sexy when a model is brand new but they're rolled gold in a used car.

The first ES300 arrived in the early 1990s, based on the first wide-bodied Toyota Camry. That gave it front-wheel drive (making it unique among Lexuses) and a relatively roomy four-door body. The Lexus version had different body panels but aside from a little extra front overhang, inside it was more or less the same size as a Camry.

Those early cars had Toyota's 3.0-litre V6 and four-speed automatic transmission. While it was a smooth combination, startling performance was not its best suit. That improved in the mid-1990s when the second-generation, wide-body Camry became the basis of the Lexus and included an improved V6. Still measuring 3.0 litres, the newer engine had better punch off the line. The final iteration of the ES300 arrived in 2001, complete with 158kW from its version of the 3.0-litre V6 and a five-speed automatic to address the package's most glaring problem.

All ES300s were well-equipped and even the very first cars had cruise control, climate-control air-conditioning, full electrics, a big stereo, quality leather and touches such as a dashboard that lights up when the ignition is turned on.

To underline its place on the technology timeline, that first model was sold with either a built-in car phone or an electric sunroof. Obviously the one with the sunroof is now a better buy.

The post-1993 models are also preferable to earlier cars, because at this point dual front airbags moved from the options list to standard issue.

The driving experience is a bit like a V6 Camry on valium. The extra weight of the Lexus blunts the experience a little and the front-drive layout and softly tuned suspension make for a good ride but there's little in the way of driver involvement.

Being a Toyota product, the ES300 is a pretty tough customer. Even the early V6s are made of stern stuff and the trade doesn't consider any engine with less than 400,000kilometres to be a high-miler.

Watch for oil leaks from around the rocker covers (the front one is simple to change, the rear one is a pain) and we've heard of the odd blown head gasket on early engines. The timing belts also need to be changed every 125,000 kilometres, so a service book should be part of the deal.

Toyota experts recommend that when you have the front of the engine pulled apart to change the timing belt, you should replace the water pump and its ancillaries. Budget on at least $1000 for that work (including parts).

Ensure the interior isn't tatty as some of the lighter trim colours tend to attract dirt and check the top of the rear seat for signs of cracking - the extreme angle of the rear window allows plenty of UV in. The cover of the centre console is also prone to cracking.

Make sure all the dashboard needles and digits light up when you fire up the engine, as these often fail. A blacked-out tachometer needle isn't the end of the world but it will be fiddly and potentially expensive to fix.

Tyres showing odd wear patterns suggest the wheel alignment is not correct. At best, you'll need a four-wheel alignment; at worst, it could mean the body structure has deformed in a crash. Some metallic colours were difficult to match, so ensure all panels are the same colour in strong sunlight.

ES300s tended to be bought by older drivers, so make sure those big bumpers haven't been used as exploratory parking sensors. The same goes for the alloy wheels, which are likely to have suffered kerb rash.

While the Camry has been involved in the odd safety recall over the years, the ES300 was built in another factory in another country, which means it wasn't affected by them.

However, there was one recall for ES300s built in mid-to-late 2001. It involved a section of the horn-pad that, in some cases, could potentially become separated from the driver's airbag when it deployed. An airbag propelling any piece of shrapnel has the potential to do serious injury, so the recall was issued and owners notified by mail. A Lexus dealer will be able to tell you if your car was affected and fixed.

Need to know

  • The later the model, the better. The five-speed auto was a big improvement and the updated V6 was a more flexible performer.
  • We have seen the odd ES300 with big alloy wheels and dark-tinted windows. Be wary.
  • As they aged, many ES300s weren't serviced as they should have been. Check the service record.
  • Ensure all the electronics, particularly the dashboard, are working properly.

What to pay 

Sours: https://www.drive.com.au/reviews/used-car-review-lexus-es300-200108-20090403-14t4p/
I bought a 2000 Lexus ES300 for $1000!

The new Lexus ES300 is totally unobtrusive, utterly inoffensive, and completely without complexity. This is a good thing.

After all, how many machines do you own that are painstakingly designed and vigilantly executed to lower your heart rate? We're talking precision engineering for the sake of tranquillity.

Just note some of the details Mr. Toyoda's engineers fussed over in the ES300's recent redesign.

