2018 Lexus LC 500 and LC 500h Test Drive & Review – The new LC coupe isn’t concerned with performance numbers, and you shouldn’t be possible. Despite some imperfections, the LC 500/500h offer a luxury encounter nobody else at present does. Without a doubt, the quad-cam 5.0-liter V-8 (internally, the 2UR-GSE engine) churns 471 horsepower at a glorious 7,100 rpm and appears to be wonderful doing this through its multimode exhaust. It is heartening to find out that the engine features reduced-size reciprocating parts this kind of as forged connecting rods and titanium consumption and exhaust valves. The cylinder heads are equipped with variable valve timing and, based on circumstances, fuel is injected either straight into the cylinders-enabling for a high compression percentage (12.3:1)nor into the ingestion ports to enhance reduced-end response. We cannot argue that this massive, muscular V-8 is one of the very last of its kind, along with the there been online video of older features editor Jonny Lieberman’s Lexus LC First Drive, you would’ve been able to swoon over it also. You can, nevertheless, see the LC 500 and listen to its V-8 in senior citizen features editor Jason Cammisa’s Ignition episode more than at Motor Trend On Need today. But that is missing out on the level.
Got Lexus instead decreased the Lexus LFA supercar’s 4.8-liter 552-horsepower V-10 in the nose area, it might have A) submitted outstanding acceleration numbers, B) price a fortune, and C) utterly changed the LC into a various, aspirational, close to supercar group. Whatever we identified after Jonny’s race track romp, our instrumented screening, and Jason’s jaunt to Palm Springs and back again is this is a truly unique car, however, not for the reasons you may be wishing.
2018 Lexus LC 500 and LC 500h Fast Is Relative
Just look at them. With their show-car sheet steel (in reality it’s an aluminum hood, front fenders, doorways, and the trunk is produced from carbon dietary fiber-reinforced polymer (CRFP) and traditional extended-hood brief-outdoor patio grand touring dimensions (front middle of the engine actually), the LC 500 and the hybrid-powered LC 500h are indisputably gorgeous and look ridiculously fast without having turned a wheel. They are those things, but only not as soon as they show up. Comparisons are inescapable, so let’s have them out of the way first. If you got hopes of the LC 500 matching the performance of either the similarly positioned Mercedes-Benz SL550 or the likewise proportioned V-12 powered Aston Martin V12 Vantage S, you would be in the same way let down. Also if you dreamed the LC 500h hybrid was pursuing down a BMW i8 hybrid with its very similar products, you would be let down once more.
It lacks in a devoted release system (which typically boosts the transmission’s torque converter performance, but here causes a relaxed setting), so the 0-60 mph arrives in a stomp-and-go 4.8 seconds in the LC 500, and the quarter mile shows up in 13.2-second at 110.2-mph. Wheelspin is minimal with traction control disabled. Anything under 5 seconds to 60 mph is “quick” in our guide, however, not what we’d contact sports car fast. (Test driver’s remarks reveal that the best run was accomplished in Normal mode with the transmission in Drive, as opposed to Sports setting or manual moving.) These performance results put the Lexus about a fifty percent-second powering the Aston Martin V-12 Vantage S. What’s more serious is that the LC 500 is nearly a second astern of a 2013 Mercedes-Benz SL 550 from four years back. Curiously, the LC 500 is also more slowly than the quickest Lexus GS F sedan (by 0.4 sec) and Remote control F coupe (by 0.5 sec), each with a before 467-hp version of the very same 2UR-GSE V-8.
Why are these cars not as fast as we’d hoped? For one point: the ground under them. The LC 500’s 4,370-pound and LC 500h’s 4,471-pound curb dumbbells (as-analyzed) play a component. The final Lexus LS 460 sedan tipped our 4-area scales at 4,466 pounds. In spite of tries to lose pounds, these are heavy cars. Remarkably, they never feel hefty when you drive them. The LC 500’s weight-to-power arithmetic functions out about the same as that faster SL 550 we examined if it then made just 429 hp and considered 4,104 pounds, so there’s something else messing with the physics here. It comes down to the LC 500’s 10-speed transmission and gear ratios. The LC 500h’s difficulties require more explanation.
