Toyota HiLux vs Lexus Es350E

What's the difference?

Given the HiLux BEV was developed in close cooperation with mining companies, its relatively short driving range appears tailor-made for that role given the daily driving distances (typically around 150km or less) in underground and open-cut mining operations. However, determining if our SR5 test vehicle is equally well suited to urban tradie duties would require careful analysis of driving range and payload/towing requirements, to determine if its emissions-free high purchase price can be justified.

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.

Externally the only visual differences between a HiLux BEV and its diesel SR5 equivalent are the BEV's solid front grille, a Type 2/CCS charging port for the propulsion battery located behind a hinged body flap on the front passenger side and aerodynamically-tuned 17-inch alloy wheels designed to minimise drag and optimise driving range. It also has unique rear suspension (see Motor).

The BEV variant has benefitted from the latest HiLux generation's exterior and interior styling updates in keeping this iconic workhorse looking fresh, particularly up front with its high slimline headlights, imposing body-coloured grille and trapezoidal side air intakes.

This more hard-edged look is also evident in the BEV's interior which although embracing new dash and centre console designs fortunately adheres to the time-proven practicality and user-friendliness of traditional 'piano key' buttons for its climate control plus a large dial for off-road drive settings (see Motor).

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.

Our test vehicle’s 2455kg kerb weight is 300kg more than its diesel sibling, which combined with its 3170kg GVM leaves a 715kg payload rating that’s 250kg lower.

The HiLux BEV is also rated to tow up to 2000kg of braked trailer (1500kg less than the diesel) and its 4670kg GCM rating (or how much it can legally carry and tow at the same time) would leave just 215kg of payload capacity if towing its maximum trailer weight. This could easily be used up by two big tradies before you could add their tools, so it’s important to be aware of these load ratings if planning to tow.

tub, is equipped with anchorage points front and rear plus hydraulic tailgate dampers to assist opening and closing. Load tub access is made easier and safer by concave side-steps behind the rear wheels.

Like its diesel sibling, rear seating for tall people offers minimal knee/shoulder/head room, combined with a notably short distance between the top of the base cushion and floor creating a steep thigh angle that concentrates body weight on your lower back.

Driver and front passenger storage includes a bin and bottle holder in each door, cupholders on either side of the dash and upper and lower glove boxes. The centre console has wireless phone charging up front, two more cupholders in the centre and a lidded box at the back containing the V2L (Vehicle to Load) AC inverter with domestic three-pin plug and a 12V accessory socket.

Rear passengers get a bottle holder and bin in each door plus pockets on both front seat backrests, a fold-down centre armrest with two more cupholders plus two USB-C charging ports and adjustable air vents on the rear fascia of the centre console.

There’s no under-seat storage available and the vehicle’s portable AC charging cable, which is stored in a zip-up bag, has no dedicated storage area so must be carried on either the cabin floor or in the load tub.

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.

Now, the biggest news is that going electric costs just $2000 more than the established 300h hybrid redesign that is right behind the EVs.

Starting from $77,000 before on-road costs, the electric ES range is basically an all-in-one package with no options bar the powertrain.

The 350e Sport luxury grade is loaded, with adaptive LED headlights, leather upholstery, radiant heating climate control, a head-up display, a 14-inch touchscreen with panoramic-view monitor, wireless Apple CarPlay and Android Auto, twin wireless phone chargers, five USB-C ports, 17-speaker premium audio, a panoramic roof with sunshade, powered/vented/heated front seats and steering wheel with driver’s side memory settings, acoustic side glass, rear door sunshade, a powered boot lid, easy-close doors, automatic parking, adaptive dampers and 21-inch alloys shod with Michelin tyres. Classy.

It also brings paddle shifters for five levels of regenerative braking and an artificial sporty exhaust mode, as well as a plethora of advanced driver-assistance systems (ADAS) including autonomous emergency braking (AEB). More on safety later on.

There’s also a five-year free subscription to Lexus’ Connected+ services, allowing for a range of benefits including remote vehicle functionality and location if stolen, among other features, as well as six years of a Connected Media subscription.

Another $7000 buys the 500e Sport Luxury, adding a second electric motor that’s located on the rear axle for all-wheel drive and significantly extra performance, as well as an artificial manual mode that holds each fake gear ratio to the point it seems like it’s bouncing off a rev limiter. Weirdly entertaining.

Given this is now essentially a full-sized sedan, $77,000 buys a lot of EV metal compared to the properly mid-sized Polestar 2, Model 3 and Mercedes CLA alternatives.

Only the MG IM5 range, which is a big and bulbous liftback from China, substantially undercuts the ES.

That the Lexus now looks like a Lexus tops off an undeniably compelling value proposition.

The HiLux BEV is equipped with two electric motors delivering full-time four-wheel drive. The front motor drives the front wheels and produces 82.2kW of power and 205.5Nm of torque. The more powerful rear motor driving the rear wheels produces 129.3kW and 268.6Nm.

