Recently, I drove my family's XZ10 a lot because she needs oil, spark plug, and transmission services. I find her to be an excellent cruiser, so allow me to share some thoughts. In summary, the ES350 F Sport is a quiet and reliable family car. The only two things that bother me are not having a manual transmission and the artificially heavy electric steering wheel.

Engine

The 3.5 liter, DOHC, naturally aspirated Toyota 2GR-FKS is a pleasantly torquey and linear engine. It frugally uses 87-octane gasoline, and yet delivers an effortless acceleration experience (like Matt Farah vouched for[1]), which is essential for a luxury sedan. To explain this in specifics, in the Evo X, I upshift at 3,300 RPM in slow traffic and at 4,000 RPM at green lights; in the ES350 F sport, I upshift at 2,200 RPM in slow traffic and at 4,000 RPM at green lights. While they have similar mid-range and top-end horsepower, at the low-end, the N/A V6 is that much torquier.

The ES350 F sport's 2GR-FKS comes with a uniquely Lexus tune. The Lexus tune is pleasing, responsive, and has properly advanced ignition timing to deliver power. I like it better than the fuel-economy-focused Toyota tune for V6 Camrys and Avalons.

Exhaust note

It is too quiet. Deleting the two tail mufflers would make the car sound more properly F-sport (like this Exhaust Addicts' one[2]). That is, louder but not droney or ricey. Some owners in the Lexus club additionally replaced an OEM mid-pipe resonator with a louder one (such as a Magnaflow resonator), which could also sound great.

Never delete the mid-pipe resonator(s), which would cause too much drone.


(The Aisin 8-speed slushbox features a locking torque converter for crisp and sporty shifts. While inferior to manual for enthusiasts, it's a durable unit, given that you perform drain-&-fill service with Toyota ATF WS regularly. Photo credit: Lexus)

Transmission

Lexus tried really hard to make the Direct Shift-8AT slushbox feel crisp and sporty, which I appreciate. It chooses the right gear nearly all the time in city and highway cruising.

However, being a slushbox automatic, it doesn't have launch control. When placed in drive or "D", it struggles to find the right gear during spirited driving. When placed in manual shifting, it lags and hesitates like a typical slushbox. It just doesn't brighten my day like the five-on-the-floor Mitsubishi W5M6A can.

What's more, Lexus has removed the dipstick for this fluid-level-sensitive transmission, to make DIY owners' life miserable. I learned from the other owners that there is a video[3] explaining how to performs a drain-and-fill service for this sealed slushbox, which typically uses 3 bottles of 1L Toyota ATF WS fluid and 3 OEM auto trans washers (p/n: 90430-A0003).

I have also learned from Club Lexus that these Toyota slushboxes are sensitive to the friction coefficient of the transmission fluid. Thus, even the best synthetic aftermarket fluids can damage them. Stick to the Toyota OEM ATF WS.

TNGA chassis

The XZ10's TNGA chassis makes the car almost full-size, and yet is very rigid in a good way. It's the right chassis to appease the young and mid-age luxury sportscar buyers, without offending the loyal senior citizens.


(XZ10 ES350 comes with the factory's AVS system, making the coil suspension feel like an air suspension, retaining reliability, but at the cost of road feedback. Photo credit: Lexus)

F Sport suspension

I am delighted by its right balance of stiffness and comfort. The suspension makes the mid-size sedan feel like a proper grand-tourer.

That said, I find the adaptive variable dampers of the F Sport trim somewhat gimmicky, and are not worth it for added cost and complexity. They take away the feel of road surface imperfections. They try to simulate the ride of air-suspension-equipped German sedans, which, in my opinion, is only beneficial when I drive my boss home in the backseat, which never happens.

Rims

The 19x8 +45 F Sport rims exceed my expectation. They don't feel as bumpy as I thought they would. While being a little heavy as cast rims (in order words, not giving me the light-footed acceleration experience of a forged-wheel-equipped sportscar), they are great in terms of comfort, quietness, and appearance.


