DRIVEN: 2013 Lexus ES 250 and 300h sampled

Lexus ES 250 and 300h 34

Things are usually a straight-laced affair for the Malaysian car buyer where segmentation is concerned. For sedans, once you get past the entry-level B and general C-segment there’s the D, categorically built along the lines of executive-badged stuff (Toyota Camry, Honda Accord, Nissan Teana, Mazda6 et al) before heading right into the luxury executive movement, in which the likes of the BMW 5 Series, Mercedes E-Class and Lexus GS reside.

Of course, there’s virtually nothing sandwiched in between that, at least nothing in terms of pricing or a corresponding sense of occasion. By that, I don’t mean loading up an executive sedan with gear and tagging it as premium, which is the usual path taken to offer a differentiation – a bigger lump and more mod cons does not a new animal make, well, not beyond making it mutton dressed as lamb.

Now, something straddling close to the premium offerings in fit and finish, maybe even size, with added snob appeal but without the associated price tag would be just the neat bit. Until now, there has been no such choice, but the arrival of the Lexus ES has altered that landscape.

The sixth-generation model opens up a new bridge between the two worlds, but depending on how you look at it, the ES can be viewed as an entry-level luxury sedan or a very high-end premium exec offering. The brigade thinking along ‘half-empty’ lines will undoubtedly look at it as a larger, better dressed Camry; Lexus, on the other hand, will tell you that it’s not a glorified XV50. So, which then? New-found fox in the box, or a sheep disguised in wolf’s clothing?

Lexus ES 250 and 300h 40

Before we answer that, a recap of the new boy, which made its official debut here in October. It slots in between the sporty IS and the GS executive sedan, and Malaysia is the first market in the region to premiere the right-hand drive version of the car, which moves away from the Camry underpinnings of the fifth-gen and now sits on a Toyota Avalon-based platform.

It measures in at 4,900 mm long, 1,820 mm wide and 1,450 mm tall, with a 2,820 mm-long wheelbase, and in terms of exterior numbers doesn’t size up much at all from the XV50 Camry, which is 4,825 mm long, 1,825 mm wide and 1,470 mm tall, with a 2,775 mm-long wheelbase.

Length-wise, this translates to 75 mm more in total length and a 45 mm longer wheelbase, hardly earth-shattering numbers. The visual suggestion offers more purchase – optically, the ES looks bigger to the eye, so the lines and disposition offer a neat illusion as to size.

It’s also a snazzier looker than the Camry, helped by the spindle grille-dressed front and design elements borrowed from its more upmarket sibling, the GS. There’s a less gilt-edged feel to the surfacing though, which is in line with not going over-the-top – as the company puts it, “luxury should be something that’s very subtle,” and so that’s the approach taken.

Lexus ES 250 and 300h 32

The interior naturally places emphasis on luxury – the dashboard fascia offers all the flavour of the GS, without the latter’s ticket price. Indeed, much is familiar, from the overall presentation of the layout – the GS’ 380 mm steering wheel, complete with wood-grain accents, makes its way on, as well as the clock right down to the second-gen Remote Touch Controller. The central Electro Multi-Vision Screen is smaller, at eight inches to the GS’s 12.3-inch unit, but retains the low-res feel of the latter. Serviceable, yes. Compelling, no.

Otherwise, everything shapes up as you’d expect it to be. The interior can be had in a choice of three shades, and the mix of colour schemes offers a clean, formal approach; in terms of texture and feel it takes things an anticipated few notches above that of the Camry, even if some items never quite shake off the plasticky feel.

In terms of trim levels, the ES 250 comes dressed with smooth leather seats, while the ES 250 Luxury and ES 300h adds on semi-aniline leather as well as a sat-nav system and manual side window sunshades.

Both ES 250 variants feature a Lexus Premium Audio eight-speaker, eight-channel Class D amplifier system, while the ES 300h gets a 12-channel, 15-speaker Mark Levinson sound system. Auto tri-zone air-con and 10-way power adjustment front seats are also on the kit list.

All three models wear 17-inch aluminium wheels and 215/55 tyres, but each gets a different wheel design – the ES 250 has a six twin-spoke wheel, while the ES 250 Luxury gets a ten twin-spoke unit, and the ES 300h features an aerodynamically optimised ten-spoke alloy.