If the LC 500’s engine can make 471 maximum horsepower at 7,100 rpm, has a noted 168-mph (electronically limited at the top of fifth gear) top-speed and 15 (!) equipment, one would wish/imagine that those cogs’ ratios would be set instead near to one one more to help keep the engine on the boil or at best first by means of 5th would be brief, departing 6th by means of 10th with brain-numbing fuel-sipping overdrive ratios. Component of this is right: seventh gear is 1:1, and gears eight-10 are indeed overdrive, but a tall (numerically small) 2.94:1 rear-differential percentage, conspire to consider the kick out of what is potentially a spicy recipe. Even accelerating at the large open throttle, equipment one through four linger and move for an inordinate sum of time. It sounds fantastic, and there’s a distinct surge of power as the tachometer sweeps over the 4,000 tag on its approach to maximum torque productivity at 4,800 rpm. Why not upshift into that somewhat sweet spot every time? Rather, redline upshifts into gears three-five happen downslope of the engine’s torque curve thus missing out on the increase of torque.
As Jason Cammisa exhibited with photos of the actual tachometer at numerous rates of speed, first gear will take the car over 40 mph, second to 67 mph, 3rd to 89 mph, 4th to 110 mph (as it crosses the quarter-mile label and changes to fifth), and there are yet five gears staying. Seriously. It’s geared like a NASCAR four-speed plus six a lot more. In theory, if the LC 500 could push all the approach to redline in 10th gear, our calculations expose it could be moving 336 mph. For the car’s real designed objective (touch: not a dragstrip or Bonneville Sodium Flats), these gearing issues make a difference little. Bear with us.
2018 Lexus LC 500 and LC 500h Hybrid 10-Speed
Utilizing very same techniques as over (where Regular function and Drive proved fastest) and with 354-hp put together production (from the 3.5-liter 295-hp V-6 and unrated-by-Lexus electric engines) the LC 500h needed 5.3 seconds to reach 60 mph and 14.0 seconds traveling a quarter mile at 101.3 mph in sixth gear. Wheelspin from a dead stop had not been possible. Regardless of comparable mixed outputs and stunning looks, the hybrid Lexus four-seater would be left in the mirrors of the 357-hp BMW i8 because that carbon-intensive two-seat sports car is nearly 1,000 pounds lighter in weight. The BMW i8 zips to 60 mph in just 3.8 seconds and crosses the 1,320-foot tag in 12.4 seconds at 112.4 mph. No contest.
In a complex orchestra of three power sources (engine and two motor-generators) and two transmissions (a traditional four-speed automatic and a planetary gear established), the LC 500h is distinctively equally a series and parallel hybrid. Its encoding can also provide ten ahead rates of speed. The LC 500h is also the first Lexus hybrid to utilize compact, light lithium-ion electric batteries enabling LC 500h to function in EV mode at rates of up to 87 mph. The battery power package fits among the rear seats and the trunk. As a result, the hybrid loses .5 inch in rear seat legroom and .7 cubic feet in trunk volume (5.4 to 4.7 cubic feet). Ironically, the LC 500h will get a bigger fuel reservoir (22.2 gallons) to the LC 500’s 21.7 gallons. It sounded backward to us, as well, but we double-examined.
And because my test driver mind couldn’t realize it, Cammisa’s design noggin was kind enough to send out me a message detailing the interplay of these systems. I’ve posted it in this article for your perusal and amusement: “Engine power should go first to a two-motor planetary [CVT] as a regular hybrid would. MG1 [Motor-Power generator 1] fixes the drive ratio, begins the engine, and so forth. While MG2 brings the wheels. From the planetary, power goes to a traditional four-speed automatic [also known as “Auto box”]. From there, it goes to the rear differential. They do this because they’ve programmed the planetary to imitate repaired drive equipment and do not take action like a CVT.
