Lexus ES300H vs Alfa Romeo Tonale

What's the difference?

There’s no denying the Sport Luxury is imposing, spacious, plush, chock-full of kit, efficient, speedy and pleasingly relaxing up to a point.

But its interior is also dated and true ride comfort can be elusive beyond smooth roads for this top-of-the-line version to make the grade as a proper luxury sedan.  

The ES 300h feels more like an aspirational Toyota than a Lexus for the (wealthier) masses, especially after recent triumphs like the latest NX and RX SUVs. The Camry DNA is difficult to disguise, as the amused strangers who sat in our test car uninvited thinking it was their Camry highlights.

Sure, the hybrid is no Chevy V8, but in many other ways, the Sport Luxury seems like the modern successor to the Holden Caprice experience.

Stuck between efficiency and performance, the Alfa Romeo Tonale Veloce Ibrida can’t really decide what kind of car it wants to be.

Fun, but not fun enough. Efficient, but not truly frugal. Pragmatically sized, but not super practical. Improved on inclusions, but not on price point.

The one area this car truly excels at is looking really good no matter what it’s doing. I’m not sure that’s enough to increase its appeal in what has become the most competitive new car market in the world.

Historically, cars like the ES appeal to an older and more conservative demographic, who value imposing, conspicuously-expensive looking sedans offering the luxury of space. This is the Cadillac model and our Lexus embodies it.

Which is why hire company operators snap such vehicles up. Great for airport-hotel-airport runs.

But it’s weird, given how much of Lexus’ design language is in the ES’ elaborate nose and tail treatments, how generically Toyota this looks. Certainly, our test car’s 'Sonic Quartz' white paint job does not help.

Just to reinforce this perception, two strangers were fully sat inside our unlocked test Lexus before they realised it wasn't their actual car parked nearby – a white Camry of course.

How they laughed. But if I had paid over $80K for my ES, I certainly wouldn't be amused.

As per the Alfa Romeo brand promise, the Tonale is, as far as small SUVs go, beautiful.

The update refines what was already a good looking car further, with a re-designed front grille and air intakes and a lower front area to make the car look wider, more muscular and sophisticated.

The design enhancements take inspiration from other famous Alfas of recent memory, from the Giulia sedan to the 33 Stradale sports machine, as well as other tweaks which make it more familiar to the more recently launched Junior small SUV.

The new Tonale’s footprint is actually physically wider, too, with a revised track width to go with the aesthetic.

The brand also offers an appealing array of colours, as usual, with a new red and green shade available for this update, as well as an Ocra shade for the Sport Speciale limited edition trim.

Inside, it’s typical Alfa, and in a great way, too. Unlike so many of its rivals which are chasing the new Chinese brands into cabin tech overload, the Tonale looks and feels understated and restrained, with more of a focus on physical controls than screen real estate.

It’s surprising how much this dates a cabin, with the Tonale in some ways feeling a generation old, but then the abundance of physical switchgear and a tight, refined and driver-centric cockpit are increasingly rare, even amongst traditional brands.

The three-spoke wheel is full of physical controls, every grade gets big metal gear shift paddles and the digital instrument cluster has nice-looking classic dial-style themes to go with the overall aesthetic of the car.

All of this is certainly a choice, but I think the niche customer willing to take a chance on an Alfa will like what’s on offer from its sculpted frame and restrained interior.

The ES 300h may look like a gussied-up Camry on the outside, but there’s very little evidence of the Toyota inside the stretched cabin, with Lexus-specific seating, trim and dashboard.

However, if you’re familiar with the latest LS, NX or RX models, much of what you see is now dated, previous-gen tech, and that’s an issue in some key ways.

Let’s start with the SL positives, though.

Quiet and free from rattles, the interior is defined by its first-class fit and finish, and then closely followed by the vast length inside, with ample room up front to stretch out and relax in. The ES’ substantial width adds to the sense of spaciousness.

Ventilation is excellent, exemplary even, with strong and effective climate control all around the car. Great for very hot days.

The front seats provide practically infinite adjustment in most directions, and include a handy thigh-support extender that – like everything else inside – moves electrically.

Comfy and supportive, they do a fine job. Effective heated and vented cushions and backrests are further bonuses.