(I considered swapping the F Sport's 19-inch rim for Premium trim's 18x8 rims, for a softer ride. However, I soon came to realize that they are indifferentiable in terms of ride comfort. Photo credit: Lexus)

Front-wheel drive

Because of how heavy the ES350 is, there is plenty of grip, and being front-wheel drive is not annoying. While she can never exit an apex as nimbly or as glamorously as the Lexus GS does which we all miss, she is also not as nerve-wracking when taking tight corners on icy days.

Front open differential

The ES350 F sport comes with a open differential on the front, which is integrated to the transmission, uses the transmission's fluid, and does not need separate service.

The open differential is assisted by ECU-controlled single wheel braking, which more than suffices for taking corners on dry and wet tarmac. The only time it struggles is when climbing on steep icy pavement.


(The 2019+ TNGA chassis for XZ10 ES and XX50 Avalon is substantially more rigid, a discernible move to please young buyers who shop around and prefer a sporty ride. Photo credit: Lexus)

Brakes

I find the Lexus ES disc brakes great for daily driving and sufficient for a sporty sedan. They come with Aisin Advics ceramic pads from the factory (front: 04465-0E060; rear: 04466-0E070), which are low-dust, have a strong initial bite, and have a long service life. However, keep in mind that the F Sport trim does not come with different or improved brakes, and it doesn't take too long for them to fade on touge downhill.

Also, Lexus has done praiseworthy metallurgy for the brake calipers and discs—they resist rust really well, and thus offer some extra visual appeal.

Parking brake

The ES350 F Sport comes with a pull button parking brake (behind the steering wheel). There is no console-mounted parking brake for drifting.


(The F Sport trim's LC500-inspired steering wheel, LFA-inspired instrument panel, and sporty seats are pleasant enough to convert many young haters into young buyers. Photo credit: Lexus)

Steering wheel

I like the F Sport 3-spoke steering wheel (inspired by LC500's) and find it as a worthy option over the base model's, even though its wrapping leather feels fake and plastic. However, while the 2019+ (XZ10) generation comes with it improved and rack-mounted for better road feedback, I still find the electric steering wheel subpar even for an ES. It's imprecise and even scary at times, because of how muted on the road feedback is. I could never stay in the lane compliantly (like I can in the Evo, or even like in an old U387 Ford Edge/U388 Lincoln MKX). Therefore, I have to sometimes rely on Lexus's Lane Tracing Assist.

In Sport mode, the XZ10's electric steering wheel feels artificially light and scary. In Sport S+ mode, the steering wheel feels artificially heavy and less scary. Among all the modes, I prefer the Sport S+. While it's heavy to steer, the Sport S+ mode does make it easier to keep this big sedan within the lane.

I have heard from some Lexus owners that much of the steering imprecision is actually caused by the fuel-economy-focused Michelin tires (instead of by the electric power steering mechanism itself). Thus, I intend to switch to Continental DWS06+ tires when the current set wears out, and hope that the Continentals will make her a more precise ride.

Radar adaptive cruise

When activated, the computer will control both the steering wheel (for lane keeping) and the throttle (for maintaining following distance). A noticeable shortcoming is that this autopilot is not prudent when passing drivers who don't stay in their lane. Such drivers could be distracted, under substance influence, fatigued, or just bad.

A human driver like me would pass them slowly, cautiously, while giving them extra room for safety. The Lexus autopilot would entirely disregard the potential collision danger from such drivers, and pass them like an equally distracted hoon.

I end up rarely using the radar adaptive cruise because, one, I find it too easy to fall asleep behind the wheel with it activated, and, two, I don't trust my or my passengers' lives to a computer.

Seats

I find all ES front seats mediocre. They are not as cushy or as pampering as the S-class seats. The F Sport trim comes with front seats that have added side bolstering, which is a benefit. However, the seats are still covered by fake leather which is unbreathable and feels plastic.

