Lexus Es350E vs Kia EV6

What's the difference?

Since launching in Australia in 1992, the ES has always felt like what it clearly was: an overpriced and overblown Camry that never quite drove well enough to justify its premium positioning.

It felt sub-Lexus in most of the ways that mattered.

The ES350e, however, builds on the Camry basics with unique styling, packaging, steering, suspension and powertrain, while evolving the technology and luxury with the times.

A few ergonomic missteps aside, this is by far the best version ever, and an exceptional value proposition to boot.

In EV guise at least, four decades and eight generations in, the ES has finally come of age.

It’s fair to say the Kia EV6 is not the most affordable mid-to-large electric SUV money can buy. Especially in the era of cheaper Chinese models.

It also lacks some of the practicalities of a few rivals. If that’s your focus and you’re dead set on buying a Kia, then the EV5 is the clear choice.

But that’s not the sole purpose of this car.

It doubles as family transport and a car for driving enthusiasts. It’s the sort of EV that can convert EV non-believers.

After a week with the EV6, it’s not a car I’ll forget easily. And I urge buyers looking in the EV space not to overlook this pioneering model. It’s a brilliant car to drive and the GT-Line RWD is the value pick of the whole line-up.

The Lexus is considerably taller now. That’s because it rides a little higher, like a crossover sedan. Which the traditional Lexus demographic ought to love.

The dimensions tell the story, being 5145mm long (+170mm over the previous ES), 1920mm wide (+55mm), 1555mm tall (+115mm) and with a 2950mm (+80mm) wheelbase.

The fastback styling, aiding aerodynamics, fits in with the current, rakish Toyota Crown sadly not seen in Australia that the ES shares much of its TNGA-K architecture with.

Its low bonnet line, fresh LED lighting signatures, blanked-out grille and edgy details like the heavy side crease lines, unique recessed door handles, frameless mirror casings and 21-inch turbine alloys, give the Lexus EV a boldness that finally banishes the old blobbiness.

Against the sparkling metallic silver, even the hockey-stick side motif has a place, though it may not be to everybody’s taste.

If the ES’ architectural exterior seems fussy, the interior is far calmer, with an inviting warmth and elegant layout that, while still minimalist, avoids the cold, bare, buttonless and oversized screen sameness of many premium EVs nowadays.

Oh, and it’s also massive inside.

When I first saw the Kia EV6, I have to admit I wasn’t a massive fan of the design. I was, and still am, a massive fan of the mechanically related Hyundai Ioniq 5. Perhaps one of the many reasons that model won Best Medium SUV Under $130,000 at the 2026 CarsGuide Car of the Year Awards!

But the 2026 facelift has given me a renewed appreciation of the Kia’s design.

The overall shape is the same but the front, which was arguably its least appealing angle, has been redesigned.

It’s 15mm longer thanks to the new front bumper design, and it has adopted a completely new headlight signature that's in keeping with the EV3, EV4, EV5 and EV9. The front looks meaner, more aggressive, but in a really hot way.

There’s also a new bumper at the rear but the tail-lights are pretty much the same.

Overall it’s a much sharper look, helping to breathe new life into the EV6.

The visual changes are more subtle inside, but it was already a nice cabin to begin with. The big changes include the new version of Kia’s dual-screen set-up which is more modern and centred than the previous version, and there’s more visually appealing graphics.

The other key change is the steering wheel. For GT-Line and GT grades, Kia’s dropped the polarising two-spoke wheel in favour of a sportier and more premium three-spoke, dual-tone wheel found in other models, including the EV3. The base Air retains the two-spoke wheel.

Fun fact time. The latest ES is also larger than the original Lexus LS400 created to challenge the Mercedes-Benz S-Class in 1990. And the second-gen version from 1995. And the third released in 2001.

Wide doors and a higher-set cabin than in most sedans allow for effortless entry to, and egress from, a comprehensively modernised and impressively roomy interior that progresses in some areas and regresses in others.

Let’s begin with the positives by championing the shapely front seats that cosset and support beautifully the moment you sink yourself in them. Even after hours at the wheel. And heating elements add to their cosy feel on a frosty morning.

In fact, with its subtle diffusion, the highly effective heat-pump-aided climate control system feels lush, radiating within a cocooning, quiet environment that helps isolate its occupants from the outside world.

It isn’t difficult to find a commanding driving position either, assisted by exceptionally large mirrors and a crystal-clear surround-view camera display that help overcome poor side and rear vision that comes with the ES’ inherent shape.

Employing Toyota’s new operating system, as also found in the latest RAV4, results in improved multimedia connectivity, speed and functionality, with localised voice control tech that now understands Australianisms like ‘take me to Woollies’. The audio quality is also great.