But let's call out the hard front headrests. They feel cheap. And the ES’ age now shows in other, eyebrow-raising ways for an $80K-plus machine.

The dash is a messy mix of now-dated Lexus styling cues – from the ugly asymmetrical centre console to the single circular instrumentation dial for speed and tachometer.

The original IS 200's analogue watch face theme was cool in '99. Today's iteration looks basic.

Storage seems poorly judged given the vastness of this sedan, provided for by cavities in the sub-sized centre armrest, glove box and door bins. Note that the latter cannot hold bottles.

Then, there’s the ill-conceived touchpad that requires brain-surgery precision when fingered to navigate the main display screen when driving (though now it's also a touchscreen, and not before time); after years of various iterations of this, it remains alien and confounding in the extreme to operate. Rest assured, it's been banished in newer-gen Lexuses.

Also annoying is the infernal ‘please obey all traffic regulations’ voice warning, just like you find in a Yaris; the limited and easily-flummoxed voice-control tech and the dated and low-fi graphics for the needlessly complicated sat-nav system.

We relied on CarPlay because the in-built item endlessly let us down. Chuck them all out.

However, there are upsides to a dated interior, because even though this is a confusing and at-times intimidating button-fest, it’s still preferable to the today's everything-behind-a-touchscreen mania.

Give us physical switches and buttons every time, like the ES. Yes, the Lexus also has them replicated within the central display, but the point is, the driver has a choice.

You shouldn't be shocked to learn that the Sports Luxury impresses most as a sumptuously comfortable back-seat experience.

Rear access is easy, the passengers can adjust the front seat, climate control and audio systems via handily-sited switches (meaning they're replicated thrice in some instances).

Limo luxury amenities include individually-reclinable and heated outboard seats that are downright sumptuous, blinds for all glass (electric for the rear window), a lined centre bin, face-level air vents, two USB ports, a 12V outlet, generously-sized elbow rests on the doors, overhead lighting and door pockets are also included.

This is tailored as an airport/hotel shuttle and very comfortable doing so.

No folding backrest, though, meaning the boot – though not small at 454 litres – lacks the load-through facilities now common in most other sedans, including the Camry.

Under the flat floor is a space-saver spare with the words ‘SPACE MISER MKIII’ emblazoned across it. Classy.

In summary, the ES’ interior is one of two parts – comfortable but dated up front, invitingly lush out back. Perfect for its intended station in life then.

Unfortunately, and also like a lot of Italian cars, this commitment to aesthetics makes the interior less than stellar on the practicality front.

Hopping into the driver’s seat, things feel small immediately, as you’re surrounded by dark trim and bolstered seats which hug you tightly, and I like to think I’m not even that wide.

Several adjustments later, and I find my left knee pushed up against the (mercifully, synthetic leather trimmed) centre console.

Not only does it feel physically tight, but there are also some practicality oversights. The revised gear shifter and array of buttons on the centre console takes up a lot of space, and isn’t even very nice to use, with the rotary dial simply turning on the spot rather than tilting on a spring, which makes it difficult to tell which gear you’ve selected.

On top of that, the wireless phone charger nestled beneath the climate controls is only good for one phone and takes up the entire area which could have been a more useful storage tray.

The bottle holders are located further back and deep-set, they have spring-loaded ridges to fit a few different bottle sizes, but you can lose a small coffee in them. The centre console box is also tiny, but it’s nice it has something for your elbow to rest on.

As with the restrained approach to screens, one of the biggest benefits of the Tonale’s interior is its commitment to physical buttons and toggles. There’s an entire set across the centre for your climate functions, a physical drive mode selector and a button for the suspension adjustment, a steering wheel adorned with buttons and dials, which have been re-thought to work a bit better, too.

This makes the Tonale easy to use, although while the digital dash is straightforward, the Stellantis multimedia suite is a little busy, with a few too many fiddly sub-menus.

The back seat offers just enough space for me behind my own driving position (at 182cm tall) with a little airspace for my knees. Soft trims largely continue, and the seats are nice. There’s a decent-sized bottle holder in each door, a drop-down armrest with two more, which even hides a ski port behind.

