Preview: 2026 Lexus ES Hybrid Grows, Gains Tech and Modern Vibe

Whenever we’ve had a Lexus ES in our test vehicle fleet, it’s usually signed out by employees who plan to drive long distances. That’s not surprising, because the ES has historically been one of the most comfortable places to spend a road trip. Although it could never be considered sporty, its cushiness never came at the expense of responsiveness, unlike land yachts of yore.

While the previous ES was a fancier version of the now-defunct Toyota Avalon, the latest ES hybrid faces internal competition from the Toyota Crown, which is also hybrid-only. We’re not surprised that Lexus is trying to differentiate the ES by adding additional luxury features, and we’re also not surprised that the price jumped significantly: The base-model 2025 ES300h started at $43,450, while a base-model ES350h starts at $49,005.

No matter what, the hybrid version of the ES sits in a class by itself among luxury sedans, as its only competitors are either gas-only, electric-only, or plug-in hybrids.

The ES rides on a unique version of Toyota’s TNGA GA-K platform, the basic design and shared set of components that also underpins the current Toyota Camry. The major difference is that the ES is longer than any Toyota sedan. It’s longer, wider, and taller than the previous ES, too. 

As with so many luxury cars, the ES lost its chrome trim and low-slung look in favor of a more modern, Tesla-like appearance. There’s a distinctive character line across the side and tail lights that wrap around the rear of the vehicle.

The latest ES has a minimalist dashboard and infotainment setup that marks a departure for the Lexus brand. (The upcoming 2027 Lexus NX SUV gets the same new look.) There’s a new bamboo-inspired 3D-printed trim, along with real suede options, and the window frames are lower than the outgoing vehicle’s for better visibility and an airier feel. The seating position has been raised a bit, which addresses some of the issues we had with feeling like we were “falling into” the driver’s seat of the current ES model.

On the EV we tested, the front seats were all-day comfortable for a long drive. They’re well-padded but still have enough bolstering that you don’t sink into them.

The ES gets the latest version of Toyota’s infotainment system, which responds well, has a home screen to get you out of a menu maze, and features large icons and graphics that are easy to see and use while driving. The climate-control buttons are flush with the control panel; we wish they were distinguishable by touch. Even though they look like they’re part of a touchscreen, there’s a real button underneath each one that registers a click when you press it.

There are no longer any gas-only engine choices. However, the TGNA GA-K platform can fit both hybrid and all-electric powertrains, so the ES 350h gets a 2.5-liter four-cylinder hybrid, an electronic continuously variable transmission (eCVT), and a choice of front- or all-wheel drive. The fully electric ES350e is front-wheel drive and has a single electric motor, while the ES500e is all-wheel drive thanks to dual electric motors. The ES also gets a new multilink rear suspension, promising a smoother ride and better vehicle control.

The ES is the first model that comes with the latest Lexus Safety System+ 4.0 suite of advanced driver assistance systems (ADAS) and active safety features. On the ES EV we’ve driven, adaptive cruise control (ACC) worked well enough on a short highway drive and did a good job modulating a smooth crawl while keeping enough distance from the car ahead. With lane centering assistance (LCA) activated, the car seemed to sway slightly in its lane. The ES can now automatically make lane changes with a quick half-press of the turn signal stalk.