Access to most controls is fine, with a special shout out to a redesigned gear lever that feels reassuringly intuitive (not a given in the electrified age), while there is a decent level of storage within the centre console, under it, in the door pockets (though they are too narrow for one-litre bottles) and in the glovebox if you remove the encyclopaedic handbook.

Banishing the Camry-esque mess of the old dashboard design, the new ES brings a far simpler look and cleaner layout, and is better for it.

But perhaps Lexus has gone too far the other way.

If it weren’t for the soft rubber fascia top, lovely bamboo panel inserts, head-up display and sumptuous seating material, it would seem more Chinese generic than Japanese luxury.

Plus, the freshly designed steering wheel’s powdery sheen also feels sub-brand. Like a flimsy handshake, it lacks… substance. Owners of previous models will immediately notice.

Worse still, while the infuriating capacitive switches that render operating the cruise control a guessing game on other contemporary Lexuses like the latest NX and RX have thankfully disappeared here, so have illuminated buttons.

Lexus crows on about the ES’ “hidden switches” on the steering wheel spokes and lower centre console area, with symbols that remain invisible until a hand hovers over them. A stupid guessing game you play at, say, 80km/h, only then can you see where to land a digit, demanding the driver’s attention and consequently taking eyes off the road for a moment. How did this unnecessary distraction and complexity get into production? Are legacy carmakers this bereft of sensibility?

So is eliminating climate controls buttons for touchscreen access only, because Elon Musk decided it was cool a decade ago. And remember how Lexuses used to have a large knob protruding out the side of the binnacle for driving mode settings? Look at last year’s ES to remind yourself. Now, you’ll again need to dive into the central display, rather than intuitively twist or push something probably while travelling at speed. First Mazda CX-5. Now Lexus. Japan, you’re better than this.

Enough whining.

Used examples of the ES enjoy a stellar career as high-end taxis and the reason has always been because of the rear seat.

This time around, with a longer wheelbase than before, there’s even more space for heads, shoulders, legs and knees. And the Lexus goes the extra mile again with perfectly comfortable outboard cushions and (fixed) backrests, a wide centre armrest, face-level vents, USB-C ports, overhead lighting, door sunshades and even longer doors to enter and exit from.

As with the front, the rear’s premium ambience is enhanced by the trim and textures that feel a cut above.

Further back, the ES’ cargo capacity is a handy 517 litres (VDA), and the floor is wide and flat, though the backrests are fixed so the only extra versatility is a ski port into the cabin, while the provided charge cables are not secured anywhere, rolling around inside the boot.

Underneath the floor is a wheel well, but no spare tyre; instead there is a repair kit that cannot fix blowouts, always destroys the tyre after use (even after a minor puncture) and is hundreds of dollars to replenish. No thanks. These are totally inadequate for Australian roads.

Under Australia’s vehicle categorisation, the Kia EV6 is classed as a large SUV. Which is not correct. Yes, it’s long and wide but it isn’t large. It’s medium. Also, is it an SUV? Or is it a low-slung coupe-style fastback? Perhaps a bit of both.

The EV6 has a decent amount of space in the cabin, but family-friendly practically might not be its strongest suit.

In the front row, headroom is limited. The sunroof is partly to blame for this, but the EV6’s front seats have always felt a little cramped for taller folks. Finding my perfect driving position took a bit longer as a result. Popping your sunglasses on your head is a no-no for a six footer like me. There is, however, plenty of space across the front of the cabin.

The front seats offer excellent upper body bolstering but could do with a little more for the thighs. But they are delightfully comfortable and look gorgeous.

The elevated centre console provides a high-set armrest and under that is a massive central bin, then there is a huge amount of open space underneath.

It houses two shallow and narrow cupholders with a phone charger, gear shifter, vehicle on/off and seat/steering wheel heating buttons. Yay buttons!

Climate control is managed via a digital panel separate to the main screen. It features smart dials that switch between air con and audio and sat-nav controls. Speaking of which, the air con flow is excellent.

Kia’s updated multimedia system brings it into line with other newer models. It’s a pleasure to use this system. Large tiles drill down into logical sub-menus, you can swipe every which way and the resolution is excellent. It’s also easy to navigate.

There are three USB-C charge ports under the centre stack.

Taller passengers might need to duck their head when getting in the second row, due to the lower sloping roofline. Once seated, the EV6 features that quirk of some older EVs where the rear seats are heavily bucketed and your knees sit up high because of the positioning of the under-floor battery. A lot of newer EVs keep the rear footwell free of battery packs to ensure more foot room and a more comfortable rear-seat experience.

