Toyota Kluger vs Lexus ES300H

What's the difference?

The Toyota Kluger GXL Hybrid has been the ultimate SUV this week, as it fits my gear and family in comfort, the on-road handling is excellent and the fuel usage makes owning this long term actually feasible.

This is a great example of a mid-spec seven-seater that is both functional and comfortable. There’s lots to satisfy here and even though it hasn’t been updated, it may be a case of ‘if it aint broke, don’t fix it’.

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 Kluger epitomes what a large SUV was originally meant to look like. A big body and with enough ground clearance to earn the tag, but the shape is all long lines and gently curving panelling and that makes it look sleek rather than rugged.

Make no mistake, the Kluger is large at 4966mm long, 1930mm wide and 1755mm tall. It's only only 24mm shorter in its length than its big 4WD Toyota Prado cousin. It's size and road presence assures you that it's capable, but it's not trying to convince you it's a 4WD.

Despite not seeing any design updates, the Kluger still feels relevant and more than holds its own when it comes to kerbside handsomeness.

On the inside, the black synthetic leather trims, softly padded touchpoints and interesting dashboard make the cabin both pleasant to look at and spend time in.

The 12.3-inch multimedia display looks lovely with its clear graphics, but it’s still nice to see some traditional elements - like the gear selector, analogue instrument cluster (with a 7.0-inch digital display) and lots of buttons and dials to play with.

Interestingly, there isn’t a traditional transmission tunnel, which means you get a practical flat floor in the middle row and, thus, more legroom for middle seaters. 

It's a forgiving cabin that lots of different drivers will find something to like in.

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 Kluger is both practical and comfortable for passengers as each row gets a great amount of head- and legroom – yes, even third-rowers, but the low level of amenities in that row will render it a 'sometimes seat' for adults or older kids.

The 208mm ground clearance, wide door apertures and low-sitting seats makes it a very easy SUV to get in and out of, even for kids. The access to the third row is also good as the 60/40 split middle bench seat can be slid forward.

The electric front seats offer lots of adjustments, including lumbar support on the drivers side, but both seats get heating. They’re also well-padded and quite comfortable on a longer journey.

The outboard seats on the middle row offer the most comfort as they have longer under-thigh support, but the entire row benefits from heavy padding and the seat backs can recline.

The third row offers a curious 60/40 split and is wide enough for two adults to not be squished like sardines.

Although the Kluger is a seven-seater, families will be bummed that there are no child seat anchor points in the third row. But the middle row has two ISOFIX child seat mounts and three top-tether anchor points. It is more than wide enough to accommodate three seats side by side and you’ll have enough room for the front passenger when a rearward facing child seat is installed, too.

Individual storage is above average for the class, but the front row gets the best of it. There are two handy shelves built-into the dash, a glove box, a deep middle console (that swallows my arm) and cubbies in the centre console that include a phone cradle and two cupholders. There's also a sunglasses holder and little cubby beside the driver's knee.

In the middle row, you get two map pockets, two cupholders in a fold down armrest, and a drink holder in each door. While the third row gets a couple of cupholders.

Amenities are well-rounded for the most part, with the three-zone climate control and well-positioned directional air vents in the roof for the back two rows. Middle-rowers also get reading lights and two USB-C ports.

Technology is easy to use and looks great as the 12.3-inch display uses the same multimedia system as Lexus. The built-in satellite navigation is simple to set up and shows clear directions with lots of route customisations available.

There is wired Android Auto and wireless Apple CarPlay, but you do have to initially connect the CarPlay via a cable.

Rounding out the cabin is the great-size boot that offers 241L with all seats in use, but that can jump up to 552L when the third row is stored.

The level loading space makes it easy to slide larger items in and out of, and there’s a handy underfloor storage compartments for smaller items. You get a full-size spare tyre underneath the car and a powered tailgate in this model.

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.

The second-oldest Lexus nameplate after the LS flagship, Australia skipped the fifth-gen version from 2006 to 2012 altogether because it was ousted by the smaller, sportier and more-popular IS series.

However, the latter’s 2021 demise saw the situation flipped, with the ES retaking the mantle as the affordable Lexus sedan torchbearer, while also belatedly replacing the larger GS.

This all coincided more-or-less with a facelift later that year, which brought revised front-end styling, uprated safety, updated multimedia, extra kit and a beefier body, among other changes.

Plus, a (slightly) cheaper non-hybrid ES version returned, dubbed 250. Starting from $61,620 (all prices are before on-road costs), it uses the Camry’s 2.5-litre four-cylinder atmo petrol engine.

However, the 300h hybrid from about $2K more is the better seller, with its electric motor and battery pack assistance. Our test SL flagship kicks off from $78,180, and heaves with standard equipment.

On the safety front, the usual array of driver-assist tech is present, starting with Lexus’ pre-collision system that includes Autonomous Emergency Braking (AEB), blind-spot monitor, adaptive cruise control and lane-keep warning/assist. See the safety section for more.