They moved the pivot point of the front-seat headrests up, so instead of tilting forward to tickle your cowlick, they now swing out at the bottom to cradle your neck for more comfort. They relocated the passenger vanity light from the sun visor to the ceiling so the light softy illuminates your face from above instead of blazing directly into your enlarged pupils. They laminated the side windows with a water repellent coating so raindrops bead up and zip away. They coated the air-conditioning condenser with a resin impregnated with an antibacterial agent so the cabin never smells like a mushroom cellar. They designed the headlight clusters with replaceable brackets so minor collisions are easier on the wallet.

The new ES300's ad slogan could be "The Ultimate Pacifying Machine."

Of course, the middleweight Lexus has always been this way, much like its less-expensive platform partner, the Toyota Camry. Both are comfortable, composed, and about as reliable as the tides. They are also about as riveting to experience.

The previous ES300 finished third in our nine-car roundup of $30-something-thousand sedans ("Ennui and Upward!" February 2000), praised -- but also cursed -- because it generated no sparks with which to ignite an argument. Now that it has a new vanity light and rain-repelling glass, would the redesigned ES300 gain a position or two in that same comparison test?

Not likely.

All detail sweating aside, the ES300 still suffers a shortage of combustible material, either of the negative or positive variety. And in these parts, where driving is a form of entertainment, an unclaimed $38,665 would more likely be exchanged for a well-equipped BMW 3-series, an Audi A4 3.0 Quattro, or even a Lexus IS300 and a year's worth of gasoline. Among real speed snobs, the ES300 will remain on par with Manhattans and Oprah's Book Club as just a bit too benign.

Not to say that the new Lexus isn't a dream machine for some people. Leather, plastic, and wood paneling (carving a tree for the wheel and shift knob costs $330 extra) unite inside with scrupulous precision. There are no gaping seams, no serrated mold partlines, nothing that isn't resolutely screwed down.

The atmosphere is always hushed, as though someone important were about to speak. If you spend the substantial $4860 to get leather seats plus the Mark Levinson audio with CD changer and voice-activated navigation system, that someone could be you. Alternatively, you can spend $3010 for leather and Levinson without nav.

It's a very nice stereo even at half the defense-contractor price, which doesn't include the free steel-resin sandwich panels in the fire wall that block noise so the unit's crystal beat thumps unimpeded. Also included at no cost are the extra body gussets in the floor, across the parcel shelf, and on the spare-tire well that battle vibration. With the throttle wide open our decibel meter registered just 69, the same as in the previous ES300 and what most cars post while coasting in neutral at 70 mph.

The new sheetmetal does put some extra inches around the passengers. Front occupants get another inch of headroom, and rear-seaters get an additional 0.8 inch over their noggins. As in most Toyotas, front-seat passengers are slightly shorted on bottom-cushion length, a problem that will be most acute for long-legged drivers who will feel as though they are perched on a ledge rather than a seat.

There is adequate space in the comfortable stern for adults, whose boots will slide under the front seats and whose knees will nestle into scalloped pockets in the front seatbacks. Even so, rear head clearance is tight enough that the hair on a five-foot-eleven editor does the static tango with the headliner.

If you pit new against old at the track, the performance numbers are also a wash. The V-6 whispers the same 210 horsepower and 220 pound-feet of torque as the previous ES we tested, but each pony now has 16.9 pounds to move instead of 16.5, due to the 96 additional pounds carried by our 3558-pound test car.

The additional payload apparently helped offset the slightly lower overall gearing of the new five-speed automatic, such that 60 mph arrived in 8.3 seconds, just as it did in February 2000, and the quarter-mile registered 16.2 seconds at 85 mph, within a newt's nose of the old car. As in the previous ES300, the thrust from the whole system is seamless, as it would be if the engine powered the car through an extension cord from across the street.

Toyota's ubiquitous 1MZ-FE DOHC 24-valve V-6 carries over from the old ES300 with few detail changes. Among them are thinner valve stems, which combined with the solid shim-type lifters (instead of heavier hydraulic self-adjusting tappets) serve to reduce the valves' mass, allowing engineers to relax the valve-spring rate and reduce the subsequent noise from the valves striking their seats.

The new U150E electronically controlled five-speed transmission is the exact same box as the U140E four-speed installed in the old ES300, but with revised clutching that provides an extra overdrive gear. The only problem is that now that it has two overdrives, the transmission is reluctant to give them up.

More-urgent downshifts would be welcome (although it may affect the heart rate) via a sport/images/media/61/assets-image-020403163412jpg-photo-8650-s-inline-image.jpgeconomy button and some extra lines of software code. These buttons used to be on almost every Toyota product. Where did they go?

