2000 lexus es 300 review

2000 lexus es 300 review DEFAULT

Used Lexus ES review:

A number of Japanese carmakers attempted to set up new luxury brands in the s to compete with the prestige European brands that were enjoying unprecedented success outside their home countries. Mazda created Eunos, which failed to get off the ground here and is no longer sold; Nissan set up the Infiniti brand and like Eunos failed to gain any sort of momentum before being withdrawn from the local market.

Only the Toyota prestige spin-off, Lexus, has managed to survive the birthing blues and now thrives thanks to its well-earned reputation for build quality, reliability and refinement.

The Lexus brand made a spectacular start with the large LS, which shook up Mercedes-Benz in the early s, and backed it up with the mid-sized ES, which expanded its market reach.

MODEL WATCH

Word spread like wildfire when Lexus hit the US market. At the time the likes of Mercedes-Benz, BMW and Audi were on the nose with many buyers who were only too happy to switch to the newcomer that was not only built better than most, but was also more affordable.

Mercedes buyers in particular switched in their droves in what proved to be a wake-up call for the big German carmaker, but more importantly it gave the new Lexus brand a flying start.

The ES was the second model in the very slim Lexus portfolio when it was launched in , but the LS had created enough of a stir for buyers of mid-sized prestige cars to stop in at Lexus dealers and take a look.

The problem for Toyota was that it had to differentiate the Lexus models from those carrying the Toyota badge. It wasn’t a problem with the LS because it was a distinctly different car that bore no relationship to anything Toyota sold. Not so the ES, which could be seen as an upmarket Camry.

It didn’t help this perception that it did use the Camry platform and the Camry power train, but that’s where the relationship faded.

Where the Camry was a down-to-earth family four-door the Lexus was a luxury sports sedan with a completely different character all its own.

The smooth clean shape of the ES was clearly from the same designers who penned the Camry. It was neat and inoffensive to the eye, but there’s no escaping the fact that it was bland.

A silky smooth litre double overhead camshaft V6 provided its power with four valves per cylinder, which injected kW into the four-speed auto transmission at revs along with Nm at revs.

A variable intake manifold enabled a smooth, seamless flow of power from low revs right through to the upper reaches of the speed range. When the right foot was pressed hard into the carpet the ES would reach km/h from rest in a reasonable seconds. It would account for the standing metre dash in seconds and boasted a top speed of km/h.

Underneath, the ES boasted independent suspension at both ends, variable ratio power steering and four-wheel disc brakes with ABS anti-skid protection.

The interior of the ES was sumptuous, with superbly comfortable seats trimmed in leather, the air was cooled automatically and there was a high quality sound system.

There was just the single ES model at first and it had pretty much everything you could wish for, including power windows, auto air, eight-speaker premium sound system with a stacker CD player, cruise, leather, alarm, and headlamp washers.

Lexus released an updated ES in , which not only brought 11 kW more power, it also brought some subtle styling changes and a brace of new models in the form of the S and LXS.

IN THE SHOP

Mechanics go broke waiting for Lexus owners to turn up on their doorsteps looking to have their cars fixed.

Lexus clearly set the build quality benchmark from the moment the badge appeared and that has translated into reliability as they get older and cover more ground.

Check for a service record to make sure the oil has been regularly changed. The Lexus is a prestige car so be suspicious of any that hasn’t been serviced according to the schedule.

Keep a watchful eye out for imports, which may have arrived here with little known history.

IN A CRASH

A driver’s airbag was standard from the start, while a passenger’s airbag was added in

The ES’s well-balanced chassis is well equipped to avoid a collision situation, and with four-wheel discs overseen by ABS electronics the ES has a good level of primary safety.

OWNERS SAY

Matt Ure has driven Fairlanes, LTDs and Jaguars over the years, and says his ES, which has done , km, is the only car that he has not even had a single problem with. Indeed, he says, it drives and rides the same as the day he drove it out of the showroom 10 years ago.

