Lexus ES350 vs MG Im5

What's the difference?

The ES300h is outstanding in terms of ride comfort, refinement and value. If you’re looking for a true driver’s car then a Lexus RCF is probably a better tree to bark up, but if you’re looking to ferry passengers in a serene, prestigious and fuel-efficient way, then look no further.

The MG IM5 Performance is fast, comfortable, quiet and super refined. Putting some minor spec and active safety niggles to one side, it offers the features, tech and price to match it with its well-credentialled and already popular mid-size EV sedan competitors. Is there room for one more? We think there should be.

If you think all Lexus models look the same, then pop on over to the Audi, BMW or Benz websites and take a peek at their line-ups. Compared to the ranges from those prestige car makers, Lexus models look wildly different from each other.

Opinions on that ‘Spindle Grille’ are as polarising as views on politics or religion. Personally, I like how upfront and brave the grille design is, but what seems odd to me is that it’s almost as if this was the only place on the exterior where designers were allowed to be a bit adventurous. The rear, while cleanly styled is a bit plain. The bottom just doesn’t match the face.

The ES300h’s roofline in side profile is beautiful as it sweeps almost fastback-style to the boot lid. Again, not the most dramatic styling, but it’s still pleasing in the sense that the design flows well together. The same can be said for the fit and finish – the panel gaps are near-perfect.

This perfection continues into the cabin, where the materials and craftsmanship matches German prestige rivals in places (the door handles, leather and digital instrument cluster, for example), only to be let down in other areas which disclose its budget Toyota family connection (the air vents, steering wheel and display screen).

The ES300h’s interior design isn’t going to set everybody’s world on fire, but there will be those who adore its asymmetrical styling with different textured surfaces that fold, swoop and jut up against each other’s space. Have a look at the images, they’re of the Sports Luxury which sits above the Luxury in the two grade line-up.

The differences visually between the grades is minimal. The Luxury has 17-inch alloys, while the Sport Luxury has 18-inch.

New colours for this generation include Glacial Ecru (the sandy hue of our test car in the images) and Radiata Green. Both grades’ interiors come in a variety of colour schemes, including Black, Chateau, and Topaz. Exclusively for the Sport Luxury cabin is Rich Cream, too. The Sports Luxury steering wheel has wood trim.

One of the more peculiar design elements of the ES300h’s cabin design, and there are a few, are the controls for the drive modes and traction control. They sit like horns on the instrument cluster hood, as though these are things the driver will constantly be reaching for, when in reality most people will never touch the traction control button.

A new-generation car means new foundations, and the ES300h is built on the GA-K platform which underpins the Camry. The platform is part of the latest global architecture which Toyota and Lexus are now using to build its vehicles.

The dimensions of the ES300h, if you’re wondering if it will fit in your garage, are just under 5.0m long, 1.9m wide and 1.4m tall.

Playing spot the straight line on the outside of the MG IM5 is like an automotive design version of Where’s Wally? There aren’t many, in the midst of an unrelentingly curvaceous exterior treatment.

At close to five metres long and two metres wide the IM5 is appreciably longer (+211mm), a little wider (+27mm) and a bit taller (+33mm) than a Tesla Model 3. Think BMW 5 Series in terms of overall size.

And the soft-form shape is functional; the swoopy liftback boasting an ultra-slick 0.24 drag coefficient.

That said, I’m not convinced by the ‘Periscopic’ cameras informing the driver assistance systems from the front guards. They scream tacked-on afterthought. But a touch-only initial opening function for the flush door handles is cool and makes life easier.

The curves continue inside with soft-padded surfaces around the dash and doors, but the straight edge obviously came out for the 10.5-inch central media screen and vast 26.3-inch upper display. There are next to no buttons; even exterior mirror adjustment is directed from the screen to a multi-function steering wheel control.

System software (powered by a Qualcomm ‘Snapdragon’ chip) is lightning fast with a two-finger up and down swipe shortcut function on the central screen for ventilation and other functions.

