The Lexus ES is completely redesigned for the 2026 model year, introducing an entirely new powertrain lineup. The Lexus ES 350h hybrid is the only gas-powered option, while two new all-electric models make a debut: the ES 350e and the ES 500e. Shockingly, the battery-powered 350e costs less than the hybrid-powered 350h, which goes a long way toward making this extra spacious, well equipped electric vehicle (EV) a very compelling value.
Photo: James Riswick
Besides the new electric option, the 2026 ES is much larger than the previous model, providing more space and contributing to its radical new look. The interior also receives a major makeover, stripping it of most physical controls and adopting a look closely resembling a Tesla. An all-new infotainment system debuts as well, along with the latest generation of Lexus safety tech.
The 2026 ES lineup includes the ES 350h hybrid, which is reviewed separately, and two electric models: the single-motor, front-wheel-drive (FWD) ES 350e and the dual-motor, all-wheel-drive (AWD) ES 500e. Each 2026 ES model is available in two trim levels. The base price range is about $49,000 to just over $60,000, including the destination charge.
For this 2026 ES review, I primarily drove an ES 500e with the Premium trim and two options: premium paint and 21-inch wheels. The test vehicle’s manufacturer suggested retail price (MSRP) was $54,610, including the $1,295 destination charge. The price does not reflect any current rebates, incentives, or price adjustments since Lexus manufactured the test vehicle in Japan. in Japan.
I also had the opportunity to drive an ES 350e Premium with premium paint and the Convenience package (driver monitoring system, front cross-traffic warning, and rear automatic braking). Its MSRP was $50,515.
Photo: James Riswick
The 2026 Lexus ES is much bigger than the luxury sedan it replaces: it is 6.5 inches longer, 2.2 inches wider, and 4.5 inches taller. By expanding in all directions, it does not look as big as the numbers suggest until you park it next to another sedan. That includes other, larger luxury electric sedans like the Audi A6 E-tron, BMW i5, and Lucid Air, all of which are shorter in length and height. The ES utterly dwarfs the Tesla Model 3.
It is a similar situation inside, where the ES offers substantially more legroom than any of the above. Lexus also raised the seats from one ES generation to the next, resulting in excellent back-seat leg support and easy ingress/egress. Indeed, if sore joints are making you consider an SUV, the new ES may be high enough to keep you in a car.
The interior’s design and functionality are a mixed bag compared with other electric luxury sedans. Lexus removed most physical controls, and the look is quite plain, especially in all black. There is a strip of multicolor ambient lighting on the passenger side of the dashboard, but it is not visible during the day, and there is little else in the way of special trim or other adornment. Even my ES 350e’s two-tone color scheme was not enough to make the interior feel or look that special.
Materials quality, fit and finish are also just OK. It is an upgrade over a Model 3 and other non-luxury EVs. Still, the competitors mentioned above justify their higher prices, at least in part, with richer materials and more obviously luxurious cabins.
In terms of functionality, the new ES is a step backward for Lexus interiors, but it is still a step forward compared with other, similarly touchscreen-reliant EV sedans. Most of the climate controls are on the touchscreen (I am never a fan of that), including the heated and ventilated seats. The touch-sensitive icons in a trim panel below the screen for temperature adjustment and defrost are not much easier to press without looking than a touchscreen is.
Interior storage is much better. The standard wireless smartphone charging pad sits next to a grippy, similarly sized space for a second phone, with USB-C ports just above. The cupholders accommodated my extra-large water bottle, and the bin under the armrest features a lid that can open toward the driver or passenger. The fold-down rear center armrest also includes a device holder, though it replaces the cupholders.
Trunk space is OK by typical luxury sedan standards at 13.3 cubic feet, but its electric competitors have front trunks or hatchback cargo areas that offer more space and versatility.
Photo: James Riswick
The ES debuts a new Lexus Interface infotainment system featuring a 14-inch touchscreen. Also included is a digital instrument panel officially listed at 12.3 inches, but it is an unusual, six-sided shape surrounded by an expanse of simulated suede trim. It looks unfinished. Standard features include:
The Luxury trim adds a 17-speaker Mark Levinson sound system and digital key capability, letting you use your smartphone as the key.
This new system is a tidy evolution of Lexus’ current, user friendly system, with noteworthy upgrades and fixes, including the new Home screen and Home button, which address a glaring omission. At first glance, however, this system may seem a bit simple compared to the giant, multi-screen extravaganzas inside other electric luxury sedans. Take a look at the entire dashboard of the similarly priced Mercedes-Benz CLA Electric, which is basically just screens.
Yet, what it lacks in wow factor, it makes up for with ease of use. Some of those flashier infotainment systems can leave you scratching your head even after days of use. Or worse, they can still make you want to smack the screen with a hammer when trying to accomplish basic tasks after years of ownership. Integrated climate controls aside, I found the new Lexus system free from such frustrations.
