Lexus LC 500 2017 Review - International

It was first unveiled as the LF-LC concept car at Detroit four years ago, but now the Lexus LC coupe has been officially launched as a production model. Spearheading a 'brand transformation', the LC is to be sold here in two variants – the V8-powered LC 500 and LC 500h (a V6 hybrid). Lexus is currently saying little about local pricing, but has confirmed the slinky coupe is scheduled to arrive here in May.

A Lexus exec presenting the new LC 500 coupe during the car's global launch last week applied the phrase "seductive technology package".

While cynics might be sceptical of sentiments like that, there's a kernel of truth to it.

Features that signal Lexus has arrived as a builder of sports/GT cars include the rear spoiler that deploys at 80km/h, the 3D-look tail lights (with recursive mirrors) and the compact LED headlights. And these – along with the 10-speed automatic transmission for the V8 – all tie in with that 'seductive technology' ideal.

And seduction works in both directions, with Lexus finally seduced by the modernity of the lithium-ion battery, which is specified for the LC 500h, not the usual nickel-metal hydride battery type so beloved of Lexus and its parent, Toyota.

In another move away from conventional 'Hybrid Synergy Drive' thinking, the LC 500h has a continuously-variable transmission, but it's coupled through a motor/generator unit to a conventional gear cluster with four forward speeds, effectively doubling the number of ratios available and endowing the car with 'stepped' operation.

But the highlight of the LC model range is the LC 500's beguiling V8 and snappy 10-speed automatic – a transmission that rivals ZF's eight-speed automatic for shift speed.

The V8 starts with a snarl and crackles on the overrun. It is, in fact, most unlike a typical Lexus engine, but it does remain very quiet and refined when cruising.

While there's enough torque for effortless driving around town, the V8 is equally at home working in the upper reaches of the rev range when pushed hard. Both the V8 and the 3.5-litre V6 of the hybrid LC 500h provide performance to meet the needs of most buyers. Lexus claims both drivetrain variants will run to 100km/h in less than five seconds.

The V6 actually produces peak power lower in the rev range, and torque tops out just 100rpm higher than the V8. But on the track – and despite the supplemental torque from the electric motor – the V6 felt just as peaky as the V8, but without the same straight-line acceleration. While it's not in the same league as the V8 for charisma, the V6 engine emitted a surprisingly throaty rasp and revved cleanly up to the redline.

Despite the best efforts of the LC project team, the LC 500h does shift up through the gears exhibiting some 'rubber band effect' with the throttle wide open. Driven more sedately, the hybrid-drive transmission isn't as easy to pick as a CVT.

Around the track at Monteblanco, Spain, the V8 could catch the hybrid in a straight line, and was a little neater through the bends. The hybrid's V6 delivered commendable power and torque, but it was hamstrung by the unconventional transmission, which was prone to change up or kick down at inopportune times.

Driving time on the track was limited, but with hindsight it would have been useful to try the hybrid in manual-shift mode. The hybrid's drivetrain had the potential to unsettle the car mid-corner, whereas the V8 would allow finer increments of power to be fed carefully to the wheels without requiring the same level of finesse from the driver.

On the wet track that translated to the tail of the car gently breaking loose, but it was held in check easily with the assistance of the torsen (torque-sensing) limited-slip differential and the advanced stability control, VDIM.

We're told the 10-speed automatic transmissions in the V8 models tested were pilot-build units, which would explain why they occasionally shifted back three cogs on kick-down, accompanied by a solid slam. Lexus owners won't be happy with this if the transmission is not recalibrated prior to the LC entering full production. That said, however, there's no denying the 10-speeder shifts gear like a dual-clutch transmission – very fast and fairly smoothly, other than those occasions when it is kicking down to a much lower ratio.

Brakes felt very reliable in the V8, but there was some woodenness in the hybrid's pedal – which was to be expected. Around the circuit at Monteblanco both cars delivered strong and dependable braking in the wet and from quite high speeds.

While the LC is a good steer by Lexus standards, and certainly easy enough to place precisely on the road, it's more a grand tourer than a sports car. The steering response was slower than I recall of Jaguar's F-TYPE, to use one example, and both cars were prone to scrub the front tyres around the track if the entry speed were too high. All that said, if you'd never driven the V8 LC, the hybrid would be a revelation.

Ride quality was highly commendable in the LC 500h, which ran on 20-inch Bridgestones. Earlier in the day the LC 500 rode slightly sharper, on 21-inch Michelins. Lexus is understood to be specifying 21-inch wheels only for Australia. The V8 was still a comfortable ride in most circumstances, but was caught out slightly by sudden impacts.

With so much adjustment on hand, the LC 500 delivers an excellent driving position. The instruments are highly legible, but I was still pinning down some of the different trip computer functions by the end of the drive. The Head-Up Display is a real asset and the sports seats sampled were very comfortable without compromising support and lateral hold. There was plenty of bolstering around the sides of the base and the squab, but they were smoothly shaped for touring comfort and easy entry and exit. Two types of seats will be available for the LC 500 and 500 h, but we only got to try the sports seats, not the luxury seats.

Lexus has made some definite improvements in the overall design of the interior from what we've known in other models from the stable. It's an attractive cabin, with plenty of colour and trim options on offer. Most controls are simple to use (once you're acclimatised to an indicator stalk on the left of the column of a right-hand drive car in left-hand drive Spain.

The parking brake is parked out of sight under the dash, left of the steering column – just like the GS. If you don't need to use it, you might never know it's there. Lexus has dropped its unpopular haptic controller for a touchpad system, which is something of an improvement for basic functions, but won't work well for manually writing an address using the left hand in right-hand drive countries like Australia.

Rear-seat accommodation is occasional at best and, with the sunroof fitted, was too confined for me – someone less than 180cm tall. Young teenagers might survive back there for a quick run down to the shops, but not for longer journeys. There's not a lot of legroom either, if the front-seat passenger is of average height. At least the seat-return memory will automatically roll the seat forward if its movement aft is impeded by the rear-seat occupant's shins.

Another concern for passengers seated in the rear is the lack of adjustable vents.

But it's to be expected that a sports coupe will not provide the same level of practicality and roominess as a family car.

What the LC 500 and 500h have now shown is that Lexus can bridge that divide between the brand's traditional virtues and the renowned driveability and cachet of a European prestige brand.

More please.

2017 Lexus LC 500 pricing and specifications:
Price: TBA
Engine: 5.0-litre eight-cylinder petrol
Output: 351kW/540Nm
Transmission: 10-speed automatic
Fuel: TBA
CO2: TBA
Safety Rating: TBA

2017 Lexus LC 500h pricing and specifications:
Price: TBA
Engine: 3.5-litre six-cylinder petrol and electric motor
Output: 220kW/348Nm
Transmission: CVT and four-speed automatic
Fuel: TBA
CO2: TBA
Safety Rating: TBA

Also consider:
>> Jaguar F-TYPE R RWD (from $228,906 plus ORCs)
>> Mercedes-AMG GT S (from $295,000 plus ORCs)
>> Porsche 911 Carrera (from $239,500 plus ORCs)