As for safety kit, 10 airbags (including driver and front passenger knee as well as front and rear seat-mounted side and curtain airbags) VSC, traction control, EBD, a tyre pressure warning system and whiplash injury-lessening front seats are standard across the ES range.

Aside from the amplified premiumness, what’s really being touted with the ES is with the volumetric scope of the interior – the marketing hype even chooses to deem it brimming with ‘S-Class levels of space’, which in this case means a standard Mercedes S-Class, but let’s not let that get in the way of a good line.

In any case, that suggestion was enough to trigger a comparison of the ES’ interior space against that of a LWB S-Class, if only out of curiosity – you can read the observations in the accompanying article by Paul; we’ve also included a photo comparison with the Camry for perspective.

Numbers-wise, rear occupants in the ES get 953 mm of headroom, 1,392 mm of shoulder room, 1,367 mm of hip room and 1,015 mm of leg room – the last has been achieved by extending the wheelbase (over the fifth-gen ES) and the use of thinner and better sculptured front seat backs.

In use, there’s an improved perception of space over the Camry, and seat comfort on the back bench is good, even if seat angle and length could be better. A couple of things take away from some of the gloss, however – the rather low level of headroom clearance is one, and very low set front seats the other.

The scale of the space perspective from the rear seat is impressive, but the former tempers the range of acuity mostly to width and forward depth; in this regard, most of the premium exec level offerings actually better the ES. The latter, meanwhile, means that rear occupants can forget about tucking their feet underneath anywhere under the front seats. Better thigh relief comes to mind, especially with the low roofline and seat bench depth/angle being what it is.

A word about the boot, which offers a volume of 490 litres for the ES 250 and 425 litres in the case of the ES 300h. The hybrid’s is powered, and works a charm, smoothly and cleanly.

The same cannot be said for that on the ES 250 – the boot lid springs up when you manually lift and release it, but instead of coming up slowly to a gentle stop, it springs up forcefully, hits the end stop and bounces back down a fair degree before settling back at rest. If you’re in a rush and decide to lift the trunk and dive in to retrieve stuff, you run the risk of being clobbered on the head by it. You wouldn’t expect this on any car, let alone a Lexus.

On to the mechanicals, and the comparison with the Camry is yet again unavoidable – you keep steering into areas that bring up the subject. Of the three variants of the made-in-Japan ES available here, two use the same four-pot seen in the higher-end XV50.

Both baseline ES 250 and kitted-up ES 250 Luxury are powered by the familiar 2AR-FE 2.5 litre Dual VVT-i twin-cam four-cylinder engine offering 181 hp at 6,000 rpm and 235 Nm of torque at 4,100 rpm – the output figures are virtually identical, save a four Nm increase in torque over that found in the Camry.

Likewise, the choice of transmission – no fancy-schmancy eight-speed ‘box to be found here, with the familiar U760E six-speed Super ECT auto transmission with AI Shift transferring power to the wheels. As for performance specs, the ES 250 versions do the 0-100 km/h sprint in 9.8 seconds and reach a 207 km/h top speed.

The Lexus ES 300h, meanwhile, is equipped with a 2AR-FXE 2.5 litre single VVT-i twin-cam Atkinson cycle four-cylinder unit, with output numbers from the unit being 158 hp at 5,700 rpm and 213 Nm at 4,500 rpm. The lump is paired with a 105 kW electric motor that’s fed by a 650V nickel-metal hydride battery, and total combined output for the series-parallel hybrid adds up to 202 hp.

The partnering transmission is a P314 eCVT system, with the transaxle including two 650 volt AC motor/generators and a double set of planetary gears. In terms of performance, the ES 300h manages the 0-100 km/h dash in 8.5 seconds and tops out at 180 km/h. It adds a fourth drive mode, EV, to the three (Eco, Normal and Sport) seen in the ES 250 – EV operation is available up to 45 km/h.

Lexus says that the new ES boasts a body that’s lighter – and stiffer – than its predecessor, which was never sold in RHD form. The car is also quieter, with significant engineering done on reducing overall NVH levels – an assortment of sound insulating materials finds its way on to the car, and the suppression list also includes layered acoustic glass for the front door windows and windscreen as well as specially-developed Yokohama dB decibel E70 rubbers that equip the model range.