Boot space measures a decent but not stellar 385 litres. It was able to consume the whole CarsGuide three-piece luggage set, but only with the cover removed.

I can’t help but feel like this car has aesthetics and hopefully driving dynamics in mind above other considerations, as its German rivals have more to offer in terms of space and practicality.

While prices are fluctuating across the market, Alfa has chosen to keep its Tonale firmly in premium SUV territory, with this update keeping the car effectively on-par when it comes to cost compared to the outgoing version.

The entry price is even higher, with the base Veloce Ibrida we’re testing now costing $64,990, before on-roads, up from the $58,900 it cost before.

Alfa says you end up ahead, however, with the previously optional Lusso Pack now included as standard, which includes things like premium synthetic leather seats with eight way adjust and memory for the driver, as well as heating and ventilation, and a heated steering wheel.

LED matrix headlights and 19-inch alloys are standard, as is a modest 10.25-inch multimedia touchscreen, a 12.3-inch digital instrument cluster, wireless phone charging,  an electrochromic rear vision mirror, dual-zone climate control (with buttons!), keyless entry and push-start, a powered tailgate and privacy glass for rear passengers.

There’s a six-speaker stereo to go with the wireless Apple CarPlay and Android Auto connectivity, along with some performance enhancements including Brembo brakes and sporty adaptive suspension.

Competition in this space is fierce. There’s Audi’s brand new Q3 which you can have in base SUV or slick Sportback form for less money, BMW’s CarsGuide award-winning X1 can be had from a slightly pricier $67,500 in its base sDrive 20i form, while the ageing and soon-to-be replaced Mercedes-Benz GLA can be had at $64,300 (the more clever GLB is better though - from $65,400).

At least Alfa doesn’t yet have to run the gauntlet of too much Chinese competition as it would have to if it was half a segment up or down, but it is worth noting you can have the very good Zeekr 7X from $57,900 and it’s fully electric, too.

Doing duty in a cornucopia of Toyota products, the ES 300h’s A25A-FXS engine remains the same as the pre-facelift model, meaning it is a 2487cc (2.5-litre), double overhead cam, 16-valve Atkinson Cycle in-line four-cylinder petrol unit with variable valve timing.

In this application, it makes 131kW of power at 5700rpm and 221Nm of torque between 3600rpm and 5200rpm, and sends that through to the front wheels via an e-Continuously Variable Transmission (CVT) with a sequential shift facility offering artificially stepped 'ratios' for a more-conventional automatic transmission sensation.

A series/parallel full hybrid system, the engine is backed up by a permanent magnet synchronous electric motor, delivering 88kW and 202Nm, and is fed by a tiny 1.6kWh Nickel-metal hydride battery pack.

With only a couple of kilometres of pure-EV driving availability, and only under light throttle or when coasting along, the latter is recharged via the petrol engine as well as recaptured energy from the regenerative braking system. Combined power output is 160kW. No combined torque maximum is stated.

With an impressive power-to-weight ratio of 92kW/tonne, the 1740kg 300h needs 8.9 seconds to reach 100km/h, and maxes out at 180km/h.

To handle all that movement and mass, the steering is an electrically powered rack and pinion set-up, the front suspension consists of MacPherson-style struts and the rear suspension is made up of a multi-link arrangement.

The Veloce Ibrida we tested is equipped with the lesser of two powertrain options in the Tonale range, although the hybrid set-up here is curious.

It pairs a 1.5-litre four-cylinder turbo-petrol engine with a small electric motor inside the seven-speed dual-clutch automatic to send a combined 128kW/240Nm to the front wheels.

While it only rates as a 48-volt mild-hybrid system, the motor is powerful enough to motivate the car without the assistance of the engine at low speeds, making it closer to a real plugless hybrid than the usual enhanced start/stop system the ‘MHEV’ moniker usually indicates. In this sense it is similar to Audi’s MHEV+ system.

While the previous Tonale was criticised for a clunky transition between motor and engine power, the brand promises it has refined the switch for this update (see Driving).

If you want all-wheel drive though, you’ll have to opt for the significantly pricier plug-in hybrid version.

On top of that, the Tonale is said to have some of the ‘most direct steering in its segment’ on top of the standard sporty suspension and brake package.