Stephen Lacey recently sold his Toyota Corolla after finding the seats unbearably uncomfortable and the NVH shocking and bought a 70, km Lexus ES After owning some 21 cars he says the Lexus is by far the best he has ever owned. He likes its understated elegance, its comprehensive level of equipment, build quality, comfort, drivability and the satisfaction of telling people he owns a Lexus.

LOOK FOR

• Growing prestige of the Lexus badge

• smooth comfortable ride

• refined interior ambience

• Impeccable reliability

• Good build quality

THE BOTTOM LINE

• Few cars can boast the reliability and refinement of the Lexus ES

RATING

85/

Sours: https://www.carsguide.com.au/car-reviews/used-car-review-lexus-es

The new Lexus ES is totally unobtrusive, utterly inoffensive, and completely without complexity. This is a good thing.

After all, how many machines do you own that are painstakingly designed and vigilantly executed to lower your heart rate? We're talking precision engineering for the sake of tranquillity.

Just note some of the details Mr. Toyoda's engineers fussed over in the ES's recent redesign.

They moved the pivot point of the front-seat headrests up, so instead of tilting forward to tickle your cowlick, they now swing out at the bottom to cradle your neck for more comfort. They relocated the passenger vanity light from the sun visor to the ceiling so the light softy illuminates your face from above instead of blazing directly into your enlarged pupils. They laminated the side windows with a water repellent coating so raindrops bead up and zip away. They coated the air-conditioning condenser with a resin impregnated with an antibacterial agent so the cabin never smells like a mushroom cellar. They designed the headlight clusters with replaceable brackets so minor collisions are easier on the wallet.

The new ES's ad slogan could be "The Ultimate Pacifying Machine."

Of course, the middleweight Lexus has always been this way, much like its less-expensive platform partner, the Toyota Camry. Both are comfortable, composed, and about as reliable as the tides. They are also about as riveting to experience.

The previous ES finished third in our nine-car roundup of $something-thousand sedans ("Ennui and Upward!" February ), praised -- but also cursed -- because it generated no sparks with which to ignite an argument. Now that it has a new vanity light and rain-repelling glass, would the redesigned ES gain a position or two in that same comparison test?

Not likely.

All detail sweating aside, the ES still suffers a shortage of combustible material, either of the negative or positive variety. And in these parts, where driving is a form of entertainment, an unclaimed $38, would more likely be exchanged for a well-equipped BMW 3-series, an Audi A4 Quattro, or even a Lexus IS and a year's worth of gasoline. Among real speed snobs, the ES will remain on par with Manhattans and Oprah's Book Club as just a bit too benign.

Not to say that the new Lexus isn't a dream machine for some people. Leather, plastic, and wood paneling (carving a tree for the wheel and shift knob costs $ extra) unite inside with scrupulous precision. There are no gaping seams, no serrated mold partlines, nothing that isn't resolutely screwed down.

The atmosphere is always hushed, as though someone important were about to speak. If you spend the substantial $ to get leather seats plus the Mark Levinson audio with CD changer and voice-activated navigation system, that someone could be you. Alternatively, you can spend $ for leather and Levinson without nav.

It's a very nice stereo even at half the defense-contractor price, which doesn't include the free steel-resin sandwich panels in the fire wall that block noise so the unit's crystal beat thumps unimpeded. Also included at no cost are the extra body gussets in the floor, across the parcel shelf, and on the spare-tire well that battle vibration. With the throttle wide open our decibel meter registered just 69, the same as in the previous ES and what most cars post while coasting in neutral at 70 mph.

The new sheetmetal does put some extra inches around the passengers. Front occupants get another inch of headroom, and rear-seaters get an additional inch over their noggins. As in most Toyotas, front-seat passengers are slightly shorted on bottom-cushion length, a problem that will be most acute for long-legged drivers who will feel as though they are perched on a ledge rather than a seat.

There is adequate space in the comfortable stern for adults, whose boots will slide under the front seats and whose knees will nestle into scalloped pockets in the front seatbacks. Even so, rear head clearance is tight enough that the hair on a five-foot-eleven editor does the static tango with the headliner.