Unlike the Evo's leather Recaro seats which has aggressive side bolstering that holds my thighs in comfort, the F Sport seats leave my legs leaning against the door and the center console. And they don't have sufficient padding. During long trips, I find it useful to wear over-the-ankle compression socks and/or thick lounge pants to reduce fatigue. However, the armrest is great and comfortable, and doesn't need any modification to be so, unlike the Evo X's overly short armrest.

The seat belts are typically Lexus which are very comfortable. They are snug but never too tight. In comparison, the Evo X's (and most Japanese and American economic vehicles') excessively tight seat belt chokes me when I wear a suit jacket, necessitating aftermarket tension adjusters.

The rear seats are really comfortable. I like taking a nap there.

Instrument panel

The LFA-inspired F Sport digital instrument panel is bright and focused. It doesn't have a bunch of distracting information like the Volkswagen and Audi's. However, the stability control (left-side bull horn above the instrument panel) can only be turned off briefly, for about a couple of minutes. When it's turned off, a persistent warning window will appear on the instrument panel, covering driver-selected info display such as the gear position.


(If the 12-channel, 17-speaker Mark Levinson option is not chosen, then the XZ10 will come with a 8-channel, 10-speaker Pioneer audio system, which I still find it to be very impressive. Photo credit: Lexus)

Audio

This XZ10 doesn't have the optional Mark Levinson, and yet the stock Pioneer 10-speaker audio system is still very impressive. When tuned correctly, it renders most songs with nearly professional-grade clarity. No economic vehicles (including my Evo X) can do this, and only a handful of luxury cars have competitive high-end audio systems from the factory.

I followed NeoG_'s guide and set "treble +1, bass +2, fade 2 step to the rear" with surround on. This neutralizes the default mid-range heaviness and makes it sound right for most songs.

Infotainment

The Apply Carplay is quite reliable, although occasionally buggy (e.g. cursor disappearing which requires unplug and re-plug) and at times distracting. I find it safer to pull over and then fiddle with Waze, just like with the phone on a mount in my Evo.


(While not as fancy as the LC500 taillights, the XZ10 taillights are reliably sealed and rarely allow moisture to enter as they age. Photo credit: Lexus)

Lighting

This XZ10 has the optional triple-beam LED headlights. They are cool-looking but more costly to maintain. The headlights are about the same in brightness compared to, if not better than, the Osram Xenarc CBI in my Evo X. That said, I do find the triple-beam headlights a little too blue, and can feel tiresome for the eyes during prolonged nighttime trips.

This XZ10 comes with no fog lights.

The interior lights and tail lights are all bright and proper for a luxury car. The tail lights are the traditional type which seals itself from moisture well, unlike the mirrored tail lights on the LC500 which have a slightly higher failure rate.

Windshield wipers

The optional rain sensing wipers work poorly. They are too insensitive and don't wipe frequently enough, even in the most sensitive setting. I had to follow a video guide[4] to change them to standard intermittent mode.

The wiper blades are the high-tech type that shouldn't be replaced by the AutoZone/CrappyTire products when worn. I use only the Lexus OEM wiper refills. I do, however, find these OEM blades too sensitive to dirt—if they are dirty, they will squeak and streak. With the PIAA silicone or Bosch Icon on my Evo, I never had to clean the wiper blades for their entire ~2 years of lifespan. But with these high-tech OEM blades, I have to clean them monthly, with Armor All cleaning wipes.

Also, they cannot be pulled out like the old-school wipers. The driver has to turn off the ignition, turn on the accessory power (press ignition without stepping on the brake pedal), press the ignition button again, and then push the wiper control switch to the upmost position for 3 seconds to turn the wipers to service mode.

Privacy

The XZ10 comes with a DCM computer that spies on the driver comprehensively. Fortunately, it can be disconnected or have its fuse taken out, and, unlike the similar module in BMWs, causes no persistent yellow warning lights on the dash when disabled.