Elsewhere, there’s a reworked suspension designed to give the car a balance of handling stability and ride comfort. The front geometry features counter wound suspension springs for increased straight-line stability and a reduced compression effect on steering, while a new dual-link rear system offers improved control as well as aids straight-line stability.

At the regional media drive for the car, which took place in Kuala Lumpur, the Malaysian media plied a completely different route with the ES 250 Luxury and ES 300h mules than the rest of the ASEAN press. While the other contingents did their drive in a more sedate fashion, ambling along primarily in the city and very much in a straight line on highways, our route took us out from the city along the Karak Expressway up towards Awana before returning to KL in convoy style.

In the brief drive out of town, the ES showed impeccable character, refined and cultured being terms that come to mind. The ride is a bit firm at low-level speeds, but compliance is good once you get the car into the midrange on and cruising. In a straight line, that is.

Bombing along the Karak showed things up – in sweepers at speed, ruts in the road called attention on how soft the rear is sprung in terms of suspension rebound, and the car responds to less than smooth input by showing up a rear that borders on skittish, handling-wise. With significant time spent being tossed around like a salad at the back, these observations were rather noticeable.

The ES features an electrical power steering that the automaker says offers a smoother, more accurate feel with greater feedback. Like that on the GS, it’s far from the final word in feel (dull would be an apt description), but no arguments as to the smoothness.

As for speed, it isn’t all that fast, especially evident during moments of push, but the car places well enough. Given that ES owners aren’t likely to subject the car to countless switchbacks at speed, the overall behaviour and workings of the steering are adequate.

All this with the ES 250 Luxury – moving on to the ES 300h shifted the focus. The hybrid is heavier (1,705 kg to the ES 250’s 1,615 kg), and you feel it, its balance into corners lumpier and overall feel, vapid. This is offset by its improved pull off the line and having better brakes.

The ES is no sports saloon, and trying to show it off as one may not have been quite the right thing to attempt. More so the hybrid – at full pelt, the Atkinson-cycle clatter is uninvitingly audible and, more importantly, the CVT feels soggy in response and lacking in zip. This is a drivetrain that’s been geared for getting one from A-to-B in relaxed, light-footed fashion, and trying otherwise just shows it up as unruly and unwilling.

So, if all there was to be gleaned of the car was that from the preview drive alone, then the short of it would be that the ES has bundles of interior space and ample levels of luxury, but far from hot when pushed, be it from a driver or rear passenger perspective.

Lexus ES 250 and 300h 24

That, however, would be viewing it all wrong. The course certainly stretched the ES’ legs, but not in terrain that would be anywhere close to what it would ply on an everyday basis. A follow-up run with it (the ES 250 Luxury) when it came in for its appearance on Episode #5 of the Driven Web Series managed to put it in more familiar ground and offer a truer picture of its abilities.

In unhurried fashion over a couple of days, the ES proved very pleasant – it was respectably quiet (more obvious from the front seat than the rear) and in its element ambling along in town conditions and cruising on the highway. By the time it was due back, I’d actually grown fond of its easy-going character.

Indeed, the firmish aspect to the ride at low speeds and super springy Jack-in-a-box rear boot lid aside, there’s very little to complain about. The lowish headroom notwithstanding, the rear will work for all but the fussiest, and the front is no less plush a place to be in.

Lexus ES 250 and 300h 65

Approached as a chauffeur-driven limo (which it will be, nine times out of 10), it represents a step up from the likes of a Camry as far as considerations of space and luxury go. Yes, you can no doubt view it as a glorified Camry, or you could look at it as a move up close to the usual luxury segment without forking out the dosh – if anything, buyers are likely to opt for the ES 250 Luxury variant over the baseline RM259,800 ES 250 for just RM20k more.

Things are less clear cut with the ES 300h – at RM353k, the car moves into established price categories (to wit, the Mercedes E 200 Avantgarde is priced at RM367k, the BMW 520i at RM370k and the GS 250, at RM366k), but hey, there’s the advantage of ‘S-Class levels of space’ in there, so it goes, and you get all the expected luxe associated with the segment. Just remember to keep the gymnastic aspirations at home with this one.

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Anthony Lim

Anthony Lim believes that nothing is better than a good smoke and a car with character, with good handling aspects being top of the prize heap. Having spent more than a decade and a half with an English tabloid daily never being able to grasp the meaning of brevity or being succinct, he wags his tail furiously at the idea of waffling - in greater detail - about cars and all their intrinsic peculiarities here.

