Lexus ES300H vs Hyundai Staria

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.

The Staria Load HEV offers numerous advantages over its diesel equivalent including superior fuel economy, lower exhaust emissions, higher power output and a bigger payload. However, it also has a higher purchase price and no tow rating, so careful analysis of your specific work requirements will determine if Hyundai’s new hybrid van is fit for purpose.

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.

The updated Staria Load range brings mild styling revisions of the headlights and front bumper along with a more conventional and (in our eyes at least) stylish grille design.

The roomy and practical cabin has also been refreshed with a new four-spoke leather-trimmed steering wheel and a more spacious and versatile centre console (see Practicality).

The refreshed Staria Load is available only in a two-seater configuration, as the five-seater ‘crew’ variant with a bench seat in the cargo bay has been discontinued.

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.

With its peak kerb weight of 2091kg and 3130kg GVM, our test vehicle has a one-tonne-plus payload rating of 1039kg which is slightly higher than its diesel sibling (997kg). And it can legally carry up to 100kg of that payload on the roof.

However, unlike the diesel version which is rated to tow up to 2500kg of braked trailer, our HEV variant is not rated for towing. Obviously, this could be a deal breaker for tradies and other users who rely on being able to haul trailers to get the job done.

The cargo bay is 2500mm long and 1640mm wide with (according to our tape measure) 1250mm between the rear wheel housings, which means it can carry up to two 1165mm-square Aussie pallets or up to three Euro pallets, secured by a choice of eight load anchorage points.

It can also accommodate load heights up to 1436mm and offers a total (VDA) load volume of 4935 litres. That’s a snip under 5.0 cubic metres which is significantly less than the 6.2 cubic metres offered by the segment-leading Toyota HiAce LWB. Walls and doors are lined to mid-height and there’s a rubber load floor covering.

The cargo bay is accessed through sliding doors on each side with 870mm openings (just wide enough for a Euro pallet) or through the rear via the standard swing-up tailgate. However, for working roles that need rear forklift access, optional twin-swing doors with 180-degree opening are available. Our example is also equipped with a sturdy mesh-type cargo barrier from Hyundai’s genuine accessories range.

The cabin is a comfortable and practical workspace with its work-focused vinyl floor (ours also has genuine accessory all-weather floor mats), dark fabric-trimmed seats and wipe-clean hard surfaces.

There’s also plenty of storage courtesy of a glovebox, two overhead shelves, wide-opening doors with three tiers of storage including large-bottle holders, long shelves on either side of the dash plus a cup-holder next to the driver’s instrument display.

The centre fascia adds a wireless phone-charging pad, two USB-C ports, 12V socket and more small bins while the new centre console between the seats provides a cavernous open bin and two cup/small-bottle holders.

Our test vehicle is the entry-level Staria Load HEV which comes standard with Creamy White paint, 1.6 T-GDi petrol-electric drivetrain and six-speed automatic transmission driving the front wheels for a list price of $53,490 plus on-road costs.

This pricing is higher than its Staria Load diesel sibling ($49,990) but lower than its better equipped Premium HEV stablemate ($61,240). It’s also cheaper than Ford’s Transit Custom Trend SWB Auto ($58,990) and almost lineball with the Toyota HiAce LWB Auto ($53,880) which dominates mid-size commercial van sales in Australia.

Although it’s the base model, our example comes well equipped for work duties with useful standard features that include:

• 17-inch steel wheels with 215/65R17 tyres and a full-size spare
• Rear spoiler with high-mounted LED stop light
• Rear-view monitor
• Adaptive cruise control
• Front/rear parking sensors
• Tyre pressure monitoring
• Heated door mirrors
• Swing-up tailgate (twin-swing rear doors optional)
• Leather-appointed steering wheel/gear knob
• Electronic parking brake
• Wireless phone charging
• 12V socket/USB port
• Five-speaker audio

New standard features include:

• Smart key/push-button start
• 12.3-inch multimedia touchscreen with Hyundai’s latest operating system, DAB+ digital radio and multiple connectivity including Apple CrPlay and Android Auto
• ‘Bluelink’ connected car services

Over the air software updates that don’t require dealership visits.

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 Staria Load HEV is powered by Hyundai’s 1.6 T-GDi (Turbocharged-Gasoline Direct Injection) hybrid drivetrain, which comprises a 1.6-litre four-cylinder turbo-petrol engine producing 132kW at 5500rpm and 265Nm across a wide peak torque band between 1500-4500rpm. It also has combined CO2 emissions of 147g/km which is lower than the diesel’s 183g/km output.

