Lexus ES250 vs Renault Scenic E-Tech

What's the difference?

Since day one Lexus has aimed to prise buyers away from the limpet-like grip of traditional luxury car players. Conventional marketing wisdom says consumers buy brands, with the actual product a secondary consideration. 

The updated ES has the value, efficiency, safety, and driving refinement to again challenge the establishment. Amazingly, the ownership package, specifically the warranty, is starting to lag the market. 

But for open-minded premium buyers this product is worth a look before following a well-worn brand path. And if it was my money, the ES 300h Luxury with Enhancement Pack is the range sweet spot for value and performance.

The Renault Scenic E-Tech is lining up against some heavy-hitting competitors, but Renault Australia admits it has one top of mind - the Kia EV5. The Kia’s a quality package and if you’re in the market for a mid-size electric SUV, you’ll no doubt have it on your shopping list. And you should have a look at this slightly smaller car, as well. It has the refinement, practicality and safety to stand up confidently in a rapidly expanding segment.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

From shy wallflower to life of the party, the Lexus ES was given a comprehensive design makeover for its seventh generation.

A dramatic, angular exterior incorporates signature elements of the Lexus brand's distinctive design language including an unmissable ‘spindle grille’, but is still clearly recognisable as a conventional 'three-box’ sedan.

The jagged headlights now feature ‘tri-beam’ LEDs on F Sport and Sports Luxury grades, adding an extra air of purpose to an already bold face. And the grille on Luxury and Sports Luxury models is now made up of multiple L-shaped elements, mirrored across the top and bottom sections, then finished in gunmetal grey for a close to 3D effect.

The ES is offered in 10 colours - ‘Sonic Iridium’, ‘Sonic Chrome’, ‘Sonic Quartz’, ‘Onyx’, ‘Graphite Black’, ‘Titanium’, ‘Glacial Ecru’, ‘Radiata Green’, ‘Vermillion’ and ‘Deep Blue’ with two other shades reserved for the F Sport only - ‘White Nova’ and ‘Cobalt Mica.’

Inside, the dash is a mix of simple sweeping surfaces contrasted by a flurry of activity around the centre stack and instrument cluster.

Located roughly 10cm closer to the driver, the new multimedia screen is a 12.3-inch unit with touch functionality, a welcome alternative to the laggy and inaccurate Lexus ‘Remote Touch’ trackpad set-up. Remote Touch remains, but my advice is to ignore it and use the touchscreen.

The instruments sit in a deeply hooded binnacle with buttons and dials on and around it. Not the sleekest design in the segment and passable only from an ergonomic point-of-view, but the overall feel is suitably premium.

There are some design tips of the hat to Scenics past in this latest electric version, including blacked-out door pillars and a recognisably angular C-pillar treatment.

But despite the fact it debuted at the Munich IAA Motor Show in late 2023, from its slimline headlights and jagged grille to its sculpted flanks and saw tooth rear end, this fifth-generation Scenic looks contemporary from every angle.

A highlight is the large Renault diamond logo sitting at the centre of a faux upper grille, surrounded by a multitude of the same elongated hexagon shape as a cool recurring graphic, the pattern merging neatly into the headlights.

Speaking of which, the LED beams can be set to produce an elaborate welcome sequence as you approach the car.

The interior feels slick and screen-rich but not at the expense of user-friendly physical controls for audio, ventilation and other commonly used functions.

Recycled fabric on the dashboard and headliner looks and feels good while doing its bit to suppress cabin noise.

Speaking of which, the Scenic is Renault’s poster child for the use of recycled materials in its construction and end of life recyclability.

Everything from ferrous components consisting of 37 per cent recycled materials to a bonnet and doors made of up to 80 per cent recycled aluminium.

The dashboard cowling is made from kenaf, a plant fibre similar to jute; the steering wheel cover is 51 per cent bio-sourced; the cockpit uses 26 per cent recycled plastic; the storage bins in the door panels are 45 per cent recycled fibre, the floor mats are 54 per cent recycled plastic bottles and the seat upholstery is 100 per cent recycled fabric. The list goes on and on, but you get the idea.