The interior is light and bright thanks to the enormous panoramic sunroof. It’s been fine in cooler winter conditions during this test but it could be interesting to revisit in the heat of an Aussie summer

There are two interior colour schemes available - the ‘Highland Grey’ of our test car or ‘Dover Beige’ for those brave enough to live life with the threat of scuff marks on your shiny new car’s glamorous but vulnerably light interior.

The Lexus ES300h is a five-seater sedan, but it’s really designed to sit two comfortably in the back, given there’s a large driveshaft hump in the floor and that the outboard seats are divided by a fold-down control panel/armrest.

Legroom in the second row is ample. I’m 191cm tall, and I had about 20mm of space between my knees and the seat back when it was in my driving position. Headroom gets tight with that sloping roofline, but there’s just enough space thanks to the low hip point of the rear seats.

Cabin storage is excellent. The fold-down armrest for the rear seats has a storage tray and two cup holders, while the large centre console bin has a lid which can open towards the driver and also to the front passenger (I spent way too long marvelling at how it worked). There are two cup holders up front and decent-sized door pockets, too. Those rear doors open wide for easy exit and entry.

Boot space in the ES300h is 454 litres (VDA), beating the 410-litre cargo capacity of the BMW 530e.

As far as power outlets, you’ll find two USB chargers in the centre console storage bin and a Qi wireless charging pad, which is awkwardly situated making it hard to place larger phones onto it.

There’s plenty of breathing room up front and in terms of storage one of the first things worth calling out are the long but relatively narrow door bins. No good for anything above unusually slender bottles, even if they’re lying down.

No conventional glove box in the dash, but there is a large lidded box (cooled and heated) between the seats that doubles as a centre armrest. It’s supplemented by a big stowage area underneath the flying buttress style centre console.  

There are two cupholders in the centre console as well as a wireless device charging pad in front of them with a vaguely phone-shaped oddments bin alongside it.  

Move to the rear and the IM5’s 75mm wheelbase advantage over the Tesla Model 3 is clear. Heaps of knee and headroom for me at 183cm sitting behind the driver’s seat set to my position. 

But… the seat sits low which pushes your knees up into the air to the point where my thighs are not contacting the seat cushion. Even though the rear seat reclines to a certain degree it’s a problem compounded by a chronic lack of room for your toes under the front seat. Awkward.

There are map pockets in the front seatbacks, modest bins in the doors and a fold-down centre armrest with two cupholders. Adjustable ventilation in the rear of the front centre console always makes life in the rear seat more pleasant.

The car also houses ‘Strong Magnets’ at various points around the cabin and boot, with a configurable adapter able to lock a phone or tablet into place for the entertainment of, in our case, back seaters. 

Speaking of devices for entertainment, there are two USB-C sockets and a 12-volt outlet in the front and another USB-C and 12V in the back, so charging isn’t an issue. 

The IM5 is a liftback so the boot aperture is generous and a capacity of 457 litres with the rear seats up is decent for a car of this size, although that’s less than the Tesla Model 3 (594L) which has an additional well under the floor. 

Still, enough room for the largest (124L) and smallest (36L) suitcases from the CarsGuide three-piece luggage set with some room to spare.

The power tailgate can be operated hands-free via the key or an always welcome under bumper kick function.

Volume expands to 1290 litres with the rear seats folded and there’s a modest 18-litre ‘frunk’ under the bonnet.

The bad news is a repair-inflator kit rather than a physical spare wheel, but the better news is the IM5 Performance can tow a 1500kg braked trailer (750kg unbraked).

The IM range also features the ‘MG iSmart’ app allowing remote control of various functions including charging, checking vehicle location and route planning. 

At $80,990, drive-away, the IM5 Performance sits at the top of a three-grade line-up that starts with a 75kWh RWD Premium model at $60,990, followed by a mid-spec 100kWh RWD Platinum for $69,990, both drive-away.

Its most prominent competitor is arguably the Tesla Model 3 Dual Motor AWD ($80,900), with others including the BYD Seal Performance AWD ($68,798), Hyundai Ioniq 6 AWD Epiq ($86,500) and Polestar 2 Long Range Dual Motor Performance ($80,380).

Worth noting, too, the IM6 range - essentially the same car with a taller SUV body - has the same model walk-up and identical pricing.