The biggest change inside is the now-touchscreen-enabled 12.3-inch display, boasting a 360-degree view camera, Apple CarPlay, Android Auto, digital radio, a 17-speaker Mark Levinson audio system, CD player (!) and shockingly sub-par satellite navigation.

Beyond that, Sports Luxury buyers also score tri-beam LED headlights with adaptive high beams, an informative 8.0-inch driver display, a heated steering wheel, sunroof, powered heated/vented front seats (with memory setting for the driver), a wireless charger, head-up display, keyless entry/start, powered steering column (including retraction for easier access), active noise-control tech, rear privacy glass with sunshades, a powered boot lid with kick sensor, semi-aniline leather with a choice of walnut trims, tri-zone climate control, powered/reclining/heated outboard rear seats with centre armrest climate and audio controls, 18-inch alloys and performance (but not adaptive, crucially) dampers. More on that later.

All Lexus models also include an ‘Encore’ aftersales subscription program offering myriad offers and services including 'free' car rental.

Everything but the cliché sink, then, but is the 300h SL actually good value for money?

No rival can match the Lexus’ mix of sheer size, hybrid efficiency, spec generosity and aftersales support.

But around that $80K mark, the cheaper yet roomier Skoda Superb and smaller Volvo S60/V60 and VW Arteon 206TSI all feature all-wheel drive, as do the classy Audi A4/A5 quattros, while the rear-drive-biased BMW 3/4 Series, Genesis G70 and Alfa Romeo Giulia are far more focused on character and athleticism. Serious competition all.

And, as we found out, none can be mistaken for a Camry. Image is important at this level.

All Kluger grades are all-wheel-drives with a smooth continuously variable transmission. They share the same 2.5-litre four-cylinder hybrid powertrain that produces up to 184kW of power. Toyota does not quote a combined torque output.

At first look, these outputs may look underwhelming, but the on-road experience has shown that it’s more than enough to move the Klugers big body around without it feeling underpowered.

The Kluger has a braked towing capacity of up to 2000kg, which means you can hook up most of your weekend adventure toys!

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 Kluger may be massive but it has an excellent combined fuel cycle usage of just 5.6L/100km because of its hybrid powertrain.

Combined with its large 65L fuel tank, you should see a theoretical driving range of up to 1160km, which is really good for a family SUV and rivals diesel models of the same size.

I’ve been super pleased with the fuel usage of our test model because despite doing quite a few long distance trips, which is where hybrids are usually the most inefficient, I’ve managed a real world usage of only 5.8L/100km! That is a great result.

The Kluger only accepts a minimum 95RON unleaded premium petrol.

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 engine can sound like it’s under pressure, but that doesn’t translate to underwhelming power delivery. The GXL has enough grunt to make it a comfortable open-roader that’s confident on hills and overtaking.

The steering is light for such a big SUV, but with its 11.4m turning circle, it’s every parents dream when doing the school run or navigating small lanes or parks for after-school activities. It’s almost stupidly easy to drive and feels much smaller than what it is, even in the city.

Visibility is mostly good because of the large windows, but the B-pillar is larger than I’d like and I found myself checking my blind spots carefully. 

The ride comfort is really good and suspension is forgiving on the worst of the bumps without feeling like it floats on the road. Road noise is low, even at higher speeds, but occasionally you get a weird wind whistle through the air vents. 

Even those usually put off by a large SUV, should find this comfortable to get around in. Parking it is the only time you really notice its bulk. While the reversing camera is great quality, a 360-degree view system would have been much better.

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.

Tested in 2018 under a less-strict regime, the ES delivers a maximum five-star ANCAP crash-test rating result. Back then, it scored especially strongly in Adult, Child and Vulnerable Road User categories, and quite well for Safety Assist tech.

There are 10 airbags in total (offering dual frontal, side chest, side head and front-occupant knee protection). The AEB system works between 10km/h and 180km/h, while the lane-tracing, lane-keep and emergency steering assist systems are operational from 50km/h to 200km/h.

Other driver-assist tech includes rear cross-traffic alert, blind-spot monitoring, adaptive cruise control with full stop/go and road-sign recognition and 'Intersection Assist' with 'Turning Assist'. The latter warns and brakes the car if the driver attempts to turn into oncoming traffic.

These are backed up by adaptive LED headlights with auto high beams, 360-degree view cameras, tyre pressure monitors and 'Lexus Connected Services' that can notify emergency services in an accident and track a stolen ES. An alarm with intrusion sensor is also fitted.

You’ll also find anti-lock brakes with brake-assist and electronic brake-force distribution, stability and traction control systems, three rear-seat child-seat tether anchorages and two ISOFIX latches, fitted to the outboard positions of the back bench.

The Kluger is offered with Toyota’s five-year/unlimited-kilometre warranty, but that can be extended to seven years if you service on time and with a Toyota service centre, which makes it competitive against some rivals.

There’s a five-year capped-price servicing program available, with services costing just $285, which is cheap for the class. Servicing intervals are reasonable at every 12 months or 15,000km, whichever occurs first.

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.