Our test car had the Adaptable Variable Suspension, which continuously changes the shock absorber dampening rate at each wheel in response to road conditions, vehicle speed, and steering and braking inputs. The driver can switch among four stiffness settings, which might be overkill, especially since neither the firmest nor the softest were extreme. The firmest position wasn't harsh around town (although it was definitely stiff on a washboard gravel road), and the car didn't wallow during spirited cornering in the softest position. But the system is tuned very nicely, and provides a great ride under all conditions.

The ES 300 rolls on low, wide tires (P215/60R15). The four-wheel independent strut suspension is designed to minimize body roll, and strengthened subframes allow precise handling. The speed-sensitive power-assisted rack-and-pinion steering has a very nice touch: light, but with good feel, effortless around town.

The brakes, too, were effortless, yet sensitive. The first time we applied them, at 30 mph, we went, "Whoa!" We think most drivers will quickly adapt to the low effort level, and even appreciate it.

Toyota's 3.0-liter V6 was already pretty smooth, partly because the 60 degree vee between its cylinder banks was chosen for optimum balance. (Many automakers compromise with a 90 degree vee, which allows their V6 engines to be manufactured with the same tools as their V8s.) Lexus also uses sophisticated electronic engine mounts that change their vibration-dampening level as the engine speed increases.

But performance from the engine and transmission offer less to boast about. The all-aluminum, 24-valve V6 produces 210 horsepower with refinements that have made it smoother and quicker. The ES 300 accelerates decently, but it's left behind by the BMW 330i, Acura TL Type S, and Infiniti G35.

The transmission is a five-speed automatic with manual shift capability, and it's a solid advancement in technology over the four-speed automatic installed in the pre-2002 car. Aggressive upshifts are snappy, and casual upshifts are invisible, but the downshifts aren't always smooth; and we were surprised by how frequently the transmission kicked down, given the engine's healthy 222 pound-feet of torque.

The ES 300's weight distribution of 61 percent front, 39 percent rear might limit its cornering potential (that's where the Skid Control option comes in). But remember, the ES is the conservative Executive Sedan. For rakes who really enjoy driving, Lexus offers the similarly priced IS 300, with rear-wheel drive and a five-speed manual gearbox.