Once you’ve crossed the $80K threshold it’s fair to expect a decent basket of standard fruit and aside from the dynamic and safety features we’ll get to shortly, the IM5 Performance comes to the party.

Highlights include a double-glazed panoramic roof, power-adjustable (12-way driver, six-way passenger) heated and ventilated front seats (also heated in the rear), dual-zone climate control, 20-speaker audio (with digital radio), 256 colour ambient lighting, a power tailgate (with hands-free function) and 20-inch alloy rims.

There’s also adaptive cruise control, a heated steering wheel, wireless Android Auto and Apple CarPlay, LED headlights, keyless entry and start, wireless device charging (50W), a 10.5-inch central control screen and a sweeping 26.3-inch upper screen; the right side for instrumentation and car data, the (touch-sensitive) left side for multimedia and other onboard functions.

There’s more and it’s clear this car at least matches or betters its direct competitors for included equipment.

As mentioned at the start of this review, in Australia the Lexus ES is only available with one powertrain variant – a petrol-electric hybrid.

This combines a 2.5-litre four-cylinder petrol engine making 131kW and 221Nm, with an electric motor that has an output of 88kW and 202Nm. The 244.8V nickel-metal hydride battery has been moved from under the boot floor in the previous generation car to under the rear seats, so it no longer eats into the cargo space.

The ES300h isn’t a plug-in hybrid, so battery recharging is done through regenerative braking.

A continuously variable transmission means seamless and smooth low-speed driving using just the motor, but under heavy acceleration the engine activates and you’ll hear that drone associated with CVTs.

The MG IM5 Performance is powered by an electric motor on each axle - the rear (372kW/500Nm) more powerful than the front (200kW/300Nm), for overall outputs of 572kW (that’s close to 770hp) and 802Nm of pulling power.

The official term for that amount of grunt is… a lot. And we’ll get to what it means on the road in the Driving section shortly.

This is the point of a hybrid, right? To save fuel? The electric motor can power the car at low speeds around car parks or in bumper-to-bumper traffic, and I found that after 104km of both urban and open road usage my fuel economy in the Sport Luxury was 5.4L/100km.

Lexus’ official combined fuel economy figure for both the Luxury and Sports Luxury is 4.6L/100km.

The MG IM5 Performance features an 800-volt electrical architecture which means the 100kWh NCM battery can accept a DC peak charge of close to 400kW.

Only snag is the highest you’ll currently find in Australia is 350kW. But even at that rate you’ll still be looking at a 30-80 per cent charge in just over 15 minutes. Maximum AC charge rate is 11kW.

Claimed range is 575km (WLTP) which is less than the Tesla Model 3 Dual Motor AWD at 629km.

Over a week of city, suburban and some freeway running we saw average energy use of 20.6kWh/100km which is on the high side for an EV of this size but maybe not for one with this kind of performance potential. 

Two words: quiet and comfortable. Well that’s three words, but that sums up the ES300h on the road. Yes, rivals may have intelligent adaptive air suspension and leather made from free range cows, and they are supremely tranquil and sumptuous places, but challenging them is this ES300h.

Even with its regular shock absorbers and steel-spring suspension, the ride was outstanding for its comfort and composure on the worst roads Sydney could throw at it over the week we tested the car.

Front and rear seats were supportive and comfortable over long distances, too. From a driver’s perspective the experience was serene – this was an easy and relaxing car to pilot.

I’m not a huge fan of petrol-electric hybrid powertrains, but it suits the seamless personality of the ES perfectly, adding to the smoothness of the ride as it slipped silently through traffic.

Just don’t expect the ES300h to be rewarding from a dynamic driving perspective. The steering was heavy and a little numb, and while the handling was good, I felt disconnected from the road. And whenever I needed to move quickly the combustion engine would splutter to life and the CVT would begin to drone.

First things first, the IM5 Performance is supercar fast. This 2.3-tonne five-seater blazes from 0-100km/h 3.2 seconds and with its dual motors combining to produce 572kW/802Nm, eye-widening performance always resides underneath your right foot.