If you pit new against old at the track, the performance numbers are also a wash. The V-6 whispers the same horsepower and pound-feet of torque as the previous ES we tested, but each pony now has pounds to move instead of , due to the 96 additional pounds carried by our pound test car.

The additional payload apparently helped offset the slightly lower overall gearing of the new five-speed automatic, such that 60 mph arrived in seconds, just as it did in February , and the quarter-mile registered seconds at 85 mph, within a newt's nose of the old car. As in the previous ES, the thrust from the whole system is seamless, as it would be if the engine powered the car through an extension cord from across the street.

Toyota's ubiquitous 1MZ-FE DOHC valve V-6 carries over from the old ES with few detail changes. Among them are thinner valve stems, which combined with the solid shim-type lifters (instead of heavier hydraulic self-adjusting tappets) serve to reduce the valves' mass, allowing engineers to relax the valve-spring rate and reduce the subsequent noise from the valves striking their seats.

The new UE electronically controlled five-speed transmission is the exact same box as the UE four-speed installed in the old ES, but with revised clutching that provides an extra overdrive gear. The only problem is that now that it has two overdrives, the transmission is reluctant to give them up.

More-urgent downshifts would be welcome (although it may affect the heart rate) via a sport/images/media/61/assets-imagejpg-photos-inline-image.jpgeconomy button and some extra lines of software code. These buttons used to be on almost every Toyota product. Where did they go?

The new ES isn't any friskier on the skidpad, where its g performance sat just to the left of the old car's posting. On the other hand, the brakes showed a small improvement. The new ES's foot stop from 70 mph was generated with a reliably firm pedal and represents an eight-foot improvement over the previous car's stopping ability.

Doing the two-lane twist, the ES moves with aplomb. On our test vehicle, which lacked the $ variable-rate shocks (which actually cost $, as they must be ordered with the $ stability control and $ HID headlights), the ride cleaves toward lush. But enough high-frequency tremors make it up the seat mounts to give the impression of a suspension at work. A Lincoln Town Car this isn't.

The front-wheel kingpin axis now lies forward of the wheel center, a design trick that adds some starch to the steering in straight-line runs and gives more lively turn response. Overall, the ES's steering is still insulated, preferring secrets to confessions. But the weighting seems appropriate to the car's capability, and the understeer trigger actually feels pushed a notch or two up the speed scale.

TONY SWAN
To the enlightened (as a C/D reader, we assume this includes you), an automobile should furnish transport for the spirit as well as the flesh. To others, it's merely a place to while away the time between points A and B, and thus should be as unobtrusive and hedonistic as its owner's means allow. With the arrival of the cheeky little IS, the Lexus ES has been retuned to satisfy those "others" more than ever before. No longer required to deliver a minimum daily requirement of lateral g, it can be cushy, quietly elegant, and just about transparent to its occupants. That may not suit the hotspurs here at C/D , but for all those others it's damn near perfect.

DANIEL PUND
My mother-in-law told me the other night that "the Lexus is the best car." This, after driving her mother's last-generation ES And for a variety of reasons that we needn't explore now, I couldn't disagree. A smoother, more comfortable, silkier operator doesn't exist for anywhere near the price. History would indicate it's probably less likely to break on you than anything else. Still, you'd never catch me in this sand-colored tuber. Lexus of late seems to have an unnatural interest in root vegetables. The SC is an Idaho russet. The RX is clearly a rutabaga. But this new ES, it's a yam. Definitely a yam.

PATTI MAKI
This is one smooth car. Thirteen years later we have a "downmarket" Lexus that is nearly the equal of the original LS in size and luxury appointments, and this V-6 even bests some of the old V-8's performance. And get a load of this nav system: It's decipherable on the first try! I managed to program my home as a destination before I got home! The ES's Mystic Gold paint is gorgeous. The California walnut "genuine wood" trim is something to see in bright sunlight; it takes on a burgundy cast that is breathtaking. Now, if Lexus could just dial in a bit of ride control, because wallowing and floating like an old land yacht is no longer a desirable luxury trait.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io

