2026 Lexus ES EV First Drive: A Luxury EV That Makes More Sense Than You’d Think

The Lexus ES has always been one of the brand’s most pragmatic luxury cars, but the 2026 model is arriving at a strange and important moment. With the flagship LS discontinued, the ES is one of just two Lexus sedans left in the U.S., and as a result, the new-generation car is being asked to carry more weight.

It also sees a major shift in its motivational direction. The ES lineup is moving from gas and hybrid powertrains to hybrid and EV only, with both variants using what Lexus is calling its first ever multi-pathway platform and the all-electric models launching first. Although Lexus is hardly a trailblazer in the electric luxury sedan arena, the the 2026 Lexus ES EV is a meaningful step forward for a brand that has long been more comfortable with hybrids than battery-driven electrics.

Taking that step means the quickest and most powerful ES is now electric, all as the brand’s long-running midsize luxury sedan assumes its all-important new role. Yes, it’s still as comfortable and sensible as before, but it’s also quieter, smoother, and more premium in a way the old ES never quite managed.

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Longer, Wider, Taller

The new ES is big. Compared with the previous-generation model, it grows by a full 6.5 inches in length, 2.2 inches in width, and 4.5 inches in height, with a 3.1-inch-longer wheelbase. That puts it closer in size to the likes of BMW’s all-electric i5, though the added height lends it an unusually tall, almost crossover-like profile for a midsize luxury sedan. But despite the fastback-like roofline and raked rear glass, the ES EV still has a conventional trunk, not a hatch.

Its larger exterior size doesn’t automatically translate to more interior space, though. Front headroom and rear legroom improve by 0.8 inch and 1.5 inches, respectively, and as before, the second row feels generous. But rear headroom is unchanged over the outgoing car, while front legroom and trunk space decrease slightly. The losses are modest—front legroom drops by just 0.5 inch, and cargo capacity falls by about 0.6 cubic foot—but they’re reminders that the ES EV’s greatly enhanced dimensions are as much or more about hiding a big battery than they are about improving packaging and outright room.

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Telling the EV From the Hybrid

Spotting the all-electric ES, which is available in the single-motor ES350e or more powerful ES500e dual-motor model, requires a close look, but there are a few giveaways. Both the ES EV and ES hybrid come standard with the same 19-inch wheels with aero covers, though the EVs can be optioned with larger 21-inch wheels.

The cleaner nose is another clue: All-electric ES models do without the ES350h’s front upper air intake. The easiest tell, though, is the charge port. On the ES EV, the power-operated charge door sits on the front passenger-side fender; on the hybrid, the fuel door is on the driver’s side behind the rear door.

Is the New ES EV Fun to Drive?

The new EV versions do a lot to fix one of our long-running complaints about the ES: lack of refinement. Previous ES powertrains were never especially polished, often making more noise and vibration than expected without delivering particularly memorable acceleration. For the 2026 lineup, the electric models present as the more premium choice, with smoother power delivery and far quieter propulsion than the hybrid.

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That said, the ES EV remains a more relaxed luxury sedan than sport sedan at its core. Power comes on smoothly and gradually in the front-drive ES350e, which feels adequate despite its modest output of 221 horsepower and 198 lb-ft of torque. We found, however, that it does have enough low-end torque to briefly spin its front wheels without the steering wheel tugging around. The more powerful ES500e AWD is noticeably brisker off the line thanks to its 338 total system horsepower, with Lexus estimating a 5.1-second run to 60 mph. Both models draw their power from the same 74.7-kWh lithium-ion battery pack.

With the electrified powertrain nearly silent in its operation, pavement-pounding tire noise becomes easier to notice, though it fades into the background once the audio system is turned up. The ES EV also feels better settled in its manners than the hybrid, despite its extra weight. EVs are heavy by nature, and the ES500e approaches 2.5 tons in its top trim, but with that mass carried low in the chassis, the electric models are a bit more composed through tight corners than their hybrid counterparts.

To reiterate, this is a comfort-first luxury sedan, not a sport sedan. The ride is more cosseting and insulated than engaging, and although the steering is accurate, it doesn’t communicate much through the wheel. Braking feels strong in normal driving, but given the ES EV’s weight, we’ll be curious to see how much distance it needs to stop in testing.

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Fewer Buttons, Bigger Screens

Inside, the ES EV takes the same tech-forward approach as the hybrid, and it represents a much bigger break from the outgoing ES. The old dashboard’s rows of physical buttons are gone, replaced by a cleaner, more minimalist layout that gives the cabin an almost Tesla-like simplicity. A single row of soft-touch controls now sits below the touchscreen, and the steering-wheel switches have been simplified and consolidated, including a left-thumb-controlled toggle that handles both volume and track skipping.

The center console gets a tiny toggle-style shifter, similar in spirit to Audi’s latest designs, and Luxury trims can be equipped with dual wireless phone chargers (one is standard on all models). More important, the old 8.0-inch base touchscreen is gone. Every ES now gets Lexus’ latest interface with a 14.0-inch touchscreen and a 12.3-inch digital driver display. The graphics are large and crisp, responses are quick, and the system is easy to customize, though some functions—such as drive mode selection—now live in the infotainment screen rather than on dedicated physical controls.

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Lexus Levels of Luxury

Although the new ES EV marks new territory for Lexus in many ways, the cabin still leans on the car’s familiar strengths: comfortable seats, solid build quality, and materials that feel appropriately premium. Standard equipment includes NuLuxe synthetic leather-trimmed upholstery, heated and ventilated power front seats, and the Lexus Memory System, which stores settings for the driver’s seat, outside mirrors, and steering wheel. Ambient lighting adds some visual drama, with effects integrated into areas such as the door panels and speakers.

Audio choices include a 10-speaker Lexus Premium Audio system or an available 17-speaker Mark Levinson surround sound setup. Lexus also offers soft-close doors, while the ES350e Luxury grade can be equipped with a Rear Seat Executive package that brings power-adjustable, heated and ventilated rear seats, a passenger-side rear ottoman, rear-seat massagers, and a third climate zone.

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Convincingly Premium, With Some Charging Caveats

What Lexus didn’t do with the ES EV is suddenly turn its midsize sedan into a sport sedan, and that’s fine. As before, some competitors will be quicker, sharper, and more entertaining to drive while still delivering plenty of comfort. The difference this time is that the electric ES feels more refined and more convincingly premium than the hybrid, which makes it easier to understand as the top of the lineup rather than just another powertrain choice.

Range (307 miles max for the 350e with the 19-inch wheels) and charging (Lexus estimates 10 to 80 percent charge in 28 minutes with a pedestrian max charging speed of 150 kilowatts) may keep it from being the most compelling EV in the segment, especially if shoppers compare it with purpose-built luxury electrics instead of traditional sedans. It does employ a NACS charging port, though, which unlocks access to the Tesla Supercharger network.

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But price could be the ES EV’s greatest strength: The front-drive ES350e starts at $48,895, undercutting the $50,995 ES350h hybrid, while the more powerful AWD ES500e starts at $51,095. That makes the electric ES surprisingly easy to justify, especially if its quieter propulsion, lower operating costs, and a more upscale and relaxed driving feel matter more than overall range.

Lexus says it’s targeting the Mercedes-Benz E-Class; it’s certainly not the match of the Benz from a pure driver’s car perspective. But as a comfortable, well-equipped, value-conscious luxury sedan that happens to be electric, it makes more sense than expected. We look forward to testing them.