Rated as Euro 6, the ES 300h requires a minimum brew of 95 RON premium unleaded petrol.

But that’s where the bad news stops, because over 626km of all sorts of driving in hot weather with the tri-zone climate control in full workout mode, we averaged an extremely commendable 5.6 litres per 100km. Well done, Lexus.

That’s against the official combined average of 4.8L/100km, which equates to just 109 grams per kilometre of carbon dioxide emissions. Not bad.

With the 50L tank brimmed, expect a real-world range of about 890km – or 1041km using the official average fuel consumption figure.

Either way, the 300h is mighty frugal for a 5.0-metre long and 1.8-tonne luxury machine. But cab and hire companies already knew that from their Camry hybrids, right?

The fiddly hybrid dual-clutch and compact engine combine to give the Tonale Veloce Ibrida a combined cycle (urban/extra-urban) fuel consumption figure of 5.4L/100km. It requires mid-shelf 95RON unleaded, and has a decent fuel tank size of 55 litres suggesting a driving range of around 1000km on a full tank.

After some enthusiastic testing my car was producing a dash-indicated 6.8L/100km but I think you could get lower if you were asking less of it.

CO2 emissions are good for a combustion car in this segment, at 123g/km.

In the right conditions, the ES 300h is a big, squishy, comfy drive. At low speeds, for instance, thanks to an airtight cabin that does a great job isolating its pampered occupants from the outside world.

You cannot hear the car on start-up because the electric motor whirrs this Lexus off the line instantly, silently and effortlessly. And aided by all the surround-view cameras, the steering is light and direct enough to make parking a breeze. Automotive Valium to soothe your weary head after a long day.

Likewise, get the ES out on a smooth motorway and that relaxed feeling remains, with the 300h being right at home as it lopes along quietly and steadily. Cocooned in sumptuous leather and walnut, the adaptive cruise control gently rolling with the ebb and flow of traffic, it’s easy to zone out in here.

Find an empty stretch of road and you might also be impressed at how instantaneous the 300h’s throttle response is, leaping into action and piling on the speed without even breaking a sweat. This thing ain't slow!

Likewise, if you must hurry through a tight set of corners, the Lexus will remain composed and in control, without skipping a beat. Even the brakes seem well tuned and nicely modulated – something that many electrified vehicles struggle to achieve. It’s all so nice and easy.

So, what’s the catch?

First of all, while hushed when pussyfooting around, the illusion of posh sophistication is shattered once the accelerator pedal is prodded down hard, with the accompanying engine noise seeming incongruous.

Perhaps it’s because we’ve been lulled into an electric peace, but once the revs are up, no amount of sound-deadening will quell the mechanical roar.

And it's that same Camry hybrid symphony you've probably heard hundreds of times before, in the back of a taxi hurrying to the airport.

Except in the Lexus, it's far-more muffled. Like you're wearing headphones. 

Then there’s the question of bonding. While the ES 300h will do what’s asked of it capably and without complaint, there is nothing to connect car with driver.

By this, we mean that the steering is remote and feels numb at all times, with little to no feedback. Enthusiasts will search for the short way home. This is the anti-Alfa Giulia - technically a rival.

Most people will not care about that, but on the Sport Luxury’s 18-inch wheel and 235/45R18 tyre package – while modest by today’s standards – the ride quality is less than ideal on anything but smooth roads.

The ES can easily cope with small-frequency surface irritations, but seems to lack sufficient suppleness dealing with larger bumps and pot holes.

There’s an underlying and often unyielding firmness that undermines this car’s luxury aspirations. We’d dial back the taut handling for more cushiness if we could. Or fit a decent set of adaptive dampers.

Plus, the Dunlop Sport Maxx tyres aren’t as quiet as we’d expect on some of our coarser bitumen surfaces.

Comfy on smooth roads, fast when you need it to be, fit enough to go exactly where you point it to without losing composure, and wonderfully economical even when driven like it’s been stolen, the 300h has much to offer from a driving point of view.

But you won’t be aching to drive it just for fun’s sake. And you’ll quickly learn which roads are less than perfect in your neck of the woods.

The Alfa Romeo Tonale should be about the driver, and it at least tries to make this smallish SUV segment a bit more exciting with its standard performance features.

Things feel good immediately, with the tight cockpit, sporty bolstered seats and big chunky metal paddle shifters.

The ergonomics are familiar to other sporty Alfas, although you are sitting noticeably high off the ground.

Pressing the start button on the steering wheel (satisfying) reveals a surprising bark from the exhaust, whetting the appetite for what should be a fun drive.

From there things devolve into a puzzlingly mixed experience, revealing a car which can’t really decide what it wants to be.

The steering is excellent, as the brand suggests, but the pedals have a strange wooden feel to them, I assume because the car is using software to determine how much power is deployed or regenerated electrically and how much requires the engine and brakes.

I only drove the plug-in version of the previous car, so it’s hard to tell how much the transmission has improved. It’s still not the most slick shifting unit, although the low-speed performance is pretty good. It tends to hiccup not from a start, but when you ask it to suddenly give you power when you’re already moving, where a moment of hesitation still seems to exist.

On this topic, even in Sport mode with things dialed up, the manual shifts have enough of a delay when you pull the paddle shifters to take you out of the action. Something not the case in this car’s very good Giulia sedan sibling and its much sharper attitude.

The exhaust, despite its keen start-up attitude, is only okay when you’re riding it up the rev-range.

The Tonale is pretty good on the curvy stuff, although I was expecting more. The aforementioned sharp steering combines nicely with the more aggressive wider track and sporty stiff suspension to make for a halfway decent corner-carving experience, but if you were expecting a lifted hot hatch, it falls short.

The power from the turbo engine and hybrid system simply isn’t punchy or responsive enough to make it thrilling. On top of that, you can feel the height from its SUV body, which makes it a bit uncouth when pushed. Suffice it to say, despite the upmarket Bridgestone Turanza tyre package fitted to our car, there’s a lot of tyre torture when cornering enthusiastically.

It’s actually annoying how much this car teases you with a good time, only to never quite get there.

The more performance-oriented set-up comes with drawbacks, too. This car is a bit noisy at freeway speeds and can have harsh crashy suspension moments on sub-par city roads.

It also has some signature Alfa personality quirks. Somewhere under or next to my seat near the driver’s door had a persistent squeak, for example. Despite my attempts to find it by pushing on every panel or piece of the door and seat to try and find it, it would only make the sound when I was sitting down. 

It’s just like the last Giulia I drove which had a rattle behind the instrument cluster. It wouldn’t be an Alfa Romeo otherwise, I suppose.

The safety suite is largely well calibrated. It has a couple of annoying bings and bongs, but no excessive driver intervention. I didn’t feel the need to turn systems down or off.

The standard array of active items are present from auto emergency braking to blind spot monitoring and lane keep assist.

It also gets a ‘Magic Park’ automatic parking system, 360-degree camera and even tyre pressure monitoring.

This latest Tonale update maintains a maximum five-star ANCAP safety rating from 2023, although it persists with the standard array of six airbags. With the original test having taken place in 2022, the rating is set to expire in 2028.

For child seats there are three top tethers points across the back seat with ISOFIX anchors on the two outer positions.

Here is where Lexus really excels nowadays.

Since the beginning of 2021, it caught up with most other manufacturers by offering a five-year, unlimited kilometre warranty with roadside assistance – up from four-years and 100,000km previously. Free towing and loan vehicles are provided for that period, too.

Service intervals are at 12 months or 15,000km, whichever comes first.

The ES offers three years and 45,000km of capped-price servicing, with each one costing $495 – as well as a free loan vehicle and car wash.

Plus, there’s also Lexus’ ‘Encore’ aftersales subscription program offering myriad offers and services.

The Tonale range gets a five-year and unlimited kilometre warranty with a matching five years of roadside assist.

Indicative service pricing, available via the online calculator, extends out to 10 years, and for the life of the warranty costs an average of $666.10 per year or 15,000km visit. That’s a little pricey, with a particular sting at the 48 month mark costing $1421.44 in one visit.

Somewhat shocking residuals for Alfa Romeos are worth factoring in even if you’re purchasing one as part of a novated lease as the value of the car can be much lower than expected by the time your lease expires.

And it’s worth noting there are only eight primary Alfa dealerships and 18 service centres across Australia.