- The cheapest 2026 Lexus ES is the fully electric ES350e, which starts at $48,795.
- The ES350h hybrid starts at $50,995—about $2,200 more than the EV.
- Two EV versions are offered: the 300-mile ES350e FWD and the 250-mile ES500e AWD.
The new Lexus ES has grown in size compared to its predecessor and now offers pure electric power. If you want to buy the new ES in the United States, the most affordable variant is the EV, which is unusual since it’s usually the combustion versions that cost the least.
In late February, Lexus confirmed that the ES350e has a starting price of $48,795 for Premium trim, including a $1,295 destination charge. For that, you get a single-motor front-wheel-drive ES with 220 horsepower, an acceleration time to 60 mph of around 7.7 seconds, and a claimed EPA range of 300 miles from its 77-kilowatt-hour (usable capacity) battery pack.
The dual-motor ES500e costs from $51,795 in Premium trim and pushes power to 338 horsepower. Its sprint time drops to 5.4 seconds, but so does the range, to around 250 miles. Upgrading to the fancier Luxury trim pushes the price to $60,195.
Lexus notes that the all-wheel drive can shift up to 100% of the power to either the front or rear axle, though under normal driving, it’s still the front axle that drives the vehicle.
The ES350h Premium hybrid starts at $50,995, which is $2,200 more than the base EV, and rises to $52,395 with all-wheel drive. There’s no Luxury trim available for the ES, but you can pay $4,800 for Premium+. Lexus hasn’t detailed the equipment that you get with each trim level, but all cars come with a 14-inch infotainment screen, wireless phone mirroring, and DC fast charging that can bring the battery 10-80% in 30 minutes.
Lexus hasn’t revealed the peak charging power rating for the ES EV, but it likely tops out at 150 kilowatts, like in the mechanically related RZ.
The new ES is an important model for Lexus. It’s the manufacturer’s first electric sedan and it’s bigger than its predecessor to fill the gap left in the lineup after the discontinuation of the LS flagship. It is therefore longer than its main direct rival in the United States, the BMW i5, which it undercuts by nearly $20,000, so it seems like a lot of car for the money.
Nobody has driven the electric ES yet, though, so we don’t know what it’s like as a car. It shouldn’t feel too different from its predecessor, since it’s built on a version of the TNGA that also underpins the RZ. We tried the RZ crossover and found it excellent in some areas and lacking in others, but maybe Lexus has listened to the complaints and ironed out the bugs with the ES in the meantime.