Sours: https://www.caranddriver.com/reviews/a/lexus-esroad-test/
  1. Electric green foams release date
  2. Mks sgen l v1 0
  3. Phoenix cruiser for sale
  4. Black horse stables wellington fl

New Car/Review

Lexus

SEE ALSO: Lexus Rover Buyer's Guide

By Matt/Bob Hagin

SPECIFICATIONS Manufacturer's Suggested Retail Price $ 31, Price As Tested $ 36, Engine Type DOHC valve Liter V6 w/SPFI* Engine Size cid/ cc Horsepower @ RPM Torque (lb-ft) @ RPM Wheelbase/Width/Length "/"/" Transmission Four-speed automatic Curb Weight pounds Fuel Capacity gallons Tires (F/R) /65R15 V-rated Brakes (F/R) Disc (ABS)/disc (ABS) Drive Train Front-engine/front-wheel-drive Vehicle Type Five-passenger/four-door Domestic Content XXX Coefficient of Drag (Cd.) PERFORMANCE EPA Economy, miles per gallon city/highway/average 19/26/23 MPH seconds 1/4 (E.T.) seconds @ mph Top speed mph * Sequential multi-port fuel injection

(Bob Hagin remembers when a luxury car marque had to have a pedigree a yard long to be taken seriously. Matt Hagin reminds his dad that things move too fast today for success to take half a century.)

MATT - The Lexus line burst on the luxury car market a decade ago and it was a success right out of the box. But as the upscale branch of the methodical Toyota company, Lexus had a big advantage in that its parent had already developed a reputation for quality and reliability. Lexus simply had to take the ball and run with it.

BOB - And it did it on its own. Franchises weren't handed out to Toyota dealers as a sideline to selling Celicas and pickups. Originally, the Lexus line consisted of a big rear-drive V8 sedan and a smaller front-drive V6 four-door but the lineup now includes an SUV and a sports sedan. Our ES is mid-sized with room for four adults and enough luggage space for a weekend trip. The low trunk lift-over makes packing stuff back there lots easier. The interior of our test rig was trimmed in leather which is a pretty pricey upgrade at $ but it includes the Homelink setup and a couple of other fancy gadgets. It's pre-wired for a cell phone system, of course, and the steering and seat position memory system adjusts the side mirrors, too. They're heated and the one on the driver's side has a built-in dimming device that prevents the headlights on cars to the rear from blinding the driver.

MATT - One of the factors on this Lexus that I found kind of eerie is that it's almost silent on the road and that there's almost no wind noise. The engine is basically the same one that's in the Toyota Camry but with a few updates that increase the power. As a mechanic, I was impressed by the fact that even though the compression ratio is very high at to-one, the ES engine can get by on a diet of octane fuel. It's an all-aluminum V6 that profits from an updated variable camshaft timing system that lets the unit develop most of its power at very low rpm. The horsepower is rated at and pulls the pound sedan along a very rapid rate. The 0-to mph time is only seconds which is very quick for a boulevard cruiser.

BOB - And that's exactly how Luxus wants this ES to be considered. It has MacPherson strut suspension at both ends and while our car had an active suspension system that adjusts the shock rating to match the road condition, it's not a sports sedan. If it's pushed into a fast turn too fast, it begins to understeer at which time its traction control system senses that the car isn't going in the direction the driver is pointing it and adjust the power and braking system go get things right again. Another system that keeps the driver from getting into more trouble than he or she can get out of can sense that the driver isn't applying enough pedal pressure in a "panic" stop and increases hydraulic pressure to just short of a brake lockup. These are the types of ancillary system that the driver hopes is never needed but is mighty glad it's there if the need arises. Back when it first cam out, the ES model could be had with a five-speed stick-shift but now it only comes with a four-speed automatic.

MATT - That's indicative of the type of buyer Lexus is aiming for. A buyer can order "performance" inch wheels and tires but the ES really isn't that kind of a car. Its pretty much unchanged since it was redesigned and revitalized in '97 but it's design is still not dated. Lexus had developed a reputation for refining the most minute details and the Lexus is even equipped with a small tool kit and a built-in box of first aid items. I can understand the bandages and that sort of thing, but I can't picture a Lexus owner doing much roadside repairing with the onboard tools.

