2013 Lexus ES

2013 Lexus ES

Episode 3149
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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
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW