#2019 lexus es 350 fuel economy

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2019 Lexus Es 350 Mpg Redesign, Changes, New Concept, Release Date

2019 Lexus Es 350 Mpg Redesign, Changes, New Concept, Release Date

The clean, straightforward design of the 2019 Lexus Es 350 Mpg is let down only by the turbo model’s excessive add-ons.

2019 Lexus Es 350 Mpg Powertrain

The 2019 Lexus Es 350 Mpg SUV is in its last year before a redesign, but thankfully not a rethink. It’s spacious, quiet, comfortable, and capable, mostly thanks to its standard all-wheel-drive system and chunky flat-4 enging. The 2019 Lexus Es…

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Safest Compact Suv 2020

SUVs are really popular vehicles these days, and the smaller ones are a popular size for buyers, too. Many buyers also have safety high on their must-have list, especially since SUVs are great for transporting families. Carfax recently took a look at some safe small SUVs, and Mazda ranks highly on both the compact and subcompact lists. The 2020 Subaru Forester and 2020 Mazda CX-5 top the list of safest compact SUVs, while the 2020 Mazda CX-3 and 2021 Hyundai Kona lead the list of safest subcompact SUVs.

2020 Subaru Forester

Each year, NHTSA crash tests vehicles as part of our 5-Star Safety Ratings program. In addition, we do verification tests on advanced crash avoidance technology systems in vehicles. Here are the lists of vehicle models selected for each test. Best Safety Rated SUVS of 2020. Best Safety Rated SUVS of 2019. Find a Top 10 List - New Car and Used Car. Most Fuel Efficient. Based on fuel-economy. Auto manufacturers continue to make safety a top priority across all makes and models. Here are the 2020 SUVS that have the best safety ratings according to the National Highway Traffic Safety. The Highlander was all new for the 2020 model year, and it's a good SUV. But that's just it. In a large class full of three-row options, the Highlander falls short of being a class leader.

The 2020 Subaru Forester comes in first on the Carfax list of 16 safest compact SUVs of 2020. The Forester comes standard with Subaru’s EyeSight suite of driver-assist features as well as a rear-seat reminder. EyeSight provides adaptive cruise control, advanced adaptive cruise control, lane-keep assist and sway warning, pre-collision braking, and pre-collision throttle management. Additional safety features, including blind-spot warning and rear cross-traffic alert, are options. The top Touring trim also includes additional safety features, like reverse automatic braking and DriverFocus, which helps cut down on distracted and fatigued driving.

The 2020 Forester comes standard with all-wheel drive, providing the SUV with great traction. It also comes standard with Apple CarPlay and Android Auto compatibility. The 2020 Forester is also an IIHS 2020 Top Safety Pick+. It received a five out of five from the NHTSA.

Which Compact Suv Is The Safest

2020 Mazda CX-5

RELATED: The 2021 Mazda CX-5 Is Worth the Upgrade for the New Safety Features

The 2020 Mazda CX-5 is second on the list of safest compact SUVs of 2020. It now has adaptive cruise control, lane-keep assist, lane departure warning, forward collision warning, and blind-spot monitoring standard for 2020. However, the automatic emergency braking and pedestrian detection don’t work at speeds higher than 50 mph.

All trims of the CX-5 except the base one come standard with Apple CarPlay and Android Auto compatibility, allowing for hands-free phone use and reducing driver distractions. The 2020 CX-5 is also an IIHS 2020 Top Safety Pick+ and received five out of five from the NHTSA.

2020 Mazda CX-3

On Carfax’s list of the 17 safest subcompact SUVs for 2020, the 2020 Mazda CX-3 came in first. The 2020 CX-3 comes standard with the Mazda i-Activesense suite of driver-assist features. That includes adaptive cruise control with stop and go, automatic emergency braking, blind-spot monitoring, rear cross-traffic alert, pedestrian detection, and a head-up display.

The CX-3 does also come standard with Apple CarPlay and Android Auto compatibility. This subcompact SUV is an IIHS 2020 Top Safety Pick+. Sophos apple. It also received five out of five from the NHTSA.

2021 Hyundai Kona

Coming in second on the list of safest subcompact SUVs is the 2021 Hyundai Kona. The 2021 Kona comes standard with automatic emergency braking, lane-keep assist, and a driver attention warning system. All trims except the lowest one also come with blind-spot monitoring and rear cross-traffic alert. Skipping up to the top Ultimate trim adds adaptive cruise control and pedestrian detection.

Using Secure Socket Layer, you can establish a secured connection between the client and server. It helps to safeguard sensitive information such as credit card numbers, usernames, passwords, pins, etc. You can make connections more secure by creating your own SSL context using the HttpClient library. Apache httpclient ssl. If you want to use the Apache HTTP client instead of the Java HTTP client, you have to provide to SSLFactory your keystore and configure DefaultHTTPClient to use it in the HTTPS protocol. You can find a working example here. I hope that helps.

All-wheel drive is available but not standard on all trim levels. Apple CarPlay and Android Auto are standard on all trims of the 2021 Kona. The 2021 Kona is an IIHS 2020 Top Safety Pick. It received five out of five from the NHTSA.

Safest Luxury Compact Suv 2020

Carfax took a look at small SUVs available during 2020, examining ratings from the Insurance Institute for Highway Safety (IIHS) and the National Highway Traffic Safety Administration (NHTSA). These ratings along with the advanced driver-assist features included in the SUVs helped determine which compact and subcompact SUVs made the lists. Buyers looking for small and safe SUVs should consider the 2020 Subaru Forester, 2020 Mazda CX-5, 2020 Mazda CX-3, and 2021 Hyundai Kona.

Safest Compact Suv 2020

Each year, NHTSA crash tests vehicles as part of our 5-Star Safety Ratings program. In addition, we do verification tests on advanced crash avoidance technology systems in vehicles. Here are the lists of vehicle models selected for each test.

MakeModelBody styleBuickEncore GXSUVCadillacCT54 DRCadillacXT5SUVCadillacXT6SUVChevroletMalibu4 DRChrysler3004 DRChryslerPacifica Hybrid PHEVMVDodgeChallenger2 DRDodgeCharger4 DRFordEscapeSUVFordExplorerSUVFordTransit WagonVANFordTransit Wagon - high roofVANGMCAcadiaSUVHyundaiAccent4 DRHyundaiPalisadeSUVHyundaiSonata4 DRHyundaiVenue4 DRJeepGladiatorPU/CCJeepRenegadeSUVJeepWranglerSUVKiaSoulSUVKiaStinger4 DRKiaTellurideSUVMazdaCX-30SUVMazdaMazda34 DRMercedes-BenzSprinter 1500 Passenger Van (12 Pass)VANMercedes-BenzSprinter 2500 Passenger Van (12 Pass)VANMercedes-BenzSprinter 2500 Passenger Van (15 Pass)VANMitsubishiEclipse CrossSUVNissanKicksSUVNissanLEAF (62 KWh Battery)5 HBNissanMaxima4 DRNissanSentra4 DRNissanTitan Crew CabPU/CCNissanVersa4 DRRamRam 1500 Classic Crew CabPU/CCRamRam 2500 Crew CabPU/CCSubaruLegacy4 DRSubaruOutbackSWSubaruWRX4 DRToyotaCorolla4 DRToyotaHighlanderSUVToyotaTacomaPU/ECVolkswagenAtlas Cross SportSUVVolkswagenPassat4 DRVolvoS604 DRVolvoXC40SUVVolvoXC60SUVVolvoXC90 T5 FWDSUV5-Star Safety Ratings Model Year 2020 Vehicle Models Selected for Testing

Best Used Suvs For Seniors

MakeModelBodyAcuraMDXSUVAudiA64 DRAudiQ5SUVCadillacCT5/CT5-V4 DRChryslerPacificaMVFordF-150 Super CabPU/ECHondaCivic Sedan4 DRHondaOdysseyVANHyundaiElantra4 DRHyundaiPalisadeSUVJeepGrand CherokeeSUVKiaNiro HybridSUVKiaOptima4 DRLexusES 3504 DRMazdaCX-30SUVMazdaMazda64 DRNissanAltima4 DRRamRam 1500 Crew CabPU/CCSubaruOutbackSWToyotaCorolla4 DRVolvoS60 T64 DRMODEL YEAR 2020 VEHICLE MODELS SELECTED FOR ADVANCED CRASH AVOIDANCE TECHNOLOGY SYSTEMS VERIFICATION TESTING

Key

PU – Pickup

EC – Extended Cab

CC – Crew Cab

DR – Door

HB – Hatchback

MV – Mini Van

SW – Station Wagon

SUV – Sport Utility Vehicle 

Search Vehicle Safety Ratings

NHTSA's 5-Star Safety Ratings help consumers make smart decisions about safety when purchasing a vehicle.

Recommended Driver Assistance Technologies

Look for vehicles with driver assistance technologies that have met NHTSA performance tests.

[robertkstone]

Car Compare: 2019 Lexus ES 350 vs. TLX, Q50, MKZ, and LaCrosse

The ES is Lexus’ best-selling car, and it’s a best-seller in the shrinking “near lux” sedan segment it helped define. The segment’s original formula was to take a squillion-selling midsize sedan (Toyota Camry, in Lexus’ case), tinsel it up, and slap a swanky badge on it. Infiniti’s I30 was a dolled-up Nissan Maxima; Acura’s Vigor was an extensively revised Honda Accord; Lincoln’s MKZ (née Zephyr) was a costumed Ford Fusion. The world has moved on.

Today Lexus bases the ES on larger Avalon underpinnings and is extending the model’s appeal with both a performance-oriented F Sport variant and a new Ultra Lux package. The Infiniti Q50 has no mainstream Nissan counterpart on our shores. The Acura TLX/Honda Accord relationship remains fairly distant, and the Lincoln MKZ no longer shares any major sheetmetal with the Fusion. We’re also throwing the Buick LaCrosse in for consideration. It primarily targets Toyota’s Avalon, but in its swankiest new Avenir trim, it’s priced and positioned to fight the Lexus.

After spending a week in an Ultra Lux 2019 Lexus ES 350 (an ES 350 F Sport is shown in this story), we’ve rounded up some relevant specifications data, reviewed our notes from earlier drives of the key competitors, and are ready to make a few predictions on how a full comparison of the major players might shake out.

Sizing Up

As all of the original contenders have evolved, the Infiniti and Acura entrants have shrunk. The Q50 measures 6.3 inches shorter in length and 1.6 inches narrower than the ES, which tightens its rear seat and trunk somewhat, but the front seat boasts 2 inches more head- and legroom, so overall space is down just 1.6 cubic feet overall. Similarly, the Acura TLX gives up 4.2 inches in length at a cost of rear legroom and trunk volume while adding front-seat space. The Buick is larger in all exterior dimensions, but the payoff is just a slightly larger front-seat compartment—the trunk and rear seat are slightly smaller than in the Lexus. Lincoln matches Lexus almost to the tenth on overall interior and trunk volume while measuring 2 inches shorter in length and 1.2 inch taller. But Lexus remains the benchmark for space, boasting the biggest trunk (16.7 cubes) and back seat (by a nose at 46.6 cubic feet).

Powertrain Choice

Lexus offers your choice of a 2.5-liter four-cylinder hybrid electric with an e-CVT good for 215 hp or a 302-hp 3.5-liter V-6 mated to a conventional eight-speed automatic. Both powertrains spin the front wheels. Most of the competition now offers a choice of all-wheel drive (usually for no more money than our front-drive ES 350 Ultra Lux), which I rather missed as mid-February snow- and ice-storms bedeviled my week with an ES on all-season rubber. Acura offers a 2.4-liter 206-hp four-cylinder and eight-speed automatic or a 3.5-liter 290-hp V-6 and nine-speed auto, and honest-ta-goodness torque-vectoring all-wheel drive can be had with the V-6. Infiniti sells its older, fixed-compression-ratio 2.0-liter turbo-four (208 hp) and a choice of two twin-turbo V-6s producing 300 or 400 hp. All three engines spin the rear wheels through a seven-speed automatic with all-wheel drive optional on any engine. Lincoln sees Infiniti’s 2.0T and pair of V-6 twin-turbos powering the front or all four wheels through a six-speed automatic and raises with a front-drive hybrid/e-CVT.

The Buick offers an eAssist 2.5-liter mild-hybrid good for 194 hp paired with a six-speed automatic or a 3.6-liter V-6 that sends 310 horses to the front or all four wheels via a nine-speed automatic. So Lincoln wins on breadth of offerings, but if you don’t need all-wheel traction, Lexus remains tough to beat in terms of buttery drivetrain refinement, and its hybrid fuel economy tops the Lincoln’s (44 mpg to 41, EPA combined—the LaCrosse eAssist ranks way lower at 29 mpg).

Performance

Let’s face it, cars in this class are meant to be driven in a stately manner between stately manors. So there’s little shame in Lexus not really contending for pink slips. After testing a mechanically identical Toyota Avalon of nearly the same weight (stay tuned for a instrumented track test of the 2019 ES 350), we found the V-6 needs just over 6.0 seconds to hit 60 mph, about the same as the AWD Acura V-6, a few tenths behind the Buick V-6, and well in arrears of the 400-horse twin-turbo V-6 Lincoln (5.2) and Infiniti (4.5). Thanks possibly to its 148-pound weight advantage, the ES 300h hybrid outruns the MKZ 2.0H, 7.8 to 8.7 seconds (we haven’t tested a LaCrosse eAssist mild-hybrid).

Neither ES is particularly enthusiastic about cornering or braking. Where’s the fire? Endeavor to leave a few minutes earlier, and you won’t need to tear around so. Opting for the ES 350 F Sport variant adds adaptive dampers that minimize body pitch and roll, but don’t expect lap times to drop much. Basically, we find the Ultra Lux approach to be more in keeping with the ES’ natural role as the regal and aloof “adult” in this class, with the Buick a very close second. You surely don’t need us to tell you that Tail of the Dragon runners will find greater joy with one of the twin-turbo V-6 options or even the Acura SH-AWD (or better still, an Alfa Giulia or Genesis G70).

Creature Comforts

When you line up the standard features lists for the top-tier offerings in this class, the equipment is pretty extensive, with most offering supple leather and real wood. Buick and Acura offer few if any additional options on their top-shelf offerings, but Infiniti, Lexus, and Lincoln buyers can further gild their lilies with numerous pricey option packages. We find it slightly obnoxious that Lexus’ Ultra Lux customer has to drop another $1,900 to get the blind-spot monitoring with rear cross-traffic alert, park assist, and a surround-view camera system, considering many of these features come standard on much cheaper cars than the $50,959 of our loaded 2019 ES 350 tester.

We don’t begrudge automakers for charging for top-shelf audio—$3,000 for Mark Levinson at Lexus and $4,000 for Revel Ultima (bundled with a pano roof and LED lamps) at Lincoln. That lets talk radio listeners save the cash. An interesting $950 option on our Lexus—18-inch wheels with sound-absorbing rings inside. It’s nice to see wheel options that add quietness instead of subtracting compliance with thinner sidewalls, and they (along with acoustic front side glass and more) do lend a library-like atmosphere at speed. As for how cosseting and pleasant the cars are to live in, the Buick looks stunning in photos, but the materials let it down. The Acura and Infiniti are more businesslike and purposeful. Lexus delivers great materials marred slightly by a busy design, wood stained so dark it’s unrecognizable as wood, door pulls that are hard to reach if belted in with the door fully open, and that touchpad user interface that none of us has truly bonded with. Lincoln’s multi-contour seats with Active Motion are pretty impressive, its wood looks like wood, and its Sync 3 system is a breeze to live with.

Conclusions

After a week in the Lexus I understand why the ES continues to outsell these four competitors by between 40 and 212 percent (Q50 and LaCrosse), and why its rate of sales decrease year-over-year was less than half what the others suffered from 2017 to 2018. It looks good from all angles except the front, and it goes about its business without any attention-grabbing engine or tire noises, automatically turning on its heated steering wheel and seats, then automatically turning them down about 10 minutes into a journey. It’s a faithful automotive valet—solicitous, never argumentative, seen but not heard. Toss in a strong record for reliability and resale value, and what non–car enthusiast could resist? So in a consumer-focused Big Test focusing on packaging, safety, reliability, refinement, and the like, I boldly predict that Lexus would grab the gold. Second place might be hotly contested by a heavily optioned 300-hp Q50 Luxe AWD and Acura TLX SH-AWD. I see a Lincoln MKZ 3.0 Reserve II AWD finishing a close third and Buick’s LaCrosse Avenir AWD bringing up the rear. Stay tuned to check these predictions against a future test—unless the category shrinks to complete insignificance before we get around to it …

2018 Acura TLX SH-AWD A-Spec 2018 Buick LaCrosse Avenir 2016 Infiniti Q50S 3.0t (Red Sport 400) 2019 Lexus ES 350** 2017 Lincoln MKZ 3.0T AWD (Reserve) BASE PRICE $45,765 $45,790 $48,855 $44,175 $43,735 PRICE AS TESTED $45,765 $47,480 $57,475 $50,959 $59,740 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan Front-engine, FWD, 5-pass, 4-door sedan Front-engine, RWD, 5-pass, 4-door sedan Front-engine, FWD, 5-pass, 4-door sedan Front-engine, AWD, 5-pass, 4-door sedan ENGINE 3.5L/290-hp/267-lb-ft SOHC 24-valve V-6 3.6L/310-hp/268-lb-ft* DOHC 24-valve V-6 3.0L/400-hp/350-lb-ft twin-turbo DOHC 24-valve V-6 3.5L/302-hp/267-lb-ft DOHC 24-valve V-6 3.0L/400-hp/400-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 9-speed automatic 9-speed automatic 7-speed automatic 8-speed automatic 6-speed automatic CURB WEIGHT (F/R DIST) 3,804 lb (60/40%) 3,681 lb (59/41%) 3,872 lb (56/44%) 3,761 lb (60/40%) 4,293 lb (60/40%) WHEELBASE 109.3 in 114.4 in 112.2 in 113.0 in 112.2 in LENGTH x WIDTH x HEIGHT 191.5 x 73.0 x 57.0 in 197.5 x 73.5 x 57.5 in 189.1 x 71.8 x 56.8 in 195.9 x 73.4 x 56.9 in 193.9 x 73.4 x 58.1 in 0-60 MPH 6.0 sec 5.6 sec 4.5 sec 6.1 sec 5.2 sec QUARTER MILE 14.5 sec @ 96.6 mph 14.2 sec @ 99.7 mph 13.0 sec @ 109.2 mph 14.6 sec @ 98.4 mph 13.7 sec @ 102.6 mph BRAKING, 60-0 MPH 118 ft 123 ft 105 ft 122 from PerformanceJunk WP Feed 3 https://ift.tt/2NC14Zy via IFTTT

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Car Compare: 2019 Lexus ES 350 vs. TLX, Q50, MKZ, and LaCrosse

Car Compare: 2019 Lexus ES 350 vs. TLX, Q50, MKZ, and LaCrosse

The Buick offers an eAssist 2.5-liter mild-hybrid good for 194 hp paired with a six-speed automatic or a 3.6-liter V-6 that sends 310 horses to the front or all four wheels via a nine-speed automatic. So Lincoln wins on breadth of offerings, but if you don’t need all-wheel traction, Lexus remains tough to beat in terms of buttery drivetrain refinement, and its hybrid fuel economy tops the…

[jesusvasser]

2019 New and Future Cars: Lexus

Lexus was quite busy going into the 2018 model year, rolling out the all-new LC coupe, a redesigned LS sedan, a three-row version of its popular RX midsize SUV, and a fresh face for the NX compact crossover. 2019 is shaping up to be quieter, but the big news we know of so far are the redesigned 2019 ES sedan and all-new UX subcompact CUV.

2019 Lexus ES 350

The latest generation of the Lexus ES rides on a new, lighter platform and boasts a new multilink rear suspension design. After our first miles in it, we found the updates made for a definite improvement over the old ES, offering sharper handling while still delivering the comfortable, quiet ride the ES is best known for. But silly secondary controls mean it’s nowhere near as user-friendly as past models. A 3.5-liter V-6 with 302 hp and 267 lb-ft mated to an eight-speed automatic is the primary powertrain. Of course there’s a hybrid version, too—the ES 350h with a 2.5-liter four-cylinder engine and an electric motor serving up a combined 215 hp and stellar fuel economy for the segment at 44 mpg combined. Lexus will also offer an F Sport package, which sharpens the design and handling, for the first time in the ES.

Lexus set out to change the ES’ boring-to-drive reputation. Mission accomplished. But now it needs to do something about the overly complex infotainment controls.

On sale: September 2018 Base price: $39,500 (est)

2019 Lexus UX

Call it what you want—subcompact crossover (Lexus preferred), tall wagon, or biggish hatchback—just don’t call the new Lexus UX a rebodied Toyota CH-R. Lexus has worked hard to make the UX stand out, beginning with its new Global Architecture-Compact (GA-C) platform, which Lexus says helps give the UX a lower center of gravity than any vehicle in its class. The UX 200 is the base model, with a 2.0-liter four-cylinder making 168 hp mated to a continuously variable transmission. There’s also the UX 250h featuring the marque’s fourth-gen hybrid-drive system with the 2.0-liter and an electric motor at the rear axle making a combined 176 hp and enabling on-demand all-wheel-drive capability. Tuned-up F Sport versions with the requisite Lexus appearance and suspension package updates will also be available.

On sale: Late 2018 Base price:  $32,000 (est)

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2019 Lexus ES 350 Redesign, Review, Price

New Post has been published on https://latestcarrumors.com/2019-lexus-es-350-redesign-review-price/

2019 Lexus ES 350 Redesign, Review, Price

2019 Lexus ES 350 Redesign, Review, Price – Since 1989, the ES sedan from Lexus continues to be introduced, and yes it indicates it is not a novice. The organization created the 6th generation in 2012 which is entered as 2013 variation. In those days, we could view the much more substantial changes. As a way to deal with the tight competition right now, of course, we anticipate seeing 2019 Lexus ES 350 with all the middle of pattern facelift such as the improvements for beverages as other new cars. In 2015 version, the vehicle got few updates. It would be far more complete if 2019 Lexus ES 350 has far more advancements and beverages, particularly for the bodywork.

2019 Lexus ES 350 Interior and Exterior

2019 Lexus ES 350 Interior

2019 Lexus ES 350 Price

2019 Lexus ES 350 Redesign

2019 Lexus ES 350 Review

You will find far more noticeable changes offered by the business to be able to provide 2019 Lexus ES, particularly for the front side end. Which is the common along with the least difficult point that other car maker also does ever since the changes throughout the entrance will provide no high price of changes however it is efficient to present great impact for its changes? As the new model, this vehicle is introduced with newly designed grille, reshaped front lights, some modifications for the particulars throughout the front-end, newly designed change sign plus fender. It is not something a lot of when we expect to see new colors.

Around the cabin, people are expecting to find out far more alterations for few features close to it. You will see some list of standards and enhancements. The car has greater upholstery supplies with new interior trims. You will have two trims to offer including necessary and created range along with hybrid and conventional models for 2019 Lexus ES 350.

2019 Lexus ES 350 Engine Performance

2019 Lexus ES 350 Engine

We have now big prediction that this organization could keep the existing engine for its performance specifically ES designs. Other versions are feasible to complement new upgrades around the engine. It is pointed out the 2019 Lexus ES 350 is run with V6 engine 3.5 liters to generate 268 horses and 248 lb-toes of torque as being the only motor. It can be paired to the 6-rate auto transmission with entrance-wheel push system. Concerning the fuel economy, it is going using the same EPA rating as the current which implies 21/31/24 miles per gallon city/highway/put together. For a hybrid, the 300h variation has four-tube 2.5 liters paired to motor unit to produce about 200 horses. It is passed on using front side tires using the assist of ECVT-i. It has better fuel economy compared to 350 variant with 40 mpg in the city.

2019 Lexus 350 Release Date & Price

2019 Lexus ES 350 can be done to get supplied with increased price label. Although we have no affirmation yet from your formal about its particular price, we think that this 350 variant could be started using the cost about $39k and for 300h might be about $42k. It ought to be introduced at the secondly 1 / 2 of this coming year. This means that people only have to wait several months ahead of time to understand the truth on this concern.

[jesusvasser]

First Drive: 2019 Lexus ES 350

It was the most thrilling drive I’d had in months. I headed fast into a sharp left-hander, carrying a bit more speed than I felt comfortable with. I braced myself for the onset of understeer, but the car turned in sharply and eagerly. I rolled into the throttle as I straightened the wheel, the transmission instantly grabbed a lower gear, and the car rocketed ahead. I kept my foot in it as long as I dared—a bit longer, perhaps—then jumped on the powerful brakes before diving into the next corner. I’d been told the car was improved, but I had no idea it would be this good.

That was three weeks ago in the Nissan GT-R. My drive of the new 2019 Lexus ES 350 was nowhere near as exciting.

I tell you this only because the Lexus people spent so much of our press preview trying to assure us that the ES had shed its boring-to-drive skin and was now an honest-to-goodness helmsmith’s machine. And for what it’s worth, the 2019 ES 350’ driving dynamics are greatly improved. The new seventh-gen ES, which rides on a mildly modified version of the TNGA (Toyota New Generation Architecture) that underpins the impressive new Camry, takes corners quickly and competently. And if you relax your hands and concentrate, you’ll get some pretty decent feedback from the steering.

On the downside, the steering feels heavy in more relaxed driving. On cars with driver-selectable shock valving, there’s little discernable difference between the modes. Still, compared to the previous ES, which turned into a quivering puddle of understeer, it’s a notable improvement.

But a front-wheel-drive BMW clone it isn’t. And there’s nothing wrong with that—except that Lexus seems to think there is.

Comfort has traditionally been the ES’ strong suit. Years ago, a colleague referred to the ES the Japanese Buick, and he didn’t mean it as an insult. The ES was as cozy as a well-worn couch and as quiet as a New Orleans church during Mardi Gras. Happily, that has not changed: The 2019 ES is just as placid as any ES of yore. Were I writing the ads, I’d call it a road-going oasis in a desert of chaos. (And that’s why I don’t write car ads.)

Unfortunately, there are other places where the ES gets away from tradition—and to its detriment. Like the exterior, the interior is largely modeled after the Lexus LS, for better or worse. On the better side are the materials from which the cabin is built—acres of leather, wood, and, in F-Sport models, patterned metal trim. The attention to detail is exquisite, which is exactly what I expect from the ES.

My problem is with the control layout. The basics are just fine; the digital instrument cluster, with its silver ring circling the single speedo/tach/power display, is lovely, and the steering wheel controls are no more confusing than any other competing luxury car. And we should all take a moment to thank Lexus for fitting a nice old-fasioned P-R-N-D-style shift lever, even on the hybrid ES 300h variant.

But from there it all goes, as the Brits would say, a bit pear shaped.

Let’s start with the touchpad interface for the infotainment system. When Lexus first launched its mouse-like Remote Touch controller, I thought things couldn’t get any worse; the touch pad with which they replaced it has proved me wrong. There is absolutely no way to use it without staring at the screen, which is not where a driver’s eyes should be. And the ES driver’s eyes will be there for a long time, because the menu layout buries common functions in obscure places.

Entering a destination letter-by-letter is excruciating and even if you program the navigation system by voice—your only choice when the car is moving—you still have to use the touchpad to get navigation started. Same when you tell the voice recognition system—“Call Robin” and it asks you to choose from a list of a dozen similarly sounding names. And please, please, for the love of all that is holy, don’t get me started on how wonky the touch-pad gets with Apple CarPlay. (The ES doesn’t support Android Auto, so my fellow green-robot enthusiasts are spared this misery.) The ES now offers voice-activated Alexa connectivity; I tried it and the responses were so slow I resigned myself to the awful touch-pad, suspecting that the car’s warranty would run out before Alexa figured out where the nearest used book store was.

To be fair to Lexus, distracted driving is part-and-parcel of today’s infotainment systems, but there are ways to make them less distracting. Point-at-what-you-want touch-screens are the best and dials make some sense (spin it a little for selections at the top of the list and a lot for those at the bottom). Of all the infotainment controllers I’ve tried—and that’s most of them—Lexus’ touch pad is, in my opinion, the worst.

The saving grace of other Lexus models is the redundant controls, but in the ES these have been ground down to the bare minimum. The climate control system has a line of look-alike buttons that are no easier to distinguish from one another than the touch-screen options. Ditto for the minimalist stereo controls. Funnily enough, seat heating and cooling buttons are done right—someone must have been asleep at the switch.

Bottom line: When I see a Lexus on the road, if I notice the driver’s eyes on the center screen, I give the car a wide berth.

Why am I railing on about this? Well, for one thing, confusing controls and distracted driving are a pet peeve of mine. And for another, such a confusing control layout is anathema to the people the ES attracts—older drivers who need a low-distraction driving environment. Not that older folks can’t deal with technology—my parents’ proficiency with their smartphones has disavowed me of that notion—but as you age, you need to ratchet up your concentration levels when you drive.

Lexus might argue that the ES is supposed to attract younger buyers, but is that realistic? I imagine that younger Lexus intenders would be happier with the smaller, sportier IS—which, though still afflicted with that wretched touchpad, has a much better secondary control layout than the ES. If Lexus wants a bigger car for the younger crowd, then maybe it’s time to show the GS a little love.