The new ES300 isn't any friskier on the skidpad, where its 0.76-g performance sat just to the left of the old car's 0.77 posting. On the other hand, the brakes showed a small improvement. The new ES300's 183-foot stop from 70 mph was generated with a reliably firm pedal and represents an eight-foot improvement over the previous car's stopping ability.

Doing the two-lane twist, the ES300 moves with aplomb. On our test vehicle, which lacked the $620 variable-rate shocks (which actually cost $1910, as they must be ordered with the $650 stability control and $640 HID headlights), the ride cleaves toward lush. But enough high-frequency tremors make it up the seat mounts to give the impression of a suspension at work. A Lincoln Town Car this isn't.

The front-wheel kingpin axis now lies forward of the wheel center, a design trick that adds some starch to the steering in straight-line runs and gives more lively turn response. Overall, the ES300's steering is still insulated, preferring secrets to confessions. But the weighting seems appropriate to the car's capability, and the understeer trigger actually feels pushed a notch or two up the speed scale.

To the enlightened (as a C/D reader, we assume this includes you), an automobile should furnish transport for the spirit as well as the flesh. To others, it's merely a place to while away the time between points A and B, and thus should be as unobtrusive and hedonistic as its owner's means allow. With the arrival of the cheeky little IS300, the Lexus ES300 has been retuned to satisfy those "others" more than ever before. No longer required to deliver a minimum daily requirement of lateral g, it can be cushy, quietly elegant, and just about transparent to its occupants. That may not suit the hotspurs here at C/D , but for all those others it's damn near perfect.

My mother-in-law told me the other night that "the Lexus is the best car." This, after driving her mother's last-generation ES300. And for a variety of reasons that we needn't explore now, I couldn't disagree. A smoother, more comfortable, silkier operator doesn't exist for anywhere near the price. History would indicate it's probably less likely to break on you than anything else. Still, you'd never catch me in this sand-colored tuber. Lexus of late seems to have an unnatural interest in root vegetables. The SC430 is an Idaho russet. The RX300 is clearly a rutabaga. But this new ES, it's a yam. Definitely a yam.

This is one smooth car. Thirteen years later we have a "downmarket" Lexus that is nearly the equal of the original LS400 in size and luxury appointments, and this V-6 even bests some of the old V-8's performance. And get a load of this nav system: It's decipherable on the first try! I managed to program my home as a destination before I got home! The ES300's Mystic Gold paint is gorgeous. The California walnut "genuine wood" trim is something to see in bright sunlight; it takes on a burgundy cast that is breathtaking. Now, if Lexus could just dial in a bit of ride control, because wallowing and floating like an old land yacht is no longer a desirable luxury trait.

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Sours: https://www.caranddriver.com/reviews/a15145997/lexus-es300-road-test/

Lexus ls300 2003

2003 Lexus IS 300

The IS 300 is the rogue of the Lexus family, a compact four-door sedan combining sassy looks and snappy performance with the superior quality control usually associated with the Lexus name.

The IS 300 is priced nearly the same as the more conservative Lexus ES 300, but is targeted toward a younger audience. While the ES 300 uses a V6 and front-wheel drive, the IS 300 uses an inline-6 and rear-wheel drive. The ES is smooth and sophisticated; the IS is hip and aggressive. In fact, with rear-wheel drive, best-in-class horsepower, and the road-hugging handling of a German touring car, the IS 300 offers a compelling alternative to the benchmark BMW 3 Series.

The IS 300’s high-tech 3.0-liter inline six-cylinder engine is renowned for its smoothness. It produces 215 horsepower on recommended 91-octane fuel. The E-shift five-speed automatic transmission shifts automatically or manually via buttons on the steering wheel.

Last year, Lexus added the SportCross, a “4+1-door body style” to the IS 300 family. The company jumps through hoops to avoid the words “five-door” or “hatchback” or anything else that would suggest practical economy, but it does add practicality. Lexus says the SportCross appeals to a much younger crowd than even the sedan; we figure that means active-lifestyle jocks in addition to well-heeled geeks and gearheads. (We pride ourselves as gearheads, but geeks is probably a more accurate label.) Fortunately, the SportCross isn’t as awkward as its tag. In fact, it is anything but awkward.

For 2003, the Lexus IS 300 offers new standard and optional wheel designs, including a new 16-inch aluminum alloy wheel with 205/55R16 all-season tires. All-season tires will be available for other models in addition to the summer performance tires. Otherwise the rogue Lexus remains unchanged from last year.