BOB - I have ambivalent feelings about the headlights. I like the idea that they stay on for 20 or seconds after the driver locks up the car at night but the blue-tint high-intensity lights take some getting used too.

MATT - Dad, I'm beginning to think that you've only recently gotten used to the sealed-beam headlights that came out in

 

Sours: https://www.theautochannel.com/vehicles/new/reviews//gaphtml
I bought a 2000 Lexus ES300 for $1000!

Lexus ES Reviews

Introduction

The ES is the entry-level ticket to the Lexus experience. And all of the Lexus experience is here. The Lexus ES is arguably the most refined automobile in the so-called near luxury class -- sedans that range in price from about $29, to $36, Athletic reflexes make it fun to drive. And it's an attractive car. 

For , the ES gets a minor styling update in the front end, plus host of safety, convenience, and luxury enhancements. It received a new powertrain for  

Throw in dealer satisfaction that's consistently rated among the very best, and the ES proves tough for other car builders to match. Over the years the ES has performed with such appliance-like efficiency that auto critics have made vague claims about its lack of soul. This could be another way for critics to say they couldn't find much wrong with the car. 

Lineup

The Lexus ES retails for $31, Only one model is available, which comes with a liter V6 coupled to a four-speed automatic transmission. 

Please consider allowing Autoblog.

Hi! We notice you're using an ad blocker. Please consider allowing Autoblog.

We get it. Ads can be annoying. But ads are also how we keep the garage doors open and the lights on here at Autoblog - and keep our stories free for you and for everyone. And free is good, right? If you'd be so kind as to allow our site, we promise to keep bringing you great content. Thanks for that. And thanks for reading Autoblog.

Here's how to disable adblocking on our site.

  • Click on the icon for your Adblocker in your browser. A drop down menu will appear.
  • Select the option to run ads for autoblog.com, by clicking either "turn off for this site", "don't run on pages on this domain", "allow this site" or similar. The exact text will differ depending on the actual application you have running.
  • Refresh the Autoblog page you were viewing. Done!

Hey again!

You still haven't turned off your adblocker or allowed our site. It only takes a few seconds.

You must be logged in to perform that action.

Sours: https://www.autoblog.com/buy/Lexus-ES+/expert-review/

Lexus review 2000 es 300

Lexus ES

The ES is the entry-level ticket to the Lexus experience. And all of the Lexus experience is here. The Lexus ES is arguably the most refined automobile in the so-called near luxury class &#; sedans that range in price from about $29, to $36, Athletic reflexes make it fun to drive. And it&#;s an attractive car.

For , the ES gets a minor styling update in the front end, plus host of safety, convenience, and luxury enhancements. It received a new powertrain for

Throw in dealer satisfaction that&#;s consistently rated among the very best, and the ES proves tough for other car builders to match. Over the years the ES has performed with such appliance-like efficiency that auto critics have made vague claims about its lack of soul. This could be another way for critics to say they couldn&#;t find much wrong with the car.

Model Lineup

The Lexus ES retails for $31, Only one model is available, which comes with a liter V6 coupled to a four-speed automatic transmission.

Walkaround

The ES remains the least expensive and most popular car in the Lexus line. (Only the RX sport-utility out-sells the ES )

The ES shares its basic architecture with the highly competent Toyota Camry, but it is far more polished and more luxuriously trimmed. The ES was introduced in late , and by now the look is familiar: frame-less windows with a blacked-out center pillar that creates the impression of a coupe; aggressive, multi-refractor headlights; perfectly matched body seams and gem-like paint.

For , the front fascia gets massaged with a new grille, featuring a wider chrome frame and two chromed horizontal bars instead of three black ones. The front bumper has been reshaped to present a more chiseled look, while High-Intensity Discharge headlights are a new option. In back, redesigned tail lamps now use clear lenses. The sharpened stance can be enhanced further with new optional inch alloy wheels.