An overall length just under 5.0m long shows how much the ES and its competitors have crept up in size over recent generations. The Merc C-Class is more a mid-size car than the compact sedan it once was, and at nearly 1.9m wide and standing a bit over 1.4m tall the ES more than matches it for space.

There's plenty of room up front, the car feeling open and spacious from behind the wheel, thanks in part to the low sweep of the dash. And the rear is just as commodious.

Sitting behind the driver's seat set for my 183cm (6'0”) position I enjoyed good leg and toe room, with more than enough headroom, despite inclusion of a tilt and slide glass sunroof on all models.

Not only that, entry to and egress from the rear is a breeze thanks to a large aperture and wide opening doors. And while the back seat is best for two, three adults across is do-able without too much pain and suffering for short to medium journeys.

Connectivity and power options are plentiful with twin USB ports and a 12-volt socket front and rear. And storage starts with two cupholders in the front centre console, and another pair in the fold-down rear centre armrest.

If the remote touch system was (deservedly) given the boot, there would be room for extra oddments space in the front console.

The front door pockets are adequate rather than large (smaller bottles only), the glove box is modest, but the storage box (with padded armrest lid) between the front seats is more generous.

There are adjustable air vents for rear passengers, which you'd expect in this category, but are always a plus none-the-less.

The rear door pockets are okay, except the opening is relatively slim so bottles are a struggle, but there are map pockets on the back of both front seats as another bottle option.

Important to note that while boot space is decent at 454 litres (VDA) the rear seat doesn't fold. At all. A lockable ski port door sits behind the rear armrest, but the lack of a split-folding back seat is a significant practicality compromise.

A reasonably high loading lip into the boot isn't great, either, but there are tie-down hooks to help secure loose loads.

The Lexus ES is a no-tow zone and a space-saver spare is your only flat tyre option.

In terms of how it all works in practice, at just under 4.5m long, close to 1.9m wide and less than 1.6m tall with a 2785mm wheelbase, the Scenic is more compact than the larger BYD Sealion 7 or Zeekr 7X, for example.

But there’s plenty of breathing room up front, with the centre screen angled towards the driver enhancing the cockpit feel for the one doing the steering.

There are large carpeted bins in the doors with room for bottles and a lidded storage box between the seats doubles as a centre armrest. That lid slides forward by 70mm to cover a small storage cubby under the front of it, which is a handy trick.

Locating the gear selector on the right-hand side of the steering column liberates extra space for a centre cupholder and large console storage bin. There’s a generous glove box and a wireless smartphone charger under the centre screen includes a rubberised base and two lugs to stop devices sliding around. Power and connectivity runs to two USB-C ports and a 12-volt socket.

Moving to the second row, sitting behind my 183cm driving position, while toe room is a little tight (with the driver’s seat set low down), there’s heaps of leg and headroom as well as enough shoulder room (and foot room thanks to a flat floor) for three adults on short to mid-length trips. A pair of adjustable centre air vents is also a welcome inclusion.  

Storage includes door bins (again with room for bottles), large and device-sized pockets on the front seat backs and the pièce de résistance is the evocatively named ‘Ingenious armrest’, which includes a storage area and two cupholders at the base of articulated horizontal arms that allow passengers to mount a phone or tablet at various angles in rubberised slots for joint or solo viewing.

It is, indeed, ingenious and four USB-C plugs (two in the armrest, two near the air vents) mean back-seaters won’t be short of power options.

Boot volume with the rear seats upright is useful at close to 545 litres (VDA), expanding to around 1670L with the 40/20/40 split-fold second row lowered. A power tailgate is standard across the range.

There are bag hooks, tie-down anchors, lighting and a 12-volt socket back there, although for V2L (vehicle to load) functionality you’ll need an accessory adapter to plug into the charge port.

Maximum braked trailer towing capacity is a handy 1100kg, but there’s no spare tyre, only a repair/inflator kit, which isn’t good enough.

The Scenic E-Tech starts from $55,990, before on-road costs, for the entry-grade Techno. Then there’s the Techno Long Range for $59,990, BOC, while the flagship Esprit Alpine comes in at $65,990.