Model Lineup

The Lexus IS 300 sedan with the five-speed E-shift automatic ($30,805) comes standard with four-wheel anti-lock disc brakes (ABS) with electronic brake distribution (EBD), side-curtain air bags, halogen foglamps, high-intensity discharge (HID) headlights, five-spoke alloy wheels (redesigned for 2003), traction control, a premium eight-speaker (nine in SportCross) audio system with cassette and in-dash six-disc CD player, plus all the power-oriented paraphernalia of a luxury car: automatic climate system, cruise control, power windows and door locks, auto-dimming rearview and driver’s sideview mirrors, heated external mirrors, remote entry, security system and more.

The SportCross ($32,305) comes with the same high level of standard equipment, but features slightly wider rear tires on half-inch wider rims, and a sturdy rear window washer/wiper.

The IS 300 sedan is also available with a five-speed manual ($29,435). It comes with a sport-tuned suspension and all the same standard stuff. Drivers, you’re in luck: More sport for less money. Driver jocks are not so lucky, however, since the five-speed doesn’t come in the SportCross body style.

Black or ivory leather seats with full power adjustment add $2105 to the sedan, $2145 to the SportCross. A leather/Ecsaine (suede-like) combination costs $1805 in the sedan and $1845 in the SportCross. Other major options include DVD GPS voice navigation ($2000), power moonroof ($500), heated front seats ($440), Vehicle Skid Control ($350), and a limited slip differential ($390).


The Lexus IS 300 looks like a sports sedan with short front and rear overhangs. Its wheels are pushed out toward the corners of the car.

Its wedge-shaped form has a conspicuously low prow, while a bulge down the center of the hood suggests power, especially from the driver’s seat. Creased lines on the hood flow down steeply from raked A-pillars to a familial trapezoidal grille, ringed with chrome and bordered by jewel-like HID headlamp clusters. Round halogen foglights are shielded within the air dam behind trapezoidal composite lenses.

In the rear, round red taillights peer out of contoured bezels behind aerodynamic clear covers. The bezels are smoked gray on dark-colored cars, and chromed with light colors.

The three rear windows on each side of the SportCross look a bit odd, the back two crowded, as if they’re an unsolved design problem. Behind the rear door window there’s a non-opening triangular pane that looks like an old-style vent window, and behind that there’s another one shaped like a triangle/trapezoid, which neither looks in nor out on anything, and is outlined by a thick black band inside the glass where it fits against the car’s interior.

Lexus calls the SportCross “more than a sedan but less than a full wagon” (that’s the cross), and adds that “the new silhouette admittedly places unique design ahead of maximum utility.” This priority leaves room for a gaping hole in the concept: There is no standard roof rack, nor even an available one, nor even any rain gutters to attach an aftermarket rack; and the radio antenna, rising from the center rear of the roof, would get in the way anyhow. Lexus says the SportCross will appeal to mountain bikers, and the press kit includes a photo of a SportCross with a bike squeezed in the back to prove it, but we don’t think so. The bike has whitewall tires, which suggests how much Lexus knows about mountain bikers. They go everywhere in pairs; their bikes are perpetually caked in mud. They need roof racks.

Interior Features

The Lexus IS 300 cockpit reflects an attempt at contemporary, driver-oriented styling. Graphite-tinged plastics and machined metallic finishes set the theme. Drilled aluminum pedals, a polished metal shift ball, a notched shift gate rimmed by chrome, and doorsills covered with stainless steel scuff plates studded with rubber cleats add a racy, high-tech image. A graphite plate on the driver-side door panel surrounds rocker toggles that power the windows, door locks and both exterior mirrors.

The instrument panel includes a round analog speedometer inset with three smaller gauges for temperature, volts and instant fuel mileage. The whole cluster is designed to resemble a sports chronograph wristwatch, and in its attempt to be cute, cool, clever, unique, whatever, it fails the no-nonsense test: The instant fuel gauge is too small to be useful, as a tiny needle flips in a tiny semicircle between 0 and 80 mpg. The watch-face cluster stands between a half-moon tachometer on the left, whose clarity is compromised by the clutter of the faux chronograph, and quarter-circle fuel gauge to the right, above a digital display for gear selection and trip odometer.