(While being a gas sipper, the 2GR-FKS surprisingly comes with dual overhead cams (DOHC) and Acura-Vtec-like variable valve timing, which deliver satisfying power for an otherwise bland point-A-to-point-B tool. Photo credit: Lexus)

Fuel efficiency

I average about 28 mpg (8.4 L/100km) with the Sport S+ mode on mostly highway driving.

Maintenance

The ES350 F Sport is mechanically very simple. She is a front-engine, front-wheel drive car with no electric motors and no turbochargers. The engine uses a durable timing chain. Therefore, besides regular synthetic oil changes and regular brake services, she only needs new spark plugs, new brake pads, a new serpentine belt, and a transmission fluid drain-and-fill for the major service.

Reliability

The XZ10 has almost 25k miles (41k km) since she entered service, and nothing has failed so far. All buttons work and no interior components rattle. (Knock on wood.)


(The F Sport's front design is different but not peacocky. Both standard bi-LED headlights and optional triple-beam LED headlights are available. Photo credit: Lexus)

Can the car satisfy a hardcore enthusiast?

My take is that a hardcore enthusiast might want to test drive the RC F and LC500 first. Both models are hyper-driver-focused and deliver a true luxury sportscar experience. I think, among Lexus's offerings, those are the least likely to make the enthusiast feel bored when they are driven everyday.

Now since the GS is discontinued, the ES350 F Sport can potentially be a satisfying daily driver, if she is equipped with ContiExtreme DWS06+ (or similar ultra-high-performance tires) and has the two tail mufflers deleted. Being essentially a luxury Toyota Avalon with F Sport goodies, she is more likely to please those buyers who do a lot of city driving, because of the quietness and comfort. However, if you do a lot of touge, canyon, or suburban parkway driving, you may become bored with her quickly, and find her inferior to the other reliable, but sportier choices like Infiniti Q50, Q60, or the Acura TLX.

Conclusion

For a luxury sedan, the ES350 F Sport is a reliable car and a pragmatic choice. I still prefer my Evo's manual transmission and hydraulic steering wheel, but in the city, the cozy, quiet, and 2GR-powered XZ10 is more comfortable, relaxing, and easy to drive. On road trips, she is quieter for the passengers.

Comparing to the likes of TLX, she is less sporty, but more luxurious and more upscale. Comparing to the likes of CLS450, she is less head-turning, but more reliable and less of a liability to own. Comparing to other trims of the ES, the ES350 F Sport is not underpowered and is more fun to own and more fun to drive.

What do you think? Feel free to share your thoughts.

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[1] youtu.be/AZZB7wnB1ak
[2] youtu.be/Z_VWsp4O858
[3] youtu.be/eRxSu4-4ojo
[4] youtu.be/_TDBJdr82ws

 

I'm gonna sounds like a dick... but its just a luxury camry

I'm sure it makes a great daily but I'm pretty sure nobody is cross shopping this with an evo..

 

I am. I considered trading in my Evo X for a handful of candidate cars:
　　
Ultimately, I find myself having a soft spot for a driver's car more than anything else, so I'm keeping the Evo and having her well maintained for the time being.

However, I do find the XZ10 generation of ES350 F Sport rather impressive with the new chassis and everything. For a fraction of the price, she replicated over 70% of the driving experience of the LC500 (although not the unique exterior or interior). Being a luxury take of the Toyota Avalon, if given a rear-wheel drive, I believe that most buyers (including enthusiasts) would gladly accept this somewhat young driver-focused car as a rightful successor to the GS.

For me, I like this type of Japanese luxury cars because they are very easy on the wallet. In our pre-war decade where good stable income is hard to come by, the likes of RC350, IS500, GS350, and the ES350 F Sport can be a sensible buy for the financial prudent.

 

I'd argue replacing a car isn't cross shopping... and you're looking at much softer cars, even the most hardcore on that list is still much softer around the edges than an evo is