 

Comments

  • BMW Fanboi on Dec 30, 2013 at 9:19 am

    Kudos to Toyota, it is a beautiful and brilliant car.

    Like or Dislike: Thumb up 56 Thumb down 13
  • Ha Gnih on Dec 30, 2013 at 9:23 am

    The LS is still the Lexus with the biggest legroom of all. But yeah, Camries and Accords are giving us that too these days. Really a very nice and healthy rivalry.

    Like or Dislike: Thumb up 39 Thumb down 4
  • Taggy on Dec 30, 2013 at 10:31 am

    Bearing in mind that people that buys this car will not use it for setting the next speed record or even to win street races with vin diesel, I think it’s a value for money buy. It has all the safety features like 10 airbags, VSC, ABS,Ample space, good built, what else do you want for a FAMILY / EXECUTIVE CAR?

    Like or Dislike: Thumb up 42 Thumb down 2
    • “What else do you want for a FAMILY / EXECUTIVE CAR?”
      Cheap / reasonable price car as stated in the menifesto of previous election ie 20% reduction of prices.

      Like or Dislike: Thumb up 31 Thumb down 1
    • I still prefer the 18″ wheels from the American-spec ES.

      Like or Dislike: Thumb up 3 Thumb down 5
  • sudonano on Dec 30, 2013 at 12:19 pm

    While you can’t argue that it seems to be giving relatively good value, you can’t deny that these specs, are actually what Toyota offers as STANDARD on the American Camry.

    the dimensions, well, I think the term “S class levels of space” seems a bit of an overkill. Here is a comparison of dimensions.

    BMW F30 3 series 328i 8AT (2012-)
    LENGTH: 182.04 in OR 4624 mm
    WIDTH:71.3 in OR 1811 mm
    HEIGHT:55.63 in OR 1413 mm
    FRONT/REAR TRACK: 60.75/62.32 in OR 1,543/1,583 mm
    WHEELBASE: 110.63 in OR 2810 mm
    GROUND CLEARANCE:5.51 in OR 140 mm
    CARGO VOLUME: 16.95 cuFT OR 480 L

    BMW F10 5 series 528i LCi (2013-)
    LENGTH: 192.9 in OR 4900 mm
    WIDTH: 73.2 in OR 1859 mm
    HEIGHT: 57.6 in OR 1463 mm
    FRONT/REAR TRACK: 63/64 in OR 1,600/1,626 mm
    WHEELBASE: 116.8 in OR 2967 mm
    GROUND CLEARANCE: 5.5 in OR 140 mm
    CARGO VOLUME: 18.4 cuFT OR 521 L

    Mercedes-Benz W204 C-Class C200 CGI (2011-2013)
    LENGTH: 180.7 in OR 4590 mm
    WIDTH: 69.7 in OR 1770 mm
    HEIGHT: 56.9 in OR 1445 mm
    FRONT/REAR TRACK: 60.6/60.6 in OR 1,539/1,539 mm
    WHEELBASE: 108.7 in OR 2761 mm
    GROUND CLEARANCE-
    CARGO VOLUME: 475 l

    Mercedes-Benz W212 E200 CGI (2013-)
    LENGTH: 192.1 in OR 4879 mm
    WIDTH: 73 in OR 1854 mm
    HEIGHT: 58 in OR 1473 mm
    FRONT/REAR TRACK: 62.9/63.5 in OR 1,598/1,613 mm
    WHEELBASE: 113.1 in OR 2873 mm
    GROUND CLEARANCE-
    CARGO VOLUME: 19.1 cuFT OR 541 L

    Mercedes-Benz W221 S Class S350 (2009-2013)
    LENGTH: 200.6 in OR 5095 mm
    WIDTH: 73.6 in OR 1869 mm
    HEIGHT: 58.2 in OR 1478 mm
    FRONT/REAR TRACK: 63/63.2 in OR 1,600/1,605 mm
    WHEELBASE: 119.5 in OR 3035 mm
    GROUND CLEARANCE-
    CARGO VOLUME: 19.7 cuFT OR 558 L

    Looks like in terms of wheelbase, the F30 is only 1 cm shorter, W204 is about 9 cm shorter than this Lexus. But as for the F10, the F10 is 10 cm longer, W212 is 5 cm longer, and W221 is 20 cm longer than the ES. But of course the better packaging by the Japanese means, in terms of leg space, you would definitely get more.

