It’s hard to describe the 2025 Lexus ES in such exciting terms. While the IS trim has the powerful V8 IS 500 F Sports Performance flagship to add some halo and Substantial LS trim emphasizes luxury Lexus’ badge has always been represented; ES stands silently in between. Now in its seventh generation, you’d be forgiven if you forgot it even existed.

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Presumably the folks at Lexus didn’t quite have the ES in mind. The seventh-generation car went on sale in 2018, with a rather simple facelift in early 2021. It features the grille that is now familiar from most Lexus models and is much less visually surprising, but more importantly was the addition of all models. – until then only switching to front-wheel drive.

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While most mid-cycle refreshes narrow things down to just the most popular trims, Lexus has a full ten for the regular ES and another five for the hybrid version. This includes many F Sport-branded models, and unlike other models in Lexus’ lineup, these aren’t always just an aesthetic change.

There are three engine options in the 2025 ES series. ES 250 AWD (starting at $43,215 plus $1,175) uses a 2.5-liter inline-four with 203 horsepower and 184 lb-ft of torque; It has four-wheel drive as standard. However, there is also an ES 350 for the same money. It has a 3.5-liter V6 with 302 horsepower and 267 lb-ft of torque, but it only comes with front-wheel drive.

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Finally, there’s the ES 300h ($44,615 plus destination), which pairs a 2.5-liter inline-four engine with an electric motor. This isn’t a plug-in hybrid; You can’t charge Lexus’ small onboard battery externally. NX plug-in hybrid – but you get a slight increase in power. It transfers 215 hp power to the front wheels via electronic CVT.

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Given these numbers, it’s little surprise that relative performance is in line. Lexus says the 2.5-liter non-hybrid engine will do 0-60 mph in 8.6 seconds, while that speed drops slightly to 8.1 seconds in the hybrid. The V6 is good for a 0-60 time of 6.6 seconds, but like all powertrains, its top speed is limited to 131 mph.

So the reason you choose ES is not directly speed. This is also not the right choice if you want to drive solely on electric power. Hybrid ES has an electric mode but like all light hybrids — only lasts short distances and at moderate speeds.

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All models use independent MacPherson front strut and trailing arm-type double wishbone rear suspension, both with coil springs. Luxury trims add performance damping, but where things get more interesting is on F Sport Handling models. They have adaptive variable suspension front and rear with active shock absorbers.

The differences here become apparent when you toggle the short drive mode button that protrudes from the right side of the dash (a matching button on the opposite side manages traction control). Pressing this switches between the default Normal mode and driver mode. -configurable Custom; leaning down selects Eco, the ES gets even more sedate in the name of frugality. Meanwhile, S – turn it once for Lexus’ Sport mode, or twice for S+, the ES’ most aggressive setting.

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Frankly, this is “aggressive” in the context of ES’s raw features. In the 2025 ES 360 F Sport Handling you see here (complete with the $1,500 Black Line Special Edition Package), rigidity is a relative thing compared to the relaxed compliance the sedan usually goes for. In the default Normal mode, the mid-size Lexus glides with unforgettable grace. It’s a reminder of why sedans can still be the kings of long-distance touring, ignoring most poor-quality road surfaces while the V6 purrs secretly in the background.

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S and S+ modes tighten things up and the transmission holds lower gears longer, but this is still far from a sports sedan. To be honest, the payoff of S+ mode was never quite worth it to me: there’s nothing particularly audibly pleasant about the V6 in the high rev range. The slightly less intense S mode adds just enough pizzazz to be a bit more engaging, but you can get away with never touching the drive mode dial and always seeing Lexus at its best.

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Frankly, this is a reminder that not everything has to be “sporty” and not every driver is looking for that in the first place. Indeed, while the gloss black 19-inch wheels on this F Sport Handling are handsome, you could argue that the 18-inch versions standard on the ES 350 Ultra Luxury fit the bill better in terms of comfort. this comes from their extra side walls.

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Inside, Lexus’ base trims will likely be a bit plain. There’s dual-zone automatic climate control, a 10-speaker audio system, and an 8-inch touchscreen infotainment system, as well as wireless Apple CarPlay and Android Auto, although a lot of cheap cars these days will at least offer you heated front seats as standard, with Lexus at least That puts this – along with ventilation – behind a paid option, unless you upgrade to the luxury trim. Leather is standard on Luxury and Ultra Luxury trims; the rest takes on an unpleasant fake skin.

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A heated steering wheel is standard on all models except for basic features like wireless phone charging. Ultra Luxury and Black Line Special Edition trims get Lexus’ 12.3-inch infotainment system as standard; It’s available as a $1,030 option on most other trims. A 17-speaker Mark Levinson audio system is also generally an option, and you can get a head-up display for $500.

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I’d probably skip the Black Line package: I’m not sure the gloss black trim panels fit the ES mentality. The 360-degree camera is $835, but blind-spot alerts with rear cross-traffic alert are standard across the board. Select trims get parking assistance or at least offer it as an option.

Overall, the ES’s cabin feels largely solid, if not exactly modern. Lexus’ switchgear has good weight and there are plenty of physical controls, although the touchscreen handles media and navigation duties. Some trim pieces, such as the silver strips, feel a touch plasticky, but most of what you’ll come into contact with is fine.

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Both rows feature several USB charging ports in both USB-A and USB-C flavors, and space in both the front and back is also completely acceptable. While legroom up front is about the same as the similarly-sized Toyota Camry, the Lexus is more than an inch wider in the back. But headroom is about the same there, too, and the 2025 Camry’s trunk space is 15.1 cubic feet, while the ES’s is 13.9 cubic feet.

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The Camry is a worthy sedan to mention, given that both it and Lexus use the same basic platform. For newest 2025 CamryHowever, Toyota made hybrid the only engine option, a decision that benefits fuel economy. The ES 350’s V6 is rated at 22 mpg in the city, 31 mpg on the highway and 25 mpg combined, and while it’s approachable from behind the wheel, it’s not exactly admirable.

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Perhaps it shouldn’t be too surprising that after thirty-five years of production, the Lexus ES feels a little anachronistic. Even today, in its seventh generation, it is a car that is resolutely committed to its mission of being affordable luxury, nothing more, nothing less. This isn’t a segment that includes a sports sedan or a crossover-coupe. Just a nice means of transportation.

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For some, this confidence of purpose will be a key selling point. But others – and it’s not unfair – now expect more from their vehicles. For example, this Matador Red ES 350’s all-in price of $56,850 will get you into the Genesis G80 2.5T AWD. While it has a smaller engine, its 300 horsepower is only marginally behind the Lexus, and the turbocharged Genesis has much more torque at 311 lb-ft. It also, frankly, looks and feels more modern and premium inside and out.

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Therein lies Lexus’ biggest problem, and it’s a problem we’ve encountered with other sedans as well. As shoppers turn to SUVs at dealerships and automakers understandably prioritize their investments in the most in-demand vehicles, traditional four-doors with relatively modest prospects are easily eclipsed. This is doubly true when competitors beat them to luxury at the same price tag. The 2025 ES 350 is good, but it’s hard to argue that “good” is enough in this car market.

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