That’s sharp relative to competitors and follows the brand getting a reality check with the Megane E-Tech after it launched here in late 2024, Renault shaving $10,000 off its price only a few months later.

Equipment highlights across the line-up include a 12-inch multimedia touchscreen, a 12.3-inch driver display, sat-nav, adaptive cruise control, a 360-degree surround-camera view, all LED exterior lights, wireless Android Auto and Apple CarPlay and six-speaker Arkamys audio.

There’s also dual-zone climate control, an electric tailgate, auto-folding side mirrors, cloth upholstery, heated front seats and steering wheel, 48-colour ambient interior lighting, keyless entry and start and 19-inch alloys (on the Techno models).

Then you can fold in over-the-air updates, access to remote services via the ‘MyRenault’ app and Google In-Built that enables voice-control for up to 70 car functions.

The Esprit Alpine ups the ante with 20-inch rims, nine-speaker Harman Kardon audio, synthetic leather and cloth seat trim, six-way power adjustment (with memory settings) for driver and front passenger seats, a massaging driver’s seat, brushed metal pedal covers and facial recognition for seat and mirror settings.

In short, the Scenic is well-equipped relative to its competitive set and cost of entry, with Renault confirming there are mainly demonstrator cars in dealers at the moment, with the majority of stock landing in late May or early June this year.

There are three optional paint choices - metallic ($800), two-tone ($1000) and matt ($1200), the latter exclusive to the Esprit Alpine.

The ES 250 is powered by an all-alloy, 2.5-litre, naturally aspirated (A25A-FKS) four-cylinder engine featuring DVVT (Dual Variable Valve Timing) - electrically actuated on the intake side, and hydraulically on the exhaust side. It also uses a combination of direct and multi-point fuel-injection (D-4S).

Maximum power is a handy 152kW at 6600rpm and peak torque of 243Nm is available between 4000-5000rpm, with drive going to the front wheels via an eight-speed automatic transmission.

The 300h features a modified (A25A-FXS) version of the same engine using the Atkinson combustion cycle which plays with valve timing to effectively shorten the intake stroke and lengthen the expansion stroke.

The down-side of this set-up is a loss of low-end power, while the up-side is improved fuel efficiency. Which makes it perfect for a hybrid application where an electric motor can make up for the low-end shortfall.

Here, the result is a combined output of 160kW, with the petrol engine producing its peak power (131kW) at 5700rpm.

The 300h's motor is a permanent magnet synchronous type producing 88kW/202Nm, and the battery is a 204-cell nickel-metal hydride type with a capacity of 244.8 volts.

Drive again goes to the front wheels, this time via a continuously variable transmission (CVT).

Like its Megane E-Tech sibling, the Scenic E-Tech uses an excited synchronous motor which Renault says is more efficient than the more commonly used permanent magnet type, with the bonus that it uses no rare earth materials.

The entry-level Scenic E-Tech Techno's fitted with a 60kWh NMC battery. Its electric motor transfers 125kW and 280Nm to the front wheels and Renault claims a 0-100km/h time of 8.6 seconds.

The Techno Long Range and top-spec Esprit Alpine pack an 87kWh battery and a more powerful motor, raising outputs to 160kW/300Nm and lowering the 0-100kmh sprint time to 7.9 seconds.

Hyundai's official fuel economy figure for the ES 250, on the ADR 81/02 - urban, extra-urban cycle, is 6.6L/100km for the Luxury and 6.8L/100km for the F-Sport, the 2.5-litre four emitting 150 and 156g/km of C02 (respectively) in the process.

The official combined cycle fuel economy figure for the ES 350h, is just 4.8L/100km, the hybrid powertrain emitting only 109g/km of C02.

While the launch program didn't allow us to capture real-world (at the bowser) figures we did see a dash-indicated average of 5.5L/100km in the 300h, which is brilliant for a car in this class, weighing in at 1.7 tonnes.

You'll need 60 litres of 95RON premium unleaded to fill ES 250's tank and 50 litres to brim the ES 300h. Using Lexus figures that equates to a range of a little less than 900km in the 250 and just over 1000km in the 350h (900km using our dash-indicated number).