    but,it still feels very much like a glorified Camry. And in terms of badge snob, would you rather park a BMW or a Luxurious Toyota in the hotels? And a more pressing issue, all the other competitors at that price (with nearly the same wheelbase) like the Audis, VW (They have the CC), BMWs and Mercedes all drive relatively well. Judging by the article, it appears that this Lexus is not dynamically honed. So is it really worth getting this, or just get a German? Since the ES250 Luxury (which is the one to get) is about RM 280k, same price as a F30 328i, or for the Audi A4 (only in the 1.8TFSI engine), is RM235k, or the C Class, C200 Avantgarde is RM 273k and the Elegance is RM263k. Imagine if you are being trailed by a bunch of hooligans on the highway, and you need to escape (something highly possible, considering our crime rates), I don’t think the ES would cut it, no thanks to the lack of agility.

    Even after about 3 months, I have seen less than 5 ESes on the road. And I don’t see the mad rush like when the A6 Hybrid was announced. And yes, I see more newly registered BMW 3 series still. So, at 280k, is this glorified Camry worth?

    Like or Dislike: Thumb up 30 Thumb down 47
    • AutoFrenz on Dec 30, 2013 at 1:42 pm

      Wow you hate Japanese so much…relax it’s just a car…don’t get too carried away…we don’t want to see you in hospital with a heart attack…

      Like or Dislike: Thumb up 35 Thumb down 3
      • frenzyaustin on Dec 30, 2013 at 4:07 pm

        Tell that buddy that the Japanese leaved Malaysia at least 60 years ago.

        Like or Dislike: Thumb up 11 Thumb down 3
      • sudonano on Dec 30, 2013 at 8:52 pm

        Nah. I don’t hate these Japanese cars. Mazdas are very good. The 6, CX5 and new 3 are really good. Same with the Subarus. And Hondas too.

        I actually cannot stand the screwing by UMW Toyota and their very very bad ways of ripping people off. They should learn from the other Japanese car distributors.

        Like or Dislike: Thumb up 33 Thumb down 5
    • theanswer on Mar 16, 2015 at 12:31 pm

      how can u compare wheelbase fwd and rwd car? lol..pls bare in mind that rwd engine is futher behind, thus longer front hood and more wheelbase. fwd car engine position is futher in front..shorter hood..shorter wheelbase. that’s how it works.

      Like or Dislike: Thumb up 2 Thumb down 0
  • seancorr on Dec 30, 2013 at 12:37 pm

    Now we will see many of these parked in bungalows replacing the Accords & Camrys.

    Like or Dislike: Thumb up 15 Thumb down 6
  • Funny how everyone was criticising Toyota Malaysia and declaring that no one will want to buy toyota because of crappy safety features..

    Here you have all the rings and bells and 10 airbags which none of the german makes offer, yet no one is rushing to buy lexus?

    Its painfully obvious that ppl in malaysia generally dont give 2 hoots about safety features.. To them ABS + 2 airbags are still all the “cutting edge tech” u will ever need in a car..

    Like or Dislike: Thumb up 17 Thumb down 5
    • frenzyaustin on Dec 30, 2013 at 4:10 pm

      Malaysian only know if got some money buy Toyota or Honda. If got a lot of money, buy BMW or Mercedes. Some even say C-Class is better than a Bently Mulsanne because he only know premium car = Mercedes/BMW.
      Luckily, I’ve seen some people start buying alternative Japanese car like Mazda and alternative German car like Audi.

      Like or Dislike: Thumb up 11 Thumb down 0
  • shawal on Dec 30, 2013 at 2:40 pm

    Why introduce a ‘luxury’ trim when you’re attempting to sell a luxury car..?
    things like HID and satnav should come as standard in this price level
    they should drop the base ES250 , and intoduce a ‘tech’ pack which includes satnav, Mark levinson audio and other active safety features..

    Lexus must introduce an ES200t with all the bells and whistles to attract younger buyers to the brand

    Not all welcomes those intrusive transmission tunnels in RWD cars…

    Like or Dislike: Thumb up 21 Thumb down 1
  • Eugene Tey on Dec 30, 2013 at 4:04 pm

    I am wondering why the ES350 was not available in Malaysia. And why we have no choice to pay more for a better audio system to be fit in the ES250. In order to get the Mark Levinson audio, we can only pay more for the Hybrid version which that’s not what everyone is looking after.