The liter, valve V6 carries over from last year with horsepower and foot-pounds of torque at rpm. Equipped with variable valve-timing (VVT-i), the engine provides strong low-rpm power, often a weakness with four-cam, multi-valve engines. About 80 percent of peak torque is available from rpm all the way to the tachometer&#;s redline. So, no matter how fast the car is going when the driver steps on the gas, it gets going faster in short order.

An electronically controlled four-speed automatic transmission is standard, as are anti-lock brakes and traction control. Front side-impact airbags that deploy from the seat bolsters are standard along with dual front airbags.

The ES offers a sophisticated electronic skid-control system as a $ option &#; something that until recently was reserved for much more expensive cars. The Lexus Vehicle Skid Control system uses a fast computer and sensors in the wheels and steering column. When it anticipates the car is about to go out of control, the system decreases engine power or applies braking force to individual wheels to help keep the car pointed straight. An addition to the system for is Brake Assist. This feature interprets a quick, hard application of the brake pedal as emergency braking. If the driver is not pressing on the brake pedal hard enough to activate the anti-lock brakes (a common occurrence in accident situations), the system supplements the applied braking pressure to ensure maximum stopping performance.

At its base price, the ES is fairly well equipped, and its strengths still shine through. Yet with the preferred options on our test car, including leather, a moonroof and CD changer, the price increases by $5,

Interior Features

The ES provides plenty of space for large adults in the front seats. The back seat comfortably accommodates three children, or two adults in stretches up to an hour. For , the rear seats are recessed more, giving the driver a better field of view out the back. The trunk is larger than many in the class with plenty of room for a couple of golf bags.

One of the Lexus trademarks has been superior fit and finish for its dashboards, door panels and other interior surfaces. The ES meets that standard. None of the plastic or vinyl surfaces look hard, brittle, or cheap. Judicious use of walnut trim and an outside temperature indicator add an expensive feel. The electroluminescent gauges pop in the brightest sunlight, yet are easy on the eyes in pitch dark. Nearly all switches fall intuitively to grasp with little distraction, and they work with a firm, satisfying click. Unfortunately, the memory buttons for the driver&#;s seat are an exception. They&#;re small, located on the side of the seat bottom, and troublesome to work in the dark.

Most manufacturers still mount their CD changers in the trunk. Lexus, on the other hand, has found a way to put the ES &#;s changer in the dash, within easy reach of the driver or front passenger. And there&#;s still adequate storage space for odds and ends in the cabin.

Improvements to the interior for include an Automatic Sound Level feature on the stereo, which adjusts volume according to ambient noise, and an auto-dimming electrochromic inside rearview mirror and driver&#;s side-view mirror. Optional heated seats now feature two temperature settings.

Driving Impressions

Smooth, smooth, quiet and smooth. That&#;s the overriding impression one takes from the ES , whether it&#;s compared to a Mercedes-Benz C, an Audi A4 or an Oldsmobile Aurora.

Noise and vibration control in the ES cabin matches cars that cost $10, more. Its degree V6 engine design is inherently smoother than a degree V6. Lexus takes that a step farther with electronically controlled engine mounts that change dampening rates as engine speed changes.

With variable valve timing, there&#;s a deep well of torque at all engine speeds. Off-the-line response is excellent, and the ES &#;s mph times (in the low eight-second range) rank near the top of the class. Jab the accelerator at around 45 mph, and the transmission drops to a lower gear immediately. The ES accelerates with a nice shove in the small of the back, and 75 mph arrives in a whoosh. Its V6 is so smooth and torquey that enthusiast drivers will pine for a manual transmission.

Of course, the enthusiast driver might prefer rear-wheel drive, because it allows a car to be turned consistently using the gas pedal. The ES &#;s basic handling trait is understeer &#; a nice, safe condition that intuitively tells the driver to back off if he or she goes too fast into a corner. Its steering is a bit slower than that on some sports sedans, and its all-season tires limit grip in ideal conditions. Yet given those limitations, the ES is surprisingly responsive when pointed down a fast, twisting road.