Bugger me, I’ve spent so much time bitching about the control layout that I haven’t given you the low-down on the rest of the car. Here’s what you need to know:

The ES 350 is powered by our old familiar friend, the 3.5 liter V-6, actually an updated 2.2GR-FKS version with 302 horsepower and 267 lb-ft of torque (up from 268/248 in the 6th-gen Lexus ES). A new eight-speed automatic transmission adds two gears and a wider ratio spread. Toyota says the new powertrain cuts a half-second from the ES’ 0-60 time, dropping it to 6.6 seconds. Power from the revitalized V-6 engine is impressive, though the new 8-speed transmission is slow to downshift.

For the first time, the ES 350 gets an F-Sport version. It gets jazzier styling and brighter colors inside and out (including an optional snazzy red interior), adaptive shock absorbers, and a fancier gauge cluster. Along with the top-of-the-line Ultra Luxury version, the F-Sport gets a pair of horizontal dampers, one between the forward frame rail and one ahead of the trunk. Confusingly called “performance dampers”—not to be confused with the British word for shock absorbers—Lexus says they allow for better handling without the rougher ride that comes with simply stiffening the structure with steel. It’s a novel idea that makes a nearly imperceptible difference, and given the ES’ buyer base, I have to wonder if that money couldn’t have been better spent elsewhere.

For comparison, a 2.5-liter Atkinson-cycle four-cylinder drives a new and more compact version of Toyota’s power-split hybrid transmission in the ES 300h. Horsepower is up 15 to 215, and the combined fuel economy estimate is up 4 MPG to an impressive 44—a remarkable number for a car this big. The compact battery pack now fits under the seat, so the hybrid has the same 16.7 cubic-foot trunk as the V-6 car. 0-60, if anyone cares, is unchanged at 8.1 seconds.

All in all, I found the 2019 Lexus ES 350 to be something of a disappointment. I applaud Lexus’ move better driving dynamics and I love the changes they have wrought in the IS, LS and RX—just this weekend, I drove a base model RC 300 and was struck by how on-target it was. But when it comes the ES, something has been lost. The improved handling is welcome, but by trying to be more like its sportier siblings, the ES has given up its base appeal—that of a nice, low-impact, easy-to-live-with luxury car. Lexus has succumbed to the mistaken idea that every luxury car has to be a Bimmer-beater, and that’s too bad. Had they kept the ES on-message, I might have enjoyed it as much as that GT-R.

2019 Lexus ES 350 Specifications

ON SALE September 2018 PRICE $40,000 (base) ENGINE 3.5L DOHC 24-valve V-6/302 hp @ 6,600 rpm, 267 lb-ft @ 4,700 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 5-passenger, front-engine, FWD sedan EPA MILEAGE 22/31-33 mpg (city/hwy) L x W x H 195.9 x 73.4 x 56.9 in WHEELBASE 113.0 in WEIGHT 3,649 lb 0-60 MPH 6.6 sec TOP SPEED N/A

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[robertkstone]

2018 Buick LaCrosse Avenir First Test: Quietly Cruising

Buick is a brand that straddles the line between luxury and mainstream in North America but aspires to move higher up the ladder. Last year, the brand launched its Avenir line, a luxury-oriented trim with its own unique interiors and exterior design cues. The Enclave was the first to feature an Avenir variant and for 2018, Buick has added the LaCrosse Avenir, but should you consider it over a Kia Cadenza and Toyota Avalon, or even the Lexus ES? We’ve gotten hold of a front-drive LaCrosse Avenir to answer that question.

At the track, the 2018 LaCrosse Avenir hit 60 mph in 5.6 seconds and finished the quarter mile in 14.2 seconds at 99.7 mph. Road test editor Chris Walton was impressed with the car’s quick acceleration, lack of torque steer, and the nine-speed automatic’s quick shifts and well-spaced ratios. Stopping from 60 mph took 123 feet; however, Walton noted that the brakes had good fade resistance but the tires screeched and there was kick-back and vibration coming from the pedal.

The 2018 LaCrosse Avenir finished the figure eight in 26.4 seconds with an average of 0.68g and produced 0.84g of lateral acceleration. Testing director and figure eight guru Kim Reynolds noted that the car’s suspension was on the soft side but well-damped. He also noted that the LaCrosse understeered too much when pushed and felt that the power was like an on/off switch, especially through corners.

As we’ve learned from track testing, the 2018 Buick LaCrosse Avenir is a highway cruiser, not a sports sedan. It rides comfortably and absorbs road imperfections well so the driver and passengers are isolated from the outside world. Throw the car around on a winding road and you’ll find that it’s completely out of its element as it plows through corners and gives you a lot of understeer. Further cementing the LaCrosse’s status as a highway cruiser is its steering, which is light and not very communicative.

Torque steer is mitigated thanks to GM’s HiPer Strut front suspension, which also keeps the cabin isolated from the road. Things get floaty over bumps but it never gets to the point where you feel like you’re bouncing from one cloud to another. Active dampers are available via the Dynamic Drive package that also adds 20-inch alloy wheels and a Sport mode. That should minimize the floatiness but the larger wheels could potentially hurt the LaCrosse’s ride quality.