There’s heaps of leg room behind my seating position, and headroom isn’t bad back there. It’s certainly better than the front. I had about 2.0cm between my head and the roof liner.

It feels a little dark back there due to the high window line, privacy glass and small rear window.

The rear seats are comfy but on the firmer side. There’s a fold-down arm rest with two shallow cupholders, and a small bottle will fit in the door.

You get two map pockets, USB-C ports on the back of both front seats, and chest-level side air vents.

You can lower the 60/40 split rear seats via a lower lever on the seat base. They fold almost flat, too. You can also lower the seats via a lever in the boot which is a handy feature.

The EV6 Air RWD’s boot can swallow 490 litres of cargo, and that drops to 480L for all other grades.

The boot area allows for a decent amount of usable space but the sloping tailgate means you won’t fit tall items.

Under-floor storage is limited but could easily fit flatter items like a charging cable. It also houses the tyre repair kit which is sadly what you get instead of any form of spare wheel. The boot also has a number of bag hooks, speakers and a light.

A front storage compartment under the bonnet can take 52 litres in the RWD grades, dropping to 20L in AWD versions.

One of the challenges for Kia and the EV6 is price and positioning. In the four years since its launch, the price of EVs of a comparable size has come down considerably.

You can get a medium-to-large electric SUV in the low-$40K range these days from one of a number of new Chinese players.

But not many of those cars have the same focus on driveability as the EV6.

Wisely, Kia has kept prices essentially as they were as part of the 2026 facelift. Each grade has only gone up by $70 apiece.

The EV6 kicks off with the Air RWD (rear-wheel drive, single motor) from $72,660, before on-road costs. The GT-Line RWD (the grade I will focus on for this review) costs $79,660 and the GT-Line AWD (all-wheel drive, dual motor) is $87,660 - an $8000 jump from the RWD.

It tops out at $99,660 for the performance-honed GT.

This pricing puts the EV6 somewhere between the new crop of affordable EVs like the BYD Sealion 7, Zeekr 7X and more premium offerings like the BMW iX3 or Audi Q4 etron.

It’s closer in price to another sporty EV, the Cupra Tavascan ($60,990-$82,490), as well as the Kia’s mechanical cousin, the Hyundai Ioniq 5 ($76,200-$115,000).

The facelift ushers in new standard gear including fresh 19 to 21-inch alloy wheel designs, vehicle-to-load (V2L) functionality, new twin 12.3-inch driver and multimedia screens, updated software with enhanced graphics, wireless Apple CarPlay and Android Auto (it was previously wired) and over-the-air updates.

Other standard gear in the base Air includes reclining rear seatbacks, synthetic leather seats, manual front seat adjustment, five USB-C ports, a wireless phone charger, a retractable cargo cover, six-speaker audio, digital radio and dual-zone climate control.

The GT-Line RWD I am testing adds a 14-speaker Meridian audio system, heated and ventilated front seats, a heated steering wheel, ambient lighting, alloy sports pedals, a sunroof, hands-free power tailgate, eight-way power driver and front passenger seats, synthetic black suede/white leather seats and remote park assist.

The flagship GT gains special sports bucket seats, two more USB-C ports in the rear, heated rear seats and a bigger dollop of performance.

When you look at the base pricing compared to the fully-loaded standard kit of the more affordable EVs, it doesn’t look like great value. But the GT-Line RWD is the pick of the EV6 grades as it isn’t missing much. You could also argue the overall build quality, gripping performance (more on that in the Driving section), reliability and Kia’s extensive dealer network is worth the extra spend.

Under the ES350e’s bonnet is a permanent-magnet synchronous electric motor, that sends 167kW of power and 269Nm of torque to the front wheels via a single-speed transmission. It is capable of going from zero to 100km/h in 8.0 seconds flat, on the way to a top speed of 160km/h.

Choosing the ES500e adds an 88kW/170Nm electric motor located on the rear axle, for a total of 252kW of power (Lexus does not quote a combined torque figure) and AWD. This slashes 2.5 seconds off the 0-100km/h time, to just 5.5 seconds, while boosting top speed to 180km/h.

The AWD system can distribute up to 100 per cent of the available torque to whichever axle needs it for optimum traction, though in normal conditions the front/rear split when cornering is between 80/20 and 25/75.

Four driving modes are offered: Eco, Normal, Sport and Range (to maximise distance efficiency), while a Custom setting allows personalisation by altering the various powertrain, steering and suspension settings.

