2026 Lexus ES 500e AWD Review: Electric ES Keeps the ES Genes Going

• The electric ES remains unmistakably Lexus, delivering comfort, efficiency, space and genuinely effortless electric performance.

• The narrow pricing structure makes abandoning petrol very easy.

• It is neither exciting nor particularly dynamic but remains an exceptionally wise luxury-car purchase overall.

The Lexus ES has undergone a major transformation in its eighth generation. If we go back 35 years, the original was essentially a more elegant, rebadged Toyota Camry with some leather and a larger double-din radio. Simple strategy, and it worked. The legendary first-generation LS sold alongside it helped get the ES out the door early on.

From generations one through seven, it kept evolving along those lines. It gained hybrid efficiency, and Lexus added plenty of equipment. Along the way, they made some questionable styling decisions, though most buyers never thought twice about picking up a new ES. The midsize luxury has always been, from the outset, what I like to call the thinking person’s luxury sedan.

It is unassuming, reliable, efficient and comfortable no matter what you put it through. For this new generation, Lexus has electrified the entire formula. The entry-level ES 350h comes standard with all-wheel drive, while the ES 350e and ES 500e are fully electric.

Surprisingly Close Pricing

What fascinates me is how little separates the three versions financially. This leads me to believe that Lexus, at least in Canada, wants to see how many fully electric ES models it can squeeze out of potential buyers. Full disclosure: the car I tested is a 2026 model. However, Lexus announced 2027 pricing only days before my drive, and nothing has really changed.

The ES 350h starts at approximately $63,000 with fees. If you want to quit petrol altogether, the front-wheel-drive ES 350e is about $66,000. That is only $3,000 more. Given the unpredictable, high price of a litre of petrol, the difference could pay for itself relatively quickly.

The ES 500e AWD tested here starts at roughly $69,000. Therefore, only around $6,000 separates the entry-level AWD hybrid from the more powerful dual-motor AWD electric model.

At that price, the 500e includes a 14-inch touchscreen, a 12.3-inch digital instrument cluster, heated and cooled power front seats, a heated steering wheel, a power-adjustable steering column, a moonroof and 19-inch wheels.

My tester has the Luxury Package, which adds soft-close doors, a head-up display, semi-aniline leather, bamboo trim, and several additional driver-assistance features. The total is about $78,500, which, given the current state of affairs, really isn’t that crazy.

A Very Large Midsize Sedan

The exterior contains several design elements inspired by the Lexus LF-ZC concept. They include the sharp black crease that runs through the doors, which is perhaps excessive but somehow works on the car.

What struck me most was the size of the front and rear overhangs. Compare this with a Tesla Model 3, Mercedes-Benz CLA, BMW i4 or Audi A6 e-tron, and the ES looks to also be inspired by sedans of old – I love this detail. Most newer electric sedans have very little rear overhang and short noses. This has plenty of both. And yes, this is a very, very long midsize luxury sedan. At 5.14 metres long, it is about the same length as my Kia EV9, a three-row SUV.

The wheelbase measures just shy of three metres, so the interior is equally enormous. Rear legroom is excellent, headroom is good and getting in or out is easy. The trunk provides a limited but well-exploited 377 litres of cargo room. It is deep, the opening is wide, and there should be enough space for at least two golf bags.

A Gorgeous Interior

My tester’s Palomino leather and bamboo trim combination is fabulously premium and good-looking. The wood is especially attractive in the sunlight, and it feels just as pleasant to the touch. In fact, nearly every surface inside this ES is beautifully finished and put together.

The seats are extremely comfortable, with excellent bolstering and 10-way power adjustment through the Luxury Package. Visibility is extraordinary, helped by remarkably thin A-pillars.

The steering-wheel and available HVAC controls also surprised me. Yes, they are haptic, but they are among the best I have used. They operate almost like proper hard buttons hidden beneath a soft surface, with enough feedback that you know when you have pressed something. They are also well indicated and remain easy to use even when in direct sunlight.

The dual wireless charging-pad layout is brilliantly incorporated into the lower console, unlike most electric Toyotas. The dual-access centre console provides plenty of storage, and the tiny electronic gear selector does its job. Like some other electric Toyota products, however, the powertrain can be slow to respond when selecting “D” or “R”. You occasionally need to wait for the car to decide that it is ready.

Still a Lexus ES

The beauty of the electric ES is that it maintains a clear connection with the model’s history. The ride quality is lovely, the cabin is quiet, and the multilink rear suspension provides decent handling without compromising comfort.

Some road noise creeps into the cabin because no petrol engine is present to mask what is happening beneath, but refinement remains one of this car’s strengths. I also appreciate that this version rides on 19-inch wheels rather than the 21-inch setup included with the Luxury Plus Package.

Every electric ES uses a 74.7-kWh battery. The 500e adds a second motor for all-wheel drive and produces a combined 338 hp. The front motor generates 198 lb-ft of torque, while the rear motor contributes 125 lb-ft. These are the same figures you’ll get in an AWD Toyota C-HR…

The ES 500e weighs just under 5,000 lbs, so it is certainly not light. Even so, if you are stepping out of a petrol or hybrid ES—or most conventional luxury sedans—it is going to seem like a rocket.

Range is estimated at 444 km. Following a full charge, my car displayed 441 km, which is very reassuring, though fall driving conditions are typically ideal. I was averaging less than 18 kWh/100 km, an impressive result considering the ES 500e’s size and weight.

DC fast charging peaks at 150 kW, allowing the battery to go from 10 to 80% in approximately 28 minutes. That is nowhere near what the quickest electric models from Mercedes-Benz, Audi or BMW can deliver, but it remains entirely tolerable.

What to Watch For

The charging-port door appeared flimsy, and winter will determine how well it tolerates ice and snow build-up. The electronic exterior door releases add complexity, although mechanical backups are provided.

The 150-kW charging limit already trails several competitors and could become more noticeable over time. As an all-new electric ES, long-term battery durability and repair costs remain unknown.

Never a Bad Choice

Ultimately, this is still a Lexus ES through and through. The extra electric torque makes it slightly more amusing, but this is not the most exciting, dynamic or highest-performing electric luxury sedan you can buy.

What it does is deliver on the traditional ES promise of refinement, luxury and comfort. It might not be my first choice because I still very much enjoy driving and performance. But for a normal person of a certain age (like mine) looking for a quiet, cosseting and beautifully assembled luxury sedan, the ES 500e makes plenty of sense.

Model	2026 Lexus ES 500e	BMW i4 M60 xDrive	Tesla Model 3
Base Price w/fees before rebates	$68,900	$82,900	$52,650
Price as tested	$78,500
Horsepower	338	593	443
Torque (lb-ft)	198 + 125	586	475
0 to 100 km/h (sec)	5.5	3.7	4.4
Range (NR Can) (km)	444	447	570
Battery size (kWh)	74.7	83.8	84
Max. Charging speed (kW)	150	205	250
Weight (lbs/kg)	4,850 / 2,200	5,000 / 2,272	4,080 / 1,851
Native Charge Port Type	NACS	J1772 / CCS1	NACS
Cargo volume (L)	377	470	594