To further sweeten the fuel economy equation Lexus provides an Ampol/Caltex five-cents-per-litre discount as a permanent offer via the Lexus app. Nice.

Official energy consumption numbers for the combined (urban/extra-urban) cycle are close between the two powertrains at 16.3kWh/100km for the Techno and 16.8kWh/100km for the Techno Long Range and Esprit Alpine, which are bang on average for the class.

Range for the standard Techno is 430km, which is at the lower end of expectations for a medium electric SUV but adding the bigger battery pushes that number out to 625km, which is much healthier and useful day-to-day.

On the launch drive program, which took in some urban but mostly rural B-road running, we saw an average consumption figure of 17.1kWh/100km in the Esprit Alpine, which is pretty good in those conditions.

The car’s 400V electrical architecture allows for DC charging at up to 130kW for the entry model and 150kW for the bigger-battery variants.

At that speed, claimed 15-80 per cent charge times are 32 and 37 minutes, respectively. Not the best, not the worst. AC charge capability is 11kW on all models and a Mode 3 charging cable is included.

The first thing you notice behind the wheel of this ES is how extraordinarily quiet it is. Sound absorption materials are stuffed all around the body. Even the engine cover has been designed to keep the decibels down.

And ‘Active Noise Control’ (ANC) uses the audio system to generate “noise-cancelling waves” to suppress mechanical clatter from the engine and transmission. The car is eerily EV-like in it's pin-drop interior tranquility.

We focused on the ES 300h for the launch drive, and Lexus claims 0-100km/h 8.9sec for this version of the car. It feels every bit that quick, but the engine ‘noise’ and exhaust note are like the humming of a distant bee hive. With thanks to Daryl Kerrigan, how's the serenity?

Around town the ES is composed and supple, absorbing pock-marked urban irregularities with ease, and on the freeway it feels like a hovercraft.

Lexus makes a lot of noise about the torsional stiffness of the ‘Global Architecture-K’ (GA-K) platform sitting under the ES, and it's clearly more than hot air. Through twisting B-roads it remains balanced and predictable.

Even in non-F-Sport variants the car points nicely and will steer accurately on the throttle through constant radius corners, with only modest body roll. The ES doesn't feel like a front-wheel drive car, with neutral handling up to an impressively high limit.

Luxury and Sports Luxury grades are offered with three drive modes - ‘Normal’, ‘Eco’ and ‘Sport’, tweaking engine and transmission settings for economy or a more spirited drive.

ES 300h F Sport variants add three more modes - ‘Sport S’, ‘Sport S+’ and ‘Custom’, further revising engine, steering, suspension and transmission characteristics.

Despite all the tuning options, road feel is not the ES's strongest suit. Dialing in sportier modes will add steering weight but no matter what the setting, the connection between the front wheels and the driver's hands is less than intimate.

The CVT auto suffers some of that disconnect between road speed and revs, the engine moving up and down the rev range in search of the power/efficiency sweet spot. But wheel-mounted paddles allow for manual shifting through pre-set ‘ratio’ points, and that option works nicely if you prefer to take the reins.

And when it comes to slowing down the ‘Auto Glide Control’ (ACG) system smooths out regenerative braking when you're coasting to a stop.

The conventional brakes are ventilated (305mm) discs at the front and a solid (281mm) rotor set-up at the rear. Pedal feel is progressive and outright stopping power is strong.

Random notes: The front seats are great. Super-comfortable yet neatly bolstered for secure location. The F Sport's chairs, even more so. The new multimedia touchscreen is a winner. It looks good and menu navigation is agreeably straight forward. And the digital instrument cluster is similarly clean and clear.

Renault says the entry-grade Scenic Techno will accelerate from 0-100km/h in 8.6 seconds with the more powerful Techno Long Range and Esprit Alpine lowering that number to 7.9sec. So, it’s quick without being scary fast.

It’s certainly nippy in traffic and at the risk of stating the bleeding obvious, quiet. Even in the context of premium EVs the Scenic is quiet and refined.