The power bucket seats felt a bit hard and wide at first, but we found adequate lateral support when we drove our SportCross hard through the curves, and the suede-like/cloth-like Ecsaine surface was good and grippy. We were less than impressed by our test model’s $1845 Leather/Ecsaine interior trim. Earlier we described it as suede-like, but it could just as easily be considered cloth-like. Another $300 for the full leather seems like a bargain (which is not to say that $2145 for leather and power seats is a bargain).

A very attractive, stitched leather three-spoke steering wheel (spokes at 3, 9 and 6 o’clock) tilts manually. Pairs of buttons on both the left and right spokes enable the driver to shift up or down one gear at a time without removing his or her hands from the wheel. The front button downshifts with the thumb and the back button upshifts with the middle finger. The vents and pods for audio and climate controls drop down from the center of the dash to the console.

The sedan’s firm rear bench will accommodate three in a pinch, and has a fold-down armrest that conceals a small pass-through portal to the trunk.

With its 60/40 split rear seat backs folded, the SportCross offers 21.8 cubic feet of cargo space, more than twice as much as the trunk of the sedan. The wheel wells intrude quite a bit into the SportCross cargo area, making the space hourglass-shaped, which reduces its practical carrying capacity.

Driving Impressions

Nobuaki Katayama, the chief engineer for the Lexus IS 300, is a passionate racing fan who admits that his personal driving style is dynamic; he likes to pitch his car. So he designed the chassis and suspension of the rear-wheel-drive IS 300 to accommodate such a style. He did a great job. We were impressed by the agility of the E-shift sedan, and the SportCross corners even better, thanks to its slightly more balanced weight distribution (53/47 versus 54/46) and wider rear tires. But the five-speed sedan, with its stiffer sport suspension, should corner best of all.

Katayama started by mounting the engine (and battery) as far rearward as possible. The double-wishbone independent suspension was specifically designed to resist roll in corners and front-end dive under hard braking, and it thoroughly succeeds. Meanwhile, the engine-speed-sensitive, power-assisted rack-and-pinion steering provides precise control with excellent feedback.

But it was the car’s balance that downright dazzled us. We drove it very aggressively through our favorite remote twisty section in the wet, and we kept trying and trying to get the tail to hang out, but the IS 300 resolutely refused to oversteer. The Bridgestone Potenza summer radials did a great job gripping corners in the wet. Our SportCross was not equipped with the optional Vehicle Skid Control, but it did not seem to need it, and that’s saying a whole lot. (Still, for $350, the VSC option remains a steal. Think fail-safe. Think ice.)

The SportCross handled better in the wet than the front-wheel-drive Acura TL-S did in the dry. We found the IS 300 more fun to drive than a lot of sports cars.

We loved using the steering-wheel buttons to change gars, but the E-shift transmission will override some of your decisions. Drive into a corner hard, begin clicking the button on the steering wheel to downshift, and often it won’t respond. It’s designed to prevent abuse to the transmission and/or over-revving, but it’s set way too conservatively; one time it wouldn’t even downshift for us at a modest 3800 rpm. Sometimes, when accelerating out of a curve, it even leaves you below the powerband, which is reasonably broad. Also, it won’t do short-shifts when you want heavy throttle at low rpm. Bottom line: If you really want to shift for yourself, get the sedan with the manual transmission.

Turning to the ride and brakes, the IS 300 gets great again. The ride presented remarkable equanimity, which is to say it felt the same over every kind of surface. On high-speed ripples it was firm and steady; on low-speed bumps, firm and never harsh. Out on the freeway, it delivered a nap-inducing smoothness.

And the brakes (big ventilated discs in front and solid discs in back) were always there. The anti-dive suspension design works. We abused the brakes during our longest cornering session and they never faded. We dove into rain-slicked second-gear turns too fast and too late, relying on the anti-lock system to save us; and it did, with rock-steadiness and without protest.

The engine, using continuously variable valve timing, delivers keen acceleration, but the three models are not equal. The five-speed is quickest, the E-Shift sedan next, and SportCross the slowest because it’s the heaviest. According to Lexus, 0 to 60 mph acceleration times are 6.8, 7.3, and 7.4 seconds respectively, and quarter-mile times are 15.1, 15.3, and 15.6. Any one of them is considerably quicker than a Lexus ES 300.

We were impressed by the performance of the traction control with optional limited-slip differential. The rear wheels will slip on wet pavement, when accelerating from an uphill stop sign for example, but pound the throttle and the limited-slip kicks in and prevents the wheels from spinning any more.