    Like or Dislike: Thumb up 5 Thumb down 0
    • dugong (Member) on Apr 09, 2014 at 8:11 pm

      bcos this ES is for ah pek. Ah pek don’t need mark levinson. waste of money

      Like or Dislike: Thumb up 2 Thumb down 7
  • qwerty on Dec 30, 2013 at 4:35 pm

    I can’t wait for Lexus to take the wraps off their new 2.0L turbo!

    Lexus should tune that engine differently and market it as the entry power unit with 185hp/25.5kgm to combat that of the 520i, another version with 210hp/32.6kgm to replace the current ES250; and a final version with 250hp/35.7kgm to go head-to-head with the 528i.

    Like or Dislike: Thumb up 12 Thumb down 0
  • I like how anthony writes. Not childish like paultan hafridz n harvinder. I like his language.

    Like or Dislike: Thumb up 9 Thumb down 0
  • PauCharSiew on Dec 30, 2013 at 7:31 pm

    wonder if sam loo can get me discount

    Like or Dislike: Thumb up 2 Thumb down 0
  • patrick on Dec 31, 2013 at 10:43 am

    private car = using their own money , state car=using rakyat money .

    Like or Dislike: Thumb up 1 Thumb down 0
  • Ignore the ES and get the Lexus IS , 3 series or C Class . Those are rear wheel drive and much better cars . ES is based on a Camry

    Like or Dislike: Thumb up 0 Thumb down 12
    • gdsob74 on Jan 02, 2014 at 2:35 pm

      Check your facts… Or read the review. It’s based on the Avalon.

      Like or Dislike: Thumb up 13 Thumb down 0
  • Jay Know on Dec 31, 2013 at 12:01 pm

    I’m one of the consumers who is done with financing my 2010 2.4 accord and looking for the next upgrade.

    The ES looks like a perfect candidate.

    And so does a recon 2012 e250 cgi.

    Thank you very much for the review.

    Like or Dislike: Thumb up 8 Thumb down 1
  • Sam Loo on Jan 02, 2014 at 11:48 am

    The ES is definitely my choice for upgrade this year.

    My Camry 2.4 ACV40 is still priced above RM100k, after 5 years of service !

    Like or Dislike: Thumb up 17 Thumb down 2
  • mobil sedan corolla on Jan 07, 2014 at 10:53 am

    nice car, but not exist in Indonesia :(

    Like or Dislike: Thumb up 0 Thumb down 0
  • Jerry Nixon on Feb 19, 2014 at 6:46 pm

    This is a car suited for (matured)people who look for Space / comfort/ Luxury & Reliability.During the test drive it had provan that the driving dynamics are better than the 2.5V Camry though both share the same engine.Hence Lexus seems to have a purpose having this engine spec onsidering the overall running / maintenance costs etc in the long run. And, once again as pointed out by few, where is the need to have a dash to touch 100km/h in less than 10secs in our day to day driving? To me it seems like a ideal buy if you have a budget between RM250 – 300K.

    Like or Dislike: Thumb up 7 Thumb down 0
  • hai, can anyone tell me the PCD of this model ES250? tanks

    Like or Dislike: Thumb up 0 Thumb down 0
  • Jeevster on Jun 04, 2014 at 4:36 pm

    This car is, in my opinion, the most beautiful Lexus at the moment. Inside and out. I loved Lexus cars for their subtle beauty; not to keen on the new aggresive look, spindle grille etc etc. The ES still maintains that. The interior is the best place ever to be, in a traffic jam. But one test drive and I was heartbroken; there was no love in the drive. Nothing. It’s like going on a date with a stunningly gorgeous woman, but there’s no chemistry. No matter how hard to try to love her, it will never work out.

    Like or Dislike: Thumb up 7 Thumb down 0
  • Jilbaber (Member) on Oct 11, 2014 at 7:27 pm

    I’m sorry to say the car looks ugly and the interior also looks outdated…and like some other comment, it has no subtle on the design

    the only thing I would like think people gonna get this car is enthusiast or Toyota reliability which is not really the case anymore

    Like or Dislike: Thumb up 1 Thumb down 8
 

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