If you be aware of the three-four shift (and six-seven, and nine-10), you will discover they feel diverse. They feel like a conventional automatic change, while the one-two and two-three transitions feel like a CVT’s online ‘shift.’” Performed you have that? It got me a handful of instances, too. However, it does appear unnecessarily complicated. It can make me enjoy the Acura NSX hybrid system’s general straightforwardness
2018 Lexus LC 500 and LC 500h Braking Systems
In each day use, the LC 500 and LC 500h’s six-piston front, four-piston rear calipers offer the comfortable feel and foreseeable response, squeezing 15.7- and 14.1-inch vented discs. The brake pedal requires little effort to start reducing, and as the instead soft pedal travels, the braking pressure is proportional and appropriate. There have been no complaints and merely compliments for the brakes until we hit the track. In our testing, Lexus’ brake-by-wire systems have already been recognized to put a covering of electronics and a slight hold off for an ABS panic stop. Remarks from tests the LC 500 rear this up: “Noticeable hold off (even worse than the 500h) among brake software and reducing. When slowing down commences, there is a lurching front-wheel skid/hope that the ABS couldn’t get kind out. As the braking system and car tires increased hotter, that lurching/skidding moved aside. Nonetheless, the ranges continued to be about the same. There’s adequate brake cooling down, so the 5th stop was the same as the first, but nothing had been what anybody would call short.” From 60 mph, the LC 500 necessary 114 feet, and the LC 500h required 112 feet or about 6 feet more than individuals competition mentioned previously.
What the LC 500/500h’s braking systems, engines, and transmissions all prosper, nonetheless, is offer low-effort, assured prevents and long-legged power. They shift effortlessly, even under full velocity, with hardly any mind-chuck org-surges. These are restrained, stately, grand touring characteristics and not individuals of an agitated sports car. There’s no mistaking that the LC is a Lexus in the way it brings. It is buttery clean and coddling in Typical, even spirited driving. Most of these cars’ purchasers, and that we anticipate there will be many from the general public effect we experienced driving them both for two days won’t give a hoot about 0-60-mph occasions. They look like a zillion buck. The LC 500 sounds fantastic especially from the outside, and that V-8 rumble is even delivered to the cabin with a resonance tube hooking up the ingestion to the firewall. The interior is a beautiful place to enjoy time with one noticeable difference.
2018 Lexus LC 500 and LC 500h The Fly In The Ointment
Where the Lexus skipped the luxury tag is with the controller for all points electronic. Fortunately, simple environment controls are simple, difficult-option adjusted. Lexus, nevertheless, insists on making use of exactly what it phone calls its Distant Touch Interface touchpad control. The joystick is eliminated, and it’s been changed with a computer mouse cushion. Real, the pad is flanked by a handful of tough-option huge-leap shortcuts (radio, press, map, and back again), plus two curler/rockers (seek/track and tune). All other fragile/discrete capabilities should be accessed/transformed with the infuriating touchpad. By the way, that knurled curler marked song only scrolls using presets. It does not work on hand tune. By hand adjusting a station (terrestrial or satellite) and preserving it to a predetermined area should be carried out with the touchpad pointer. Sadly, this functionality is logged out while the car is in action only because trying to track a station seems like a hand-eye dexterity computer game. Annoying and interest-challenging doesn’t even commence to explain the ordeal. The cursor jumps over the screen unpredictably, unintentionally landing on and selecting boxes not of your choosing about 50 percentage of the time. In addition to that, but the menus reasoning is also flawed. Adjusting the audio system’s equalizer, for example, got several minutes to find (and the Byzantine route was swiftly overlooked). On the plus side, Lexus’ speech-acknowledgement software program is excellent, when we might, we quite often resorted for that to avoid the touchpad all with each other.
2018 Lexus LC 500 and LC 500h Interior & Exterior
There was simply absolutely no way around designing an interior as beautiful as the LC’s exterior. Lexus did. The cockpit appearance and can feel like funds “L” luxury ought to. With the device panel’s latest version of slim movie transistor (TFT) display technology released in the Lexus LFA supercar, which includes its relocating central ring-the capturing lines of the dashboard merge beautifully into the contoured door panels. The leather-twisted cocoon sensing is unique, even for sporty coupes. Titanium-nicely toned steel components appear lustrous and abundant, and besides the usual 10.3-inch TFT infotainment display is a transparent panel addressing a black one adorned with 100s of tessellated “L” images that is striking and chic to express the least.