The Lexus IS 300 sedan offers ride, handling, power, brakes, comfort and price comparable to the BMW 3 Series and other sports sedans. The IS 300 SportCross is an excellent concept with tremendous promise. If it had an available roof rack and either a manual gearbox or sportier programming of the auto/manual transmission, it would fulfill that promise. In both cases, we were particularly impressed with the braking and handling.

Model Line Overview
Model lineup:IS 300 5-speed manual ($29,435); IS 300 automatic ($30,805); IS 300 SportCross ($30,805)
Engines:215-hp 3.0-liter dohc 24-valve Inline-6
Transmissions:5-speed automatic with E-shift; 5-speed manual
Safety equipment (standard):dual front airbags, seat-mounted side-impact airbags, three-point seatbelts for five seat positions with force-limiting pre-tensioners and height-adjustable anchors in front, anti-lock brake system, disc brakes with electronic brake distribution (EBD), all-speed traction control (TRAC), child restraint seat anchor brackets, first aid kit
Safety equipment (optional):Vehicle Skid Control
Basic warranty:4 years/50,000 miles
Assembled in:Iwate, Japan
Specifications As Tested
Model tested (MSPR):IS 300 SportCross ($30,805)
Standard equipment:automatic climate system, dust/pollen interior air filter, engine speed-sensing power steering, xenon high-intensity discharge (HID) headlamps, power door locks with multi-function in-key remote, power windows with express up/down for driver, power mirrors, manual tilt steering wheel, analog instruments with tachometer, leather-wrapped steering wheel with shift controls, front bucket seats with eight-way power controls, front floor console, 60/40 split folding rear bench seat, rear window electric defogger, remote release for fuel door, Lexus premium AM/FM/cassette with in-dash six-disc CD changer and nine speakers, 17-inch aluminum alloy wheels
Options as tested (MSPR):moonroof ($500); heated front seats ($440); Leather/Ecsaine Package ($1845) includes dual eight-way power seats, garage door opener; limited-slip differential ($390); cargo mat ($58)
Destination charge:$575
Gas guzzler tax:N/A
Price as tested (MSPR):$34613
Layout:rear-wheel drive
Engine:3.0-liter dohc 24-valve inline-6
Horsepower (lb.-ft @ rpm):215 @ 5800
Torque (lb.-ft @ rpm):218 @ 3800
Transmission:5-speed automatic with E-shift
EPA fuel economy, city/hwy:18/25 mpg
Wheelbase:105.1 in.
Length/width/height:177.0/67.9/56.7 in.
Track, f/r:58.9/58.1 in.
Turning circle:33.4 ft.
Seating Capacity:5
Head/hip/leg room, f:37.8/52.8/42.7 in.
Head/hip/leg room, m:N/A
Head/hip/leg room, r:37.3/53.9/30.2 in.
Cargo volume:21.8 cu. ft.
Towing capacity:N/A
Suspension, f:independent
Suspension, r:independent
Ground clearance:5.3 in.
Curb weigth:3410 lbs.
Tires:215/45/R17 front, 225/45R17 rear
Brakes, f/r:disc/disc with ABS and EBD
Fuel capacity:17.5 gal.
Unless otherwise indicated, specifications refer to test vehicle. All prices are manufacturer's suggested retail prices (MSPR) effective as of November 19, 2002.Prices do not include manufacturer's destination and delivery charges. N/A: Information not available or not applicable. Manufacturer Info Sources: 1-800-872-5398 - www.lexus.com
Sours: https://www.newcartestdrive.com/reviews/2003-lexus-is-300/
Here’s Why You Need to Buy a Lexus

Used 2003 Lexus ES 300 for Sale

2003 Lexus ES 300 - Toyota soul with a little flair.

This car overall has been one of my favorite vehicles. I bought it pre-family/pre-marriage and it took me well into life with 2 kids. I put over 175k miles on the vehicle and the quality of it's parts and finishes held up well to the wear that everyday life placed on the car. It's very roomy (this was a big benefit when I married someone who is 6'5") and although it may not be the most eye catching cars it does have classic style. It's reliability was great thanks to Toyota quality. It had a smooth ride from the day I drove it home to the day I sold it, and it held a good resale value compared to other cars.