Combined maximum power output is officially rated at 144kW but there’s no official combined torque figure given that the electric motors produce their peak torque at different times.

These motors drive the wheels through chassis-mounted transaxles equipped with single-speed transmissions. They are synchronised electronically using ‘fly-by-wire’ accelerator and gear/mode selection.

The centre console-mounted shifter controls conventional drive selections (Park, Drive, Reverse) plus offers a ‘B’ setting for optimum regenerative braking, to minimise brake pedal use and maximise battery charging.

Its full-time 4x4 system automatically distributes torque on demand between the front and rear wheels according to traction sensors. The driver can choose between three drive modes (Normal, Sport and Eco) and has access to a multi-terrain system (MTS) which optimises traction in different terrain across six settings including Auto, Dirt, Sand, Mud, Mogul and Snow.

The strengthened chassis frame provides protection for the propulsion battery mounted between the main rails. Toyota claims the battery subframe has been designed for flexibility to tolerate high levels of torsional twist when off-roading. It features a full undercover to protect high voltage parts from water splash or other damage and shares the same 700mm wading depth as the diesel version.

HiLux BEV also features a unique De Dion-type (rigid hollow beam axle) leaf spring rear suspension, with the transaxle mounted on the chassis frame to reduce unsprung weight and the beam axle with traditional leaf springs allowing efficient load carrying and off-road performance.

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 HiLux BEV has an official driving range of up to 315km based on the optimistic NEDC combined cycle test procedure.

When we collected our test vehicle the propulsion battery charge was at 100 per cent but the displayed estimated driving range was 272km.

We initially drove 84km unladen in metro traffic (using only Normal/Eco drive modes and max regen braking) with average combined energy consumption of 28.3kWh/100km, which was way above the sub-20kWh/100km figure needed to crack the claimed 300km-plus of driving range.

After recharging to 100 per cent for our GVM test, the estimated driving range dropped to 266km. On this second charge we drove another 173km, of which more than 100km was hauling a full payload which saw a spike in energy consumption to 31kWh/100km. We finished our test with 19 per cent charge and 50km of driving range remaining.

Our total test distance was 258km during which we achieved average energy consumption of 27.8kWh/100km. Therefore, based on our consumption figure, you could expect a driving range in real-world urban use of around 200-220km.

Toyota claims a 10-80 per cent charge time of approximately 30 minutes using a (150kW) DC fast charger or 10-100 per cent in about 6.5 hours using (10kW) AC charging.

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.

It also rides and handles much like its diesel stablemate. The most noticeable differences are the smooth yet energetic power delivery and the near silence of its drivetrain, with most cabin noise coming from the tyres which is also far from intrusive.

Near instant torque from its dual electric motors provides lively response for a vehicle of this size and weight. While it doesn’t nail your eyeballs to the back of your head like some EVs, it does provide spirited acceleration from standing starts and takes less than 10 seconds to reach triple-digit speeds.

To test its GVM rating we forklifted 650kg into the load tub which with driver was lineball with its peak payload rating. The leaf-spring rear suspension only compressed about 40mm under this weight leaving ample bump-stop clearance that ensured no bottoming-out on our test route.

In true HiLux tradition, the ride quality noticeably improved and the chassis and drivetrain were more than capable of hauling this payload on a variety of roads. Overall, it’s a competent load hauler like its diesel stablemate, albeit always with an eye on the battery charge given its limited range.

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.

There is currently no ANCAP crash-test rating for the Lexus ES. But it does come with a long list of safety features.

Along with the AEB system that detects bikes, motorcycles and pedestrians, you’ll find front and rear cross-traffic alerts, intersection collision avoidance support, front and rear parking support braking and Emergency Driving Stop System that, if the driver becomes unresponsive, automatically slows the vehicle to a gradual stop, activates the hazard flashers, unlocks all doors and places an SOS call to emergency services.

Other ADAS tech includes a blind-spot monitor, emergency steering assist, lane trace assist, adaptive cruise control, road sign assist and automatic high beam.

Additionally, an electronic door latch system features safe exit assist, that delays a door from opening onto oncoming traffic until the danger has passed.

Nine airbags are fitted, including a centre airbag up front, while three child-seat top tether latches and a pair of ISOFIX anchorage points are integrated into the ES’ rear seat.

The HiLux BEV comes standard with a five-year/unlimited km warranty and separate five-year warranty covering the propulsion battery which can be extended for up to five years (so 10 years in total) with an annual battery health check. The propulsion battery is also covered by an eight-year/160,000km capacity warranty if its energy storage falls below 70 per cent of the original capacity.

Scheduled servicing is every six months/10,000km with capped pricing of $220 per scheduled service for the first five years (or 10 services in total).

The company has a vast network of more than 275 dealerships across Australia including all states and territories and many regional areas.

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.