GM’s 3.6-liter V-6 produces 310 hp and 268 lb-ft of torque in the 2018 LaCrosse and is more than enough for passing slower traffic and climbing up grades. The nine-speed automatic is a peach; it shifts smoothly and willingly drops a gear or three when needed. You can shift manually but it’s best to leave it to its own devices because the paddles are slow to respond. Our friends at EQUA Real MPG were able to put the 2018 LaCrosse Avenir through its fuel economy testing regiment where it yielded 19.5/31.8 mpg, which is 1.5 mpg less than the EPA’s city rating but 1.8 mpg higher than the EPA highway rating.

Despite it being a luxury-oriented large sedan, the 2018 Buick LaCrosse Avenir’s ride is barely an improvement over some mainstream large sedans. The Kia Cadenza’s ride is almost as plush but is less floaty and the XLE and Limited trims of the 2019 Toyota Avalon is about on par with if not better than the Buick’s. Where LaCrosse sets itself apart is in quietness. Road, powertrain, and wind noise are minimal, making the car feel like a bank vault with wheels on smooth roads.

Build quality is good but there’s room for improvement, especially considering that the 2018 LaCrosse Avenir is aimed at enticing buyers away from established luxury brands. Plastics used throughout the cabin are consistent, armrests are padded, and everything within touching distance feels nice. However, the quality isn’t up to same standard as vehicles from established luxury marques and even certain mainstream brands’ luxury-oriented offerings. Avenir models get a glossy, golden-tinted wood trim that makes the interior look more upscale; however, certain pieces like the one above the air vent to the left of the driver wasn’t aligned properly and you can see through the gap.

As a big sedan, the LaCrosse Avenir is great a carrying people around. Rear seat accommodations are spacious for three even on a long drive thanks to abundant head- and legroom. The 15-cubic-foot trunk is shaped for maximum usability and it’s expandable via the standard 60/40 split-folding rear seats. Front seats have plenty of adjustability for both passenger and driver but don’t have much side bolstering and thigh support. Avenir models come standard with heated, ventilated, and massaging front seats that are sure to keep you pampered when you’re on the road. Visibility is good except out of the rear window, which is narrow and can make maneuvering into a tight parking spot tricky.

The infotainment system on the 2018 LaCrosse Avenir is user-friendly and doesn’t have a significant learning curb thanks to the responsive 8.0-inch touchscreen. Navigation is standard on the Avenir trim but the graphics could use an update. Voice commands are intuitive and don’t require super specific phrases. Android Auto and Apple CarPlay are integrated well so you can have Google Maps or Siri take over all multimedia functions. Climate controls remain mostly hard buttons but certain functions like air circulation and direction are only accessible via the touchscreen. An 11-speaker Bose audio system is standard on the 2018 LaCrosse Avenir and it sounds crisp and clear; however, it’s not as refined as Harman audio systems found in some of its competitors including the Lexus ES, Toyota Avalon and Kia Cadenza.

The LaCrosse Avenir is distinguished from the standard car with its generous swath of chrome exterior accents and a unique grille with a mesh pattern and wings extending from the tri-shield badge. It has special wheel designs with a Pearl Nickel finish on the standard 19-inch alloy wheels or optional Midnight Silver-finished 20-inch alloy wheels. Inside, there’s optional Chestnut brown and black two-tone leather upholstery, contrast stitching, and metal sill plates with Avenir script on it. The Avenir trim builds on the Premium grade with additional features like a large sunroof, rear cross-traffic alert, and blind spot warning system. Our tester came with the Driver Confidence package #2, which adds automatic emergency braking, pedestrian detection, adaptive cruise control, and automatic parking assist.

At $47,480, our tester isn’t that much more than a loaded mainstream full-size sedan and priced closely to a Lexus ES 350 with similar equipment. The 2018 Buick LaCrosse Avenir distinguishes itself with its user-friendly multimedia system, quiet cabin, spacious seating and a powerful yet refined V-6 engine. It cruises effortlessly on the highway and keeps occupants isolated from the world around them. Sadly, the lack of attention to detail in the interior means it falls short of being a full-fledged luxury car and it doesn’t have the level of refinement expected of one.

2018 Buick LaCrosse Avenir BASE PRICE $45,790 PRICE AS TESTED $47,480 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan ENGINE 3.6L/310-hp/268-lb-ft* DOHC 24-valve V-6 TRANSMISSION 9-speed automatic CURB WEIGHT (F/R DIST) 3,681 lb (59/41%) WHEELBASE 114.4 in LENGTH x WIDTH x HEIGHT 197.5 x 73.5 x 57.5 in 0-60 MPH 5.6 sec QUARTER MILE 14.2 sec @ 99.7 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 26.4 sec @ 0.68 g (avg) REAL MPG, CITY/HWY/COMB 19.5/31.8/23.6 mpg EPA CITY/HWY/COMB FUEL ECON 21/30/24 mpg ENERGY CONS, CITY/HWY 160/112 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.80 lb/mile *SAE certified

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