The EV6 has a range of powertrains depending on the grade. The Air and GT-Line RWD have a single motor set-up offering 168kW of power and 350Nm of torque, and the GT-Line AWD dual-motor pumps out 239kW and 605Nm.

Kia has boosted power in the high-performance GT by 18 kilowatts to a bonkers 448kW.

These figures are higher than some cheaper rivals and on par with other similarly priced EVs.

The 0-100km/h sprint time for the rear-drive grades is 7.7 seconds, dropping to 5.3 seconds for the GT-Line AWD, while the GT can do it in a blistering 3.5 seconds when engaging Launch Control.

Integrated into the TNGA-K architecture low down between the axles, the ES350e's 74.7kWh lithium-ion battery offers a WLTP range of 510km, which is 45km more than the 500e AWD’s 465km WLTP rating.

Driven at sustained highway speeds of up to 110km/h, via some fast corners as well as through inner urban streets, we were on track to achieve about 380km between charges.

Lexus says the ES350e's WLTP energy consumption is 16.4kWh/100km, or 1.5kWh better than the 500e AWD.

Of the four driving modes – Eco, Normal, Sport and Range – Range locks in front/rear torque distribution to 70/30 whilst restricting outputs to maximise efficiency.

The ES offers 22kW three-phase AC charging, and a maximum of 150kW DC charging.

All EV6 grades get a bigger under-floor lithium-ion battery, up from the 77.4 kilowatt hour unit in the previous model to 84kWh.

Driving range is up more than 50km in rear-wheel drive variants to 582km in the Air and 560km in the GT-Line, according to the WLTP testing cycle.

The GT-Line AWD’s range is now 522km (up from 484km), and the range-topping dual-motor GT offers 450km of range - a 26km increase.

All EV6 grades have vehicle-to-load charging via a port under the rear seating row or by using an extender for the external CCS Type 2 charging port.

Maximum DC charging is 10.5kW but the EV6 supports AC charging infrastructure up to 400 and 800 volts.

Using a 50kW fast charger should take 80 minutes to get from 10 to 80 per cent full, while a 350kW charger takes 18 minutes. Slow AC charging at home with three-phase power should take about seven-and-a-half hours.

Official energy consumption varies between grades. The Air RWD is 15.9kWh/100km, GT-Line RWD is 16.9kWh, GT-Line AWD is 17.7kWh and GT is 20.9kWh.

The car’s trip computer recorded an efficiency figure of 19.1kW/h when I handed it back, but I engaged in some enthusiastic driving. Factoring in the usable battery capacity (80kWh), the EV6 GT-Line RWD’s theoretical range is 473km.

It has multi-mode regenerative braking that is exceptionally smooth, including one-pedal driving, various EV sounds to choose from and a utility mode function to save battery life.

There’s even a soft close function for the charge flap that’s integrated nicely in the driver’s side rear tail-light.

Arguably the biggest difference from behind the wheel in the latest ES is not its larger body or the 350e’s single-motor EV powertrain, but the deeper changes made to the TNGA-K architecture that complement it.

While obviously still very related underneath to the previous model’s platform that’s also shared across most mid-sized Toyota and Lexus models, the extended wheelbase, stronger body, heavily revised steering and suspension geometry up front and a multi-link rear end in place of the old trailing arm-type set-up really switch things up.

In the 350e, they transform the ES from a bloated Camry to a proper, athletic-ish Lexus.

Like in most EVs, that starts with instant, rich acceleration and super-smooth power delivery, that translates to immediate throttle response and strong performance. Even in Eco. Select Sport, and you’ll enjoy a feisty, fast point-to-point luxury sedan. Rapid refinement.

That would be a waste if the chassis wasn’t up for some cornering hijinks, which – thanks mainly to the slicker steering and new independent rear suspension – the ES executes with confidence and poise.

Along our ragged hilly road test route festooned with potholes, broken bitumen edges and off-kilter camber, where the old one would sometimes struggle to maintain the driver’s chosen line, this one zips straight through, without being bumped out of shape.

Now, the steering isn’t especially sharp or tactile to the point where the driver feels connected to or as-one with the road, but then it’s not nervous or slavishly following each contour to the nth degree, either, so hits a handling happy medium.

The new adaptive dampers no doubt help keep everything in control here, but their bigger talent is soaking up the bumps and keeping everything cushy, comfortable and quiet – words we would never have collectively described any previous ES, especially ones wearing 21-inch wheels like today’s car. Quality Michelin tyres help.

Apart from a trigger-happy bleating driver monitor, the ADAS tech is sufficiently tuned for Australian road conditions, and that also helps maintain dynamic decorum.