This engine is paired with a single electric motor that produces up to 54kW of power and 304Nm of torque. Their official combined power output is rated at 180kW (50kW more than the diesel’s 130kW) but there’s no official combined torque figure, given the petrol engine and electric motor do not produce their peak torque values at the same time. Even so, based on our test drive, its torque is ample for mid-size van duties.

The six-speed automatic transmission replaces the conventional hydraulic torque converter with a hybrid electric motor/engine-disconnect clutch assembly. However, it still shifts and behaves much like a conventional auto, including the choice of sequential manual shifting.

It also offers three drive modes comprising ‘Eco’, ‘Sport’ and ‘Smart’ with the latter offering the best balance of performance and fuel efficiency which we mostly used during our test.

The hybrid system is also equipped with what Hyundai calls ‘e-Motion Drive’ which incorporates a series of automated control strategies for the electric motor that actively enhance chassis dynamics to optimise ride quality, handling and stability.

New front subframe bushings bring additional rough-road comfort while rear hydro bushings allow for more natural body movement over bumps. NVH (Noise/Vibration/Harshness) has also been addressed with greater noise insulation within the dash structure and body mountings.

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?

Hyundai claims HEV combined consumption of only 6.5L/100km and the dash display was close to that at 6.8 when we stopped to refuel at the completion of our test. We covered a total distance of 339km comprising our usual mix of suburban, city and highway driving, of which more than 100km was carrying a heavy payload.

Our own figure, calculated from fuel bowser and tripmeter readings, came in slightly higher at 7.1L/100km. Even so, that’s outstanding economy for a mid-size commercial van in real-world use, given the much higher figures we recorded with a Toyota HiAce LWB (10.7L/100km) and Staria Load diesel (10.9L/100km) during our most recent tests of those models using similar test procedures.

So, based on our numbers, you could expect an extensive real-world driving range of around 900km from its 65-litre petrol tank, which is 10 litres less than its diesel sibling.

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.

Driving a hybrid van is no different to driving a non-hybrid van. Apart from accelerating, braking and switching between drive modes, the driver has no input in how the vehicle performs as it continuously monitors and distributes outputs from the petrol engine, electric motor and hybrid battery to ensure sufficient charge, good response and optimum fuel efficiency at all times.

So, the driver only needs to concentrate on driving while the hybrid components talk among themselves. You can feel and hear the smooth transitions between petrol and electric power which are also visually tracked by information on the digital screens.

Although the HEV has more power than its diesel sibling, we didn’t sense a dramatic performance increase given its kerb weight is also higher.

Even so, it’s an energetic performer with good acceleration from standing starts combined with surefooted handling and braking. The unladen ride quality is firm, as you’d expect given its one-tonne payload, but with enough suppleness to maintain acceptable ride comfort.

To test its GVM rating we forklifted 650kg into the cargo bay which with driver equalled a total payload of around 750kg. The rigid-beam axle/leaf-spring rear suspension only compressed about 20mm under this weight which ensured it had plenty of wheel travel remaining to avoid any bottoming-out on our test route.

It hauled this payload with ease which included our 13 per cent gradient, 2.0km set climb at 60km/h. Engine braking on the way down, in a manually selected second gear, was not as robust but within expectations given its relatively small 1.6-litre displacement restraining a heavy payload. Overall, this hybrid drivetrain is well calibrated for commercial van use.

However, for potential buyers doing regular highway travel, we recommend fitment of Hyundai’s genuine accessory solid bulkhead between the cabin and cargo bay, to insulate occupants from considerable tyre noise emanating from the rear wheel housings at these speeds.

The Staria Load HEV earned the top Platinum rating in ANCAP’s Commercial Van Safety Comparison which assesses active collision-avoidance technology. Standard passive and active safety features include:

• Seven airbags
• Autonomous emergency braking (AEB) with vehicle/pedestrian/cyclist/junction turning detection
• Rear cross-traffic/blind-spot collision avoidance
• Lane keeping
• Reversing camera
• Front/rear parking sensors
• Tyre pressure monitoring

Adaptive cruise control and more.

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 Staria Load HEV comes standard with a five-year/160,000km warranty and a separate eight- year/160,000km warranty covering the hybrid battery. There’s also 12 months of complimentary roadside assistance which is renewable annually with scheduled Hyundai dealer servicing.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Hyundai offers a five-year pre-paid servicing plan covering the first five scheduled services but pricing is calculated from a participating dealer's scheduled servicing prices at the time the plan is purchased, rather than a national standard set by Hyundai (hence the lower score in this segment).