It's hard to describe the differences between ES330 and GS300 models
By Gary and Genie Anderson, Special to the Town Crier
 The Lexus ES330 comes with 225 horsepower and 240 pound-feet of torque. It can go from zero to 60 mph in 7.2 seconds. It is priced just above $40,000, fully loaded. |
We don’t get it. The model numbering system used by Lexus, that is.
Where other carmakers spend money - sometimes tons of it - to invent names that try to convey what a particular model is supposed to be about, Lexus just uses a system of letters and numbers. ES, GS, GX, IS, LS, LX, RX, and SC cover the Lexus range of eight models, but we challenge anyone to correctly put these into order by price, or tell us without any hints what each model is supposed to do.
After looking at pictures of the entire range, with the letter designations beneath them, we’ve figured out that the ones with Xs are SUVs, the one with the C is the two-door coupe with the disappearing top and all those with S in the designation are four-door sedans. The two initials are followed by three numbers - 300, 330, 430, and 470 - in no particular order. We were able to figure out that the numbers that follow these letters denote the engine capacity in tens of cubic centimeters. The 300 is the smallest engine at 3000cc, while the 470 is the largest engine, at 4700cc.
But beyond that, the code numbers aren’t much help. Consequently, when we found that we had the Lexus ES330 and GS300 back-to-back this month, we weren’t sure what to expect. Now having driven each of them for a week, we’re still not exactly sure how to describe the differences or suggest which kind of driver might like which car.
The ES330 is a brand-new version of the ES for 2004, with the new Lexus 3300cc engine. It is defined as a “near-luxury” car and sells for a base price of $31,726.
The GS300 has been in the Lexus line-up for several years, with few changes. It is defined as a “luxury” car and has a base sticker price of $38,725.
The GS300 is scheduled for a complete makeover next year, so maybe that explains some of the confusion. Perhaps once the GS is upgraded, the differences between it and the ES will be clearer.
We can certainly say that these cars both epitomize Lexus quality, no question of that. Panel fit is exemplary, leather is rich and smooth, paint quality is deep and attractive, the interior is super-quiet and there is not a rattle to be heard. Those are the characteristics Lexus has come to be known for.
But even with the cars parked next to one another, we couldn’t have guessed accurately which was the more expensive of the two. In fact, at $47,000 as equipped, the GS300 we drove would unquestionably have to be judged as a luxury sedan. However, the ES330 we drove the previous week had a sticker price of $40,220 and came with pretty much all the same bells and whistles.
And our initial attempt to guess which was the sportier would have been wrong. We assumed the wing mounted on the rear deck of the GS, a $440 option, indicated it was the sportier of the two. It wasn’t.
The lower-priced ES330, equipped with the new Lexus 3300cc engine, offered five more horses at 225 horsepower and 20 more pound-feet of torque at 240 pound-feet than the GS300. The ES could go go from zero to 60 mph in 7.2 seconds, compared to the GS in 7.8 seconds, and both were rated at the same 140 mph top track speed.
Of course, for the real speed demon, there is always the GS430. It has the same body and trim but comes with the bigger engine and is the fastest car in the Lexus fleet. This bumps up the price another $9,100, and we can’t justify spending close to $60,000 for a car that’s no bigger than most small sedans - even if it can get from zero to 60 in less than six seconds.
Granted, the ES is a front-wheel-drive car, which some aficionados would say is not as good an answer to handling as is the front-engine/rear-drive combination of the GS. Sure, the GS will get around corners in a predictable manner without scaring mom in the backseat, but so will the ES. Then again, handling isn’t Lexus’s strongest suit.
Instead, what we have come to expect from Lexus, and what both of these cars deliver in bushels, is ride quality. Within two blocks of starting the engine, we found ourselves relaxing to enjoy the experience, rather than looking for the next off-ramp or twisty two-lane to put these cars through their paces.
To complement the luxury ride, both of these cars had the optional top-of-the-line Levinson sound systems in combination with a navigation system. The Levinson system fills the cabin with the best concert hall audio quality imaginable. However, both the sound and navigation system still rely on removable cartridges to hold the CDs, with the GS300 using the glove compartment and the ES330 hiding the cartridge in the center console.
We did use the navigation systems in both cars, which we found easy to master without referring to the manual. In both instances, we were provided with routes we wouldn’t have found on a regular map and that turned out to be shorter and quicker ways to our destinations. We’re both beginning to get comfortable with using navigation systems and would consider one in our next car; but the cost in both of these Lexus models seems pretty steep: the Levinson Sound/Navigation system option in the GS300 adds $4,930 to its price and is a $3120 upgrade in the ES330.
She said: Of these two Lexus models, considering value for money, I preferred the ES330. I particularly liked the cabin comfort and ergonomics. I would give it serious consideration in comparison to the Acura TL and Jaguar X-Type, both of which offer similar trim and price.
He said: Don’t buy either of these cars if you’re expecting kick-in-the-pants performance and razor-sharp handling. But if you want smooth acceleration, shifting and braking, and perhaps the quietest cabin of any car in the price range, the Lexus won’t fail to please.
We agreed: If you’re in the market for a “near-luxury” sedan, the new ES330 definitely should be considered. On the other hand, if you’d like to make a step up in the Lexus line, you might want to wait until the 2005 GS models become available.
Gary Anderson is editor of Classic Motorsports magazine, which is published bimonthly and distributed internationally from offices in Los Altos (949-9680; www.autosport.com).