Overall, then, at least in this initial launch driving phase, the new 350e feels safe and planted like a modern Camry to drive, but with a newfound polish and sophistication to finally leap-frog its proletarian Toyota fraternal twin and justify the hefty price difference.

The ES is now a relaxing pleasure to drive, with just enough talent to engage a keener driver. Yes, there are more fun and exciting luxury sedans out there, but this Lexus finally earns its stripes from behind the wheel.

And for that we’re pleasantly surprised and definitely somewhat astounded.

This is where the EV6 excels. There’s a lot more competition out there now, but the good news is the EV6 still impresses on the road.

I am purely focusing on the GT-Line RWD for this section as it’s the grade I had for a week.

It’s not brutally quick from a standing start, but it offers a nice, linear build up of speed. It adds speed quite quickly when at pace and this is more than enough poke for most people.

If you are intent on more power and speed, but without stretching to the GT flagship, the GT-Line AWD might be your cup of Jarrah. Although that is an $8000 premium over the RWD.

If you want to save the cash the RWD has drive modes ('Eco', 'Normal', 'Sport', 'Snow', 'MyDrive'), so you can add some spice with Sport mode.

The EV6’s precise steering has a little weight to it and good feedback.

On dynamically engaging roads the EV6 doesn’t feel its two-tonne weight. It has loads of grip when you lean into a corner and remains flat through the twisty stuff. There’s the tiniest hint of lateral movement in the car but there’s a lack of top-heavy body roll.

Thanks to the rear-wheel drive configuration, it’s also playful. The rear flicked out briefly when turning in wet conditions, but otherwise the stability control keeps everything in check.

This car has clearly been engineerd by driving enthusiasts for driving enthusiasts.

The ride quality is a little jittery on uneven roads. It’s not cushy like the EV5. You will feel tram/train tracks, potholes and random bumps. I detected a little vibration through the steering wheel on crumby roads. The Continental Premium Contact 6 (255/45 R20) tyres have a decent sidewall but they can’t soak up everything.

As well as being dynamically excellent, it’s also a lovely cruiser on smooth freeways and roads.

Other related points - it has a large turning circle (11.6m) and visibility is impeded by enormous B- and C-pillars, small rear windows and a middle-seat headrest.

The EV6 doesn’t gain anything too new from a safety perspective with this update but it comes standard with the usual driver aids like auto emergency braking with car, pedestrian, cyclist and junction turning, lane keep assist, ‘Lane Following Assist’, blind-spot collision warning and assist with rear cross-traffic alert and assist, safe exit warning, multi-collision braking, adaptive cruise control, a speed limiter, reversing camera and front and rear parking sensors.

The lane keeping aid tugs a little at the wheel and it subtly moves the car to the left line marking on motorways, but it’s not too intrusive.

There are seven airbags including a side centre airbag, three top tether anchors and two ISOFIX points.

The EV6 was awarded a maximum five-star rating from ANCAP back in 2022 and that rating should carry over until it expires at the end of 2028.

As with any modern Kia - or Hyundai and Genesis for that matter - I turn off a bunch of the driver aids as soon as I get behind the wheel to ensure I remain sane. Thankfully, there is a configurable favourite button (a star) on the steering wheel that takes you straight to the driver safety menu, otherwise you have to dig through multiple menus.

I turn off the infuriating overspeed warning and the driver attention alert every single time I drive this car because they are so deeply annoying.

If safety features are too distracting to leave on, are they really safe?

Lexus offers a five-year/unlimited kilometre warranty and roadside assistance, which is no more than average nowadays.

Service intervals are every 12 months or 15,000km, with capped-price servicing available at $625 annually for five years.

Starting from July 1, 2026, new ES owners can join the Encore Signature membership program. Free for five years, it is designed to keep them in the Lexus dealer network, providing access to free service loan vehicles, airport lounge access, hotel/restaurant offers and discounted fuel from Ampol, among other benefits.

There is also a five-year free subscription to Lexus Connected services with SOS and vehicle tracking features, as well as enhanced multimedia functionality.

At the time of publishing, there were 33 Lexus dealers across Australia.

The EV6 is covered by Kia’s solid seven year/unlimited kilometre warranty and it has a battery warranty of seven years or 150,000 kilometres, whichever occurs first.

The service schedule is every 12 months or 15,000km.

Kia offers service plans of three, five and seven years with pricing for Air and GT-Line of $728 for three years, $1391 for five years and $2055 for seven years.

The GT is a little pricer at $842, $1570 and $2319, respectively.

This pricing isn’t astronomical, but it is more expensive than the Cupra Tavascan and MG IM6.

Kia has 147 dealerships across the country covering metro, urban and rural areas and all of them service EVs.