Photo: James Riswick
The ES 350e has a single motor powering the front wheels, producing 221 horsepower. Lexus says it will go from zero to 60 mph in 7.4 seconds. According to the Environmental Protection Agency (EPA), its estimated range is 307 miles with 19-inch wheels and 292 miles with 21-inch wheels.
The ES 500e adds a motor to power the rear axle, resulting in AWD and a total output of 338 hp. The zero-to-60-mph time falls to 5.1 seconds, but so does the range: 276 miles with 19-inch wheels and 272 miles with 21-inch wheels. I got 4.1 miles per kilowatt-hour (kWh) during my drive in the ES 500e, which beats its estimate of 3.3 miles per kWh. I therefore would have exceeded the range estimate.
The maximum DC fast-charging speed is only 150 kilowatts, but the Tesla-style NACS charge port on the right front fender makes it easier to use a Tesla Supercharger. Lexus says the 74.7-kWh battery can be recharged from 10 to 80 percent in 28 minutes. A CCS adapter for both AC and DC charging is also included, which I would certainly appreciate, as I have a CCS charger at home.
With only 221 hp and FWD, the ES 350e is an outlier among electric luxury sedans. The base versions of the Audi A6 E-tron, BMW i5, and Mercedes-Benz EQE are rear-wheel drive, and all exceed 300 hp.
Not surprisingly, the ES 350e does not feel as quick as those. I would not say it feels slow, however, and there is no torque steer, unlike other FWD EVs I have driven that tug the wheel when accelerating from a stop or around corners. That said, for a relatively modest $3,000 premium, the ES 500e provides far stronger performance and AWD. I would also expect it to surpass the performance of the above-mentioned competitors.
For most drivers, I would also say the 500e should offer comfort and refinement comparable to those pricier electric luxury sedans. It may not be as engaging to drive, especially compared to the BMW, but the handling is composed and the steering is precise. Body motions are also well controlled. It is not a sport sedan, but I do not think anyone expects it to be. It is pleasant and almost vice-free.
Why “almost?” Well, that is because there is no one-pedal drive mode, and the strongest regenerative braking, the amount of slowing that occurs when the driver lifts off the accelerator, is considerably less than I have experienced in other EVs. Some have multiple settings that are stronger than the ES’s, and the ES’s also requires you to pull a wheel paddle every time you get in the car to engage its weak-sauce max regen.
If you are new to EVs, this probably will not seem like a big deal. If, however, you have grown accustomed to one-pedal driving in an EV, especially in traffic, I could see this knocking the ES off your shopping list.
Photo: James Riswick
The 2026 ES comes standard with the latest generation of Lexus advanced driver assistance systems (ADAS). Dubbed the Lexus Safety System+ 4.0 (LSS+ 4.0), it includes more features than some other luxury sedans, though its optional traffic jam assist function offers only minimal hands-free functionality. Included features are:
Also included, though not technically part of LSS+ 4.0:
Optional on the Premium trim and standard on the Premium+ are:
For the most part, these systems perform at an average level for the luxury segment. The lane keeping assistance seemed smart and was unobtrusive. At the same time, the adaptive cruise control and accompanying lane centering assistance performed a natural-enough job of braking, accelerating, and keeping the car between the lane lines.
The available driver monitoring system was infuriating, however, producing false alarms and having a hair-trigger threshold that tells you to look at the road ahead. I turned it off, and I never do that in other non-Lexus cars.
According to the JD Power 2025 Automotive Performance, Execution and Layout (APEAL) Study, the Lexus ES ranks highest in the Midsize Premium Car segment.
Other 2026 ES Electric competitors include the Audi A6 E-tron, BMW i5, Genesis Electrified G80, and Mercedes-Benz EQE Sedan.
According to verified owners, the ES earns an award as the highest-ranked model in its segment in the 2025 APEAL Study.
While its mediocre interior and relatively slow DC fast charging suggest it should cost less than other electric luxury sedans, I am not sure it should be that much less. We are talking many thousands of dollars, even for the 500e, and the ES also boasts a much larger cabin. Further, the ES 350e costs less than its hybrid sibling. All told, I think both the 350e and 500e are great value choices.
James Riswick has been testing and reviewing cars since 2007, serving as an editor at Edmunds and Autoblog. In addition to jdpower.com, he has also contributed to Autotrader, Autoguide Magazine, Auto Express, Capital One Auto Navigator, Car and Driver, and Hagerty. He resides in Southern California and owns a 1998 BMW Z3, a 2013 Mercedes-Benz E350 Wagon, and a 2025 Cadillac Optiq.
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