Suspension is strut front, multi-link rear and the car feels super planted. The launch drive took in some reasonably rapid twisting corners and there’s no hint of lateral movement in the car. Body roll is minimal, too.

Tyres are energy-efficient Michelin e.Primacy (Techno - 205/55x19 / Esprit Alpine - 235/45x20) and the steering is quick with a relatively low number of turns lock-to-lock. It’s never jerky or too sharp. Rather, it means the car starts to turn into a corner the instant you apply steering lock.

That said, the feel between your hands on the wheel and the front tyres on the road is less than intimate.

There are four drive modes - ‘Comfort, ‘Eco’, ‘Sport’ and ‘Custom’. None of them adjust the suspension tune, it’s more about accelerator response and we found Comfort delivers the best blend of right-foot urgency and overall composure.

Most of the braking you’re going to do will be courtesy of the regenerative system and there are five levels, adjustable via steering wheel paddles, including the most aggressive single-pedal mode.

The one-pedal setting pulls the car up nice and progressively and if you do need to use the physical brakes, they’re ventilated discs all around. Some bite on initial application, but even on downhill corner sections, leaning on them quite hard, they perform well without drama.

Under the heading of miscellaneous observations, you can sense the ADAS (Advanced Driver Assistance Systems) including functions like lane-keeping assist doing their thing occasionally, but it’s all quite subtle, which is a good thing.

The Esprit Alpine’s sports front seats remained grippy and comfortable after a couple of hours behind the wheel. And it’s worth noting the Scenic’s relatively compact 10.9-metre turning circle helps in slow-speed manoeuvring.

Speaking of which, some of the modes in the audio system and external warning sounds for pedestrian safety have been designed by French composer and performer Jean-Michel Jarre, noted for his electronic, ambient-style music. Hats off to Renault for commissioning him.

The Scenic E-Tech has a maximum five-star ANCAP rating from assessment in 2022 with active crash-avoidance tech including AEB (with pedestrian and cyclist detection and junction assist), adaptive cruise control, lane departure warning and lane-keep assist, blind-spot detection, traffic sign recognition, a 360-degree camera view, rear cross-traffic alert, driver fatigue monitoring and tyre pressure monitoring as well as front, side and rear parking sensors.

If a crash is unavoidable, there are seven airbags onboard including a front centre bag and for child seats there three top-tether points across the second row with ISOFIX anchor in the outer positions.

From the time it arrived in the Australian market just over 30 years ago Lexus has made the ownership experience a key differentiator for the brand.

Its focus on post-purchase benefits and ease of servicing shook the established luxury players out of their button-backed leather lounge slumber and into a new aftersales mindset.

That said, the Lexus standard four-year/100,000km warranty is some way off luxury newcomer, Genesis, as well as traditional heavyweights Jaguar and Mercedes-Benz, all at five years/unlimited km.

Yes, Audi, BMW and others are at three years/unlimited km, but the game has moved on for them, too. Plus, the mainstream market standard is now five years/unlimited km, with some at seven, even 10 years.

On the other hand, the ‘Lexus Encore Privileges’ program provides 24-hour roadside assistance for the duration of the warranty, as well as, “dining, hotel partnership and luxury lifestyle experience offers exclusive to owners of new Lexus vehicles.”

The Lexus Enform smartphone app also offers access to everything from real-time advice on events and the weather to nav destinations (restaurants, businesses, etc), and more.

Service is scheduled every 12 months/15,000km (whichever comes first), and the first three (capped price) services for the ES are $495 each.

A Lexus loan car is provided while your pride and joy is in the workshop, or a pick-up and return option (from home or office) is available. You'll also receive a complimentary wash and interior vacuum.

Warranty is five years/100,000km, which is well off the market pace with many competitors at seven, eight and up to 10 years conditional. The battery warranty at eight-year/160,000km matches the market.

Roadside assistance is included for five years, service is recommended every 12 months/30,000km and fixed price servicing is available at a reasonably sharp average of $325 per workshop visit for the first five years.

Renault has 52 dealers across the country covering major cities and key rural areas.