But it’s not all about straight line speed. Ride comfort is excellent. Underpinned by an all-new platform, the IM5’s suspension is by double wishbones at the front and multi-links at the rear. But the key to its bump and rut smoothing ability is air suspension and ‘continuous control’ active damping.

Fold in double-glazing on the full-length glass roof and side windows, as well as active noise cancellation and you have a serene interior environment at any speed. Also worth noting the front seats are great; as grippy as they are comfortable.

Not only that, despite its relative heft, this mid-sizer steers well, too. Not the last word in road feel but it points accurately and the standard rear steering helps with prompt (but never jerky) cornering turn-in. Flick to ‘Sport’ mode and the IM5 is up for some enthusiastic running.

The rear wheels can turn up to 12 degrees in the opposite direction to the fronts at slow speed, which makes for a usefully tight 10-metre turning circle. But above that, at lesser angles, it adds extra stability and decisiveness in the way the car steers through even tight, twisty sections.

Rubber is top-shelf Pirelli P Zeros on 20-inch alloys (245/40 fr - 275/35 rr) and it grips hard, especially in the wet weather over much of the test period. Braking is solid, as it needs to be, with ventilated discs all around and four-piston callipers at the front. 

No adjustable regen braking but you can feel the ‘Cooperative Regenerative Brake System’ (CRBS) doing its thing when you lift off the accelerator. 

The physical rear view is modest thanks to the slope of the back window reducing its functional area for the driver to that of a 1950s VW Beetle. Even the interior rear-view mirror is tiny and folds up into a recess in the headliner if you’d prefer life without it.

But that’s where a rear camera view popping up on the upper screen display (accessed via the right-hand steering wheel click control) comes in handy. Side camera views are also available as is a 360-degree overhead view, which makes parking straightforward.

If you need more parking help there are various self-parking modes including a nifty ‘Curbside’ function that will realign the car hands-free if you’re parallel parked too far out from the kerb.

In a similar vein, a ‘Rainy Night’ mode projects left and right rear views onto the main screen using AI to enhance clarity and highlight pedestrians and cars.

Overall the ADAS (Advanced Driver Assistance Systems) are relatively unobtrusive but we found ourselves switching off the incessant overspeed chime that sounds for 10 seconds if you creep over the indicated speed limit, even when the system has misfired on the correct speed. For example, 40km/h school zones on a Sunday.

The over-zealous driver distraction warning also occasionally issued a visual and audible slap on the wrist when I was looking straight ahead. Tellingly, there’s a specific quick screen for turning both these functions off, but it kinda defeats the purpose of having them in the first place.

We also found the adaptive cruise control to be hesitant in multi-lane environments, reducing speed occasionally because the system seemingly believed a car was set to merge, when it wasn’t.

No independent ANCAP safety assessment at this point but there’s a full suite of active safety tech onboard including AEB, lane departure warning, blind spot detection, rear cross-traffic alert & braking, forward collision warning, lane-change assist, tyre pressure monitoring and heaps more. And we touch on how it all operates in the Driving section above.

There are no less than nine HD cameras, 12 ultrasonic sensors and three millimetre-wave radars on duty.

If a crash is unavoidable there are seven airbags including full-length side curtains and a front centre bag. Multi-collision brake also minimises the chances of subsequent impacts after an initial crash. There are also three top tether points and three ISOFIX child seats anchors across the second row.

All right on the pace for this part of the market and the IM5’s competitive set.

The ES300h is covered by Lexus’ four-year/100,000km warranty. Servicing is recommended every 15,000km or 12 months. There is no capped-price servicing scheme.

The MG IM5 Performance is covered by a seven-year/unlimited km warranty, which is a plus, but the catch is it’s conditional on authorised dealer servicing. Go elsewhere and the term drops to a more common five years/unlimited km. The drive battery is covered for eight years/160,000km, which is the norm in the Aussie market

Servicing is required every 12 months or 20,000km with charges averaging $586 per workshop visit for the first five years, which is on the high side for an EV, even at this price point, the average bumped up by a more than $1400 doozy at year four.

MG IM models are sold (with service available) through all of MG’s 100-plus dealerships across the country, so no concerns there.