This car overall has been one of my favorite vehicles. I bought it pre-family/pre-marriage and it took me well into life with 2 kids. I put over 175k miles on the vehicle and the quality of it's parts and finishes held up well to the wear that everyday life placed on the car. It's very roomy (this was a big benefit when I married someone who is 6'5") and although it may not be the most eye catching cars it does have classic style. It's reliability was great thanks to Toyota quality. It had a smooth ride from the day I drove it home to the day I sold it, and it held a good resale value compared to other cars.

We took this car on our honeymoon up to the Blue Ridge Mountains.

We took this car on our honeymoon up to the Blue Ridge Mountains.

Reliability was the most positive thing about this car. With the exception of a dead battery it never left us stranded. It also had a wonderful, smooth ride. Interior finishes are high quality and stood up to the test of time.

Reliability was the most positive thing about this car. With the exception of a dead battery it never left us stranded. It also had a wonderful, smooth ride. Interior finishes are high quality and stood up to the test of time.

Price (compared with Toyotas) was the biggest con, but it helps that the car held a higher resale value even 10 years down the road. Another downside was the paint quality. We bought this vehicle in black and it did show scratches easily so I would advise getting the additional clear coat protectant.

Price (compared with Toyotas) was the biggest con, but it helps that the car held a higher resale value even 10 years down the road. Another downside was the paint quality. We bought this vehicle in black and it did show scratches easily so I would advise getting the additional clear coat protectant.

2003 Lexus ES 300 - Lexus ES300 style and class endures.

The Lexus ES300 is a classic ride, combining style, form and function. The stylish exterior has stood the test of time, with its sporty, sedan comfort and quality. Interior touches such as warm rosewood trim rivals that of more expensive European models. The leather upholstery has an upscale fit and finish, with lumbar supports in driver and passenger seats providing comfort even on long cross-country trips. Interior noise levels are minimal, with no wind noise or rattling. All controls are well-placed within easy reach of driver at all times. Although the car may not be the fastest off the start line, its cruising comfort, stable ride and road handling capabilities make up for any 0-60 mph lackluster performance. The interior space provides plenty of headroom for even taller adults, w... (more)

The Lexus ES300 is a classic ride, combining style, form and function. The stylish exterior has stood the test of time, with its sporty, sedan comfort and quality. Interior touches such as warm rosewood trim rivals that of more expensive European models. The leather upholstery has an upscale fit and finish, with lumbar supports in driver and passenger seats providing comfort even on long cross-country trips. Interior noise levels are minimal, with no wind noise or rattling. All controls are well-placed within easy reach of driver at all times. Although the car may not be the fastest off the start line, its cruising comfort, stable ride and road handling capabilities make up for any 0-60 mph lackluster performance. The interior space provides plenty of headroom for even taller adults, with adequate legroom for backseat passengers. Large trunk space accommodates several large suitcases for longer road trips. The basic sound system provides plenty of volume, and there is an upgraded sound system available too. All in all, the Lexus ES300 is a dependable, comfortable ride for five passengers and can go the distance, providing hundreds of thousands of miles of style and comfort.

Had a great time beach-camping in the Lexus ES300. Campsite was on a barrier island with no surrounding buildings or campers, so we opened up the Lexus and enjoyed the car stereo which provided outstanding music to our entire campsite!

Had a great time beach-camping in the Lexus ES300. Campsite was on a barrier island with no surrounding buildings or campers, so we opened up the Lexus and enjoyed the car stereo which provided outstanding music to our entire campsite!

Overall classic styling withstands the test of time. Nice size - not too small, not too large. Comfortable driver and front passenger seats with lumbar support. Excellent fit and finish throughout. Attractive wood grain interior trim. Smooth, quiet ride. Uses regular gas.

Overall classic styling withstands the test of time. Nice size - not too small, not too large. Comfortable driver and front passenger seats with lumbar support. Excellent fit and finish throughout. Attractive wood grain interior trim. Smooth, quiet ride. Uses regular gas.

Valve job required at 90,000 miles, but manufacturer helped with parts. Spotty performance of window regulators after 100k miles. Back seat has small trunk pass-thru but doesn't fold down for cargo room. Fuel economy isn't outstanding but average for sedan.

Valve job required at 90,000 miles, but manufacturer helped with parts. Spotty performance of window regulators after 100k miles. Back seat has small trunk pass-thru but doesn't fold down for cargo room. Fuel economy isn't outstanding but average for sedan.

Sours: https://www.autolist.com/lexus-es+300-2003

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Sours: https://www.carsales.com.au/lexus/es/price/2003/es300-245462/

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