Tight, solid body structure is one reason. A strong unibody limits flex, and allows the ES &#;s MacPherson-strut suspension to keep the tires firmly planted during aggressive cornering. This sedan doesn&#;t lean excessively through curves, and it remains stable and predictable when it changes direction quickly and repeatedly. No, the ES isn&#;t as playful or responsive as a BMW 3 Series. But the Lexus is good, clean fun, and it accelerates as fast as or faster than a number of other European sports sedans. Anyone who claims the ES isn&#;t sporty is either driving way too hard or not hard enough.

Occupants travel in quiet, unruffled comfort in the ES , never jarred by expansion joints in the pavement. The refinement level goes up another notch this year with the optional ($) Adaptive Variable Suspension system (AVS). The system continuously changes each wheel&#;s shock absorber damping rate in response to road conditions, vehicle speed, and driver inputs. It also allows the driver to select a &#;sport&#; or &#;comfort&#; ride characteristic. Upgrades like this show that Lexus is constantly tweaking the ES to offer additional sophistication.

Summary

For the price of a well-optioned ES , you could buy a larger car, or one with a more powerful V8 engine, or one that sticks to the pavement longer in a high-G turn. You could buy a sedan that appears to have as much equipment and similar specifications for several thousand dollars less. But you might not find one with the balance of comfort, luxury, performance, refinement and quality finish as the ES It&#;s not hard to understand why this sedan is one of the best sellers in its class.

If you&#;re shopping for a $35, sedan, the ES is worth a look, no matter your tastes or predilections.

Model Line Overview
Model lineup:ES ($31,)
Engines:liter dohc 24v V6
Transmissions:4-speed automatic
Safety equipment (standard):dual airbags, front side-impact airbags, traction control; optional Vehicle Skid Control with Brake Assist
Safety equipment (optional):N/A
Basic warranty:4 years/50, miles
Assembled in:Kyushu, Japan
Specifications As Tested
Model tested (MSPR):ES ($31,)
Standard equipment:ABS, traction control, power windows, cruise control, remote keyless entry, tilt steering, watt AM/FM stereo cassette with seven speakers, power front seats, heated power side mirrors, automatic climate control
Options as tested (MSPR):Leather interior trim with driver's seat memory and integrated garage door opener ($1,), in-dash six-CD changer ($1,), power moonroof ($1,), heated front seats ($), electronic skid control ($), trunk mat ($65)
Destination charge:$
Gas guzzler tax:N/A
Price as tested (MSPR):$
Layout:front-wheel drive
Engine:liter dohc 24v V6
Horsepower (lb.-ft @ rpm): @
Torque (lb.-ft @ rpm): @
Transmission:4-speed automatic
EPA fuel economy, city/hwy:19/26 mpg
Wheelbase: in.
Length/width/height:// in.
Track, f/r:/ in.
Turning circle: ft.
Seating Capacity:5
Head/hip/leg room, f:// in.
Head/hip/leg room, m:N/A
Head/hip/leg room, r:// in.
Cargo volume: cu. ft.
Payload:N/A
Towing capacity:N/A
Suspension, f:Independent
Suspension, r:Independent
Ground clearance: in.
Curb weigth: lbs.
Tires:P/65VR
Brakes, f/r:disc/disc
Fuel capacity: gal.
Unless otherwise indicated, specifications refer to test vehicle. All prices are manufacturer's suggested retail prices (MSPR) effective as of January 23, Prices do not include manufacturer's destination and delivery charges. N/A: Information not available or not applicable. Manufacturer Info Sources: - www.lexususa.com
Sours: https://www.newcartestdrive.com/reviews/lexus-es/
2000 Lexus ES300

After he reached her slit, he took. Off her panties and spread her hips to the side. And a picture appeared before him, which I also saw. My wife was lying naked, in front of some man, her lips were parted, and juices flowed from her.

Similar news:

But I'm far from ugly. High, third breast size, big elastic butt, long athletic legs (it's good that my parents forced me to play sports since childhood). But on the other hand, I never put on makeup, dressed in gray, shapeless clothes, and therefore the guys ignored me.



735 736 737 738 739