An appealing element is that driver’s, and passenger’s entrance doors are not vanity mirror photos of the other person. The passengers come with an extra seize manage that mimics the one on the central gaming system, giving that distinct double-fisted bracing possibility to stay in place. Not too one demands the handles simply because the seats are not just exceptionally comfortable, but are also uncommonly encouraging as nicely. The building of them is uncommon in that the seatback leather drapes the over the arm area and then wraps around the seat back again. The result is nearly like a leather-based hammock, and it is incredible. Though they will very likely be used for dried out washing, the rear seats are quite comfortable, as well. Expectedly small on headroom, there’s more legroom rear there (32.0-32.5 inches) than, say, in a BMW 6 Series (30.5 inches) but not quite as much as in a BMW 6 Series Gran (4-door) Coupe (35.3 inches). Neither the Mercedes-Benz SL neither the Aston Martin Vantage provide a rear seat.
2018 Lexus LC 500 and LC 500h Products
Highlights of regular equipment on both LC models consist of changeable, adaptive revocation, 20-inch forged alloy wheels, run-flat summer tires, a glass-panel roof, intelligent high-beam LED headlights, LED taillights, a 12-speaker Pioneer surround sound system, navigation, and the Lexus Safety System consisting of a collision caution/auto braking with pedestrian discovery, all-speed dynamic cruise control, and lane-departure alert with (light) keep assist. The LC 500 is listed at $92,995, and the LC 500h is at $97,505.
To our LC 500, the Performance Package with Carbon ($10,000) added variable-proportion directing, active rear steering, active rear spoiler, a full Alcantara headliner, carbon sill dishes, and eight-way power sports seats. This deluxe package includes the otherwise-$7,000 Sports Package with Carbon that is composed of a CFRP roof, 21-inch wheels, Alcantara sections in the seats (heated and ventilated up front), passenger lumbar adjustment, front/rear parking detectors, blind-spot keep track of, and a Torsen (mechanized) restrict-slip differential. A brain-up display ($900) and reasonably priced 13-speaker Mark Levinson sound system ($1,220) introduced the total to $105,115. Gulp. It’s a small nit to pick, but a blind-spot monitor, parking sensors, and eight-way adaptable seats should be regular at this price and the carbon roof a no-cost option.
Our LC 500h got just two choices: the head-up display and a Touring Package ($4,000) which includes the Label Levinson sound system, partial Alcantara headliner (as a result of the glass roof), semi-aniline (premium) natural leather seats, going/ventilated front seats with passenger lumbar, blind-spot keep track of, and parking detectors. Grand complete was $102,405.
2018 Lexus LC 500 and LC 500h Conclusion
Drive either the LC 500 or LC 500h against the time clock or counter race them towards their recognized competitors, and you’ll conclude Lexus will come up short and it does if that is your style. This is no LFA successor plus it wasn’t meant to be. We have now figured out. However, there is an LC F in the works, most likely with a twin-turbo V-8 good for 600 hp on the way. As they sit down these days, there are no like-to-like rivals to the 2018 Lexus LC 500/500h, four-seat grand touring luxury coupes, at this time. And that is fine with us.
Drive to Palm Springs, Aspen, Scottsdale, or the Hamptons, and all of a sudden the coded concept in the title of this extended-legged grand touring car is practical. It is a Luxury Coupe 5.00. (We wish hybrid was called the LC 350h because that is what it is.) In spite of their 20-21-inch wheels, quick sidewalls, and operate flat wheels, the LC’s aluminum-intense and the adaptive suspension soaks up bumps and thumps as a luxury sedan does. Their buttery directing methods offer a comfortable, calm if somewhat far away, feel the road as it glides below the car. Other than the firmer turning radius it offers, we’re not persuaded our LC 500’s recommended variable-proportion directing, and rear guide choices added or detracted from the driving experience or had been actually worth the extra expense. The interior-infotainment niggling away is a fabulous place to spend time, possibly right behind the wheel or as a passenger. Sight facial lines through the first cup are grand, and the close to noiseless operating at an everyday clip (with the V-8 burbling compounding the delight) make these excellent grand tourers. Their trunks are big enough, their fuel ranges are large sufficient, along with their audio techniques are outstanding adequate to turn any road vacation into an authentic occasion. Lexus has produced a car for the well-heeled vacationer would you instead drive and appreciate the plenty of miles to reach a five celebrity resort or chalet instead of experience airport terminal and rental car outlines. We get this car. We merely hope its performance amounts never get in the way of you getting it as well.