Volkswagen Golf vs Lexus ES

What's the difference?

While some Golf enthusiasts will prefer the lighter, more nimble, front-wheel drive GTI, this Golf R is now an even more serious machine. 

It’s a great touring car, super-sharp in the corners and good value in the context of its competitive set. Cars like Toyota’s GR Corolla and Honda’s Civic Type-R are on notice.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

In terms of exterior design, at the front there’s a relatively mild cosmetic makeover with some changes to the headlights and the bumper as well as a horizontal line across the grille, which, along with the VW roundel, is illuminated.

From the side the ride height is 20mm lower, and cosmetically there are matt silver housings on the exterior mirrors, blue calipers behind new design 19-inch rims and in the centre of the wheel there’s an R logo rather than the traditional VW branding.

At the back, you’ve got new customisable LED tail-light clusters with welcome and goodbye effects, which can be programmed via the vehicle settings in the multimedia system, as well as a larger spoiler at the back of the roof on top of the tailgate.

Inside, the ‘big’ change is an appreciably larger central multimedia screen running new program software. It has physical touch bars along its lower edge for audio volume and climate control adjustment.

The driver’s display now includes a G-meter and GPS lap timing. The steering wheel has its own look and feel and the sports seats feature integrated headrests. There are alloy covers on the pedals and ‘Carbon Grey’ decorative inlays around the dash and doors.

It’s a classically restrained and subtly sporty design treatment inside and out.

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.

For reference, the Golf R is just under 4.3m long, close to 1.8m wide and a bit less than 1.5m tall with a 2630mm wheelbase. Right in the middle of the medium hatch footprint.

In the front there’s plenty of breathing room for the driver and co-pilot. And in terms of practicality, you’ve got big bins in the doors with room for large bottles. There’s also a box between the seats with a lid that doubles as an armrest, which also adjusts for height and length, which is nice.

If you need more, there are two cupholders in the centre console, one of which is adjustable for smaller cups, plus a long oddments tray as well as a more powerful ventilated wireless device charging tray at the front end of the console.

There’s also a decent glove box and two USB-C ports for power and connectivity.

In the back, sitting behind the driver’s seat set for my 183cm position, I have ample headroom, legroom and more than enough foot room.

That said, three abreast for full-size adults would be very squeezy. Even a trio of middle teenagers might find it a bit tight. Best as a two-seater in the rear.

Then for storage, you’ve got big bins with room for bottles. Fold down the armrest and you’ve got not one, not two, but three different size cupholders in it.

There’s a nifty double pocket set-up on the front seatbacks, each just right for a phone or hand-held game console, as well as a more conventional map pocket lower down.

There are individual ventilation outlets as well as climate control for the rear section, plus two USB-C outlets.

With the 60/40 split-folding rear seat upright the 8.5 Golf R boasts 341 litres (VDA) of boot volume, which is decent, and that number expands to nearly 1197 litres with the seat down. 

There’s a load-through hatch, tie-down anchors, a 12-volt outlet, multiple bag hooks, specific lighting and storage compartments to the side.

No spare of any description, however, with a repair/inflator kit your only option.

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.

This updated Golf R is powered by a 2.0-litre, four-cylinder turbo-petrol engine VW enthusiasts around the world know by its ‘EA888’ code name.

In this guise it now produces close to 245kW (+10kW) and 420Nm (+20Nm) with the maximum available across a broad plateau from 2100 to 5500rpm.

The 2.0L EA888 features a cast iron block and alloy head, with direct-injection, water-cooled exhaust gas routing to the turbo (in the cylinder head) and variable valve timing with double camshaft control.

Power goes to all four wheels via a seven-speed dual-clutch auto transmission and an all-wheel-drive system using a twin-clutch pack to manage front-to-rear drive distribution as well as torque across the rear axle.

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.

VW is proud to point out that thanks to an electronic coolant regulator unit, the Golf R’s 2.0L engine “features very efficient thermal management with a short warm-up phase” which it says reduces friction losses for better fuel consumption.

Its official combined cycle (urban/extra-urban) fuel economy figure is 8.3L/100km, which isn’t out of order for a hot rod hatch with this much performance potential.

Over the course of a 200km-plus road drive on the launch program, covering mainly twisting B-road and highway sections, we saw a dash-indicated average of 9.9L/100km.

With a 55-litre tank those figures translate to a theoretical range of around 660km, and a real-world number closer to 550km between fills.

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 Golf R weighs in at 1517kg and Volkswagen says it will accelerate from 0-100km/h in 4.6sec, which is quick, and the car’s broad torque band makes it super-usable. The maximum 420Nm is available from 2100rpm all the way to 5500rpm. 

A blue ‘R’ button on the steering wheel is your short-cut access point to various modes - ‘Eco’, ‘Comfort’, ‘Sport’, ‘Sport+’ and ‘Race’ - and in the racier settings what VW calls ‘Turbo Pre-load’ steps in. More or less an anti-lag set-up for smoother power delivery.

Even from low revs in a (manually-selected) high gear, squeeze the throttle and it quickly builds up a head of steam. Power delivery is impressively linear.

The transmission is super slick and manual shifts are rapid. Refreshingly, manual mode is exactly what it says on the tin. Select a gear with the wheel-mounted paddles and it will stay in that ratio until the rev limiter makes its stuttering presence felt.

And if you’re going into a corner under brakes just keep the left-hand paddle pulled in and the transmission will automatically cycle down to the lowest ratio available, which is handy if you’ve really got the bit between your teeth.

Even with the standard exhaust, once you’ve dialled up the sporty modes, you get that snap, crackle and pop on full-bore upshifts and on the over-run, which also enhances the experience.

Suspension is by struts at the front and multi-links at the rear, and the ‘Adaptive Chassis Control’ system monitors acceleration, braking and steering to fine-tune the set-up.

We drove on some rough B-road sections, in the wet, and the R remained surprisingly refined. Given how hard it grips and how much it communicates back through the seat of the pants it is a comfortable touring car. It’s like a GT in hatch form, eating up the kilometres without fuss or putting too much stress on the driver.

Worth noting we spent much of our time in ‘Nürburgring’ mode, accessed through the Race menu, which, no surprise, was developed on the famous Nordschleife. It’s tuned to optimise dynamic performance on undulating patchy surfaces and is a superb set-up sweet spot for the road and track.

Progressive ratio steering delivers good road feel without too many jitters coming up to your hands. And turn-in is precise without being jagged. Just point the car and it goes exactly where you want it to.

The drive system splits torque between the front and rear axles and across the rear. If, for example, it senses the car wants to turn more but might push into understeer, it calmly manages drive distribution to keep everything under control.

Tyres are Bridgestone Potenza S005 (235/35) and over even coarse chip surfaces they remain quiet and grip with admirable determination.

Braking is by ventilated discs all around and on twisting backroads we occasionally leant on them hard and they were well up to the task. A firm pedal with progressive application when getting on or easing off the brakes. 

They even stood up to a race circuit pressure test without raising a sweat, because day two of the launch included a track session at Sydney Motorsport Park. And we can confirm the car is properly fast, balanced and predictable in that environment. 

SMP’s dipping, then uphill, off-camber right-hand turn four highlighted the R’s grip and the sophistication of its torque vectoring set-up. We also went sliding on the skid pan in the car’s Drift mode, which biases the rear axle, and is huge fun.  

In terms of lower speed manoeuvring, you’ve got a 12-metre turning circle, which isn’t vast but isn’t tiny, so be ready for that.  

You’ve also got a 360-degree overhead view, which is very handy in tight spots. And if you want some extra support, ‘Park Assist Plus’ will help you slot the car into the space you’re aiming for.

Under the heading of miscellaneous observations, the sports front seats deliver solid lateral support yet remain comfortable over long periods behind the wheel.

Speaking of the wheel, it’s just the right thickness, with perforated leather at the quarter-to-three positions helping with that lovely connection to the front tyres.

As well, from an ergonomic point-of-view, working through the central multimedia screen and driver’s display is straight-forward, with the latter able to be configured via the steering wheel. 

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 Golf R is covered by Volkswagen Australia’s five-year/unlimited km warranty, which is a match for most mainstream brands, although an increasing number are nudging up to seven and even 10 years.

There’s also a 12-year corrosion perforation warranty, which is a plus, and the recommended maintenance interval is 12 months/15,000km with ‘Assured Service’ pricing averaging $840 per workshop visit over the first five years.

Three- or five-year pre-paid ‘Care Plans’ reduce that number, with the latter working out to an average of $658 per service. Far from over the top for a performance hatch like this one.

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.