Lexus LC 500h 2021 Review

The Lexus LC is a 2+2 coupe and arguably the hero car in the Lexus range. Two powertrain variants are available: the V8-engined LC 500 and the petrol-electric hybrid V6-engined LC 500h, both driving to the rear wheels.

The Lexus LC 500h on test for this review employs a very advanced transmission to run a large-displacement petrol V6 and two electric motor/generator units, either independently or together.

It’s a vehicle that invites the driver to explore its performance envelope, and can accelerate from 0-100km/h in 5.0 seconds, so the hybrid powertrain may not actually save you a lot in fuel at the bowser.

We don’t want to use a pejorative phrase like ‘virtue signalling’ to describe the aspirational values of LC 500h owners. But there certainly is an element of conveying an environmentally-friendly message while reaping the benefits of a car that is very luxurious, quite dynamic and really eye-catching, all in the same package.

And Lexus is working towards a successor to the LC which will be even greener.

To my mind, the car that comes closest to the LC in terms of overall ability and style – the Jaguar XK – is no longer available from new. And there never was a Jaguar that’s Euro 6-compliant and delivers the LC’s performance while also sipping fuel at an official rate of just 6.7L/100km.

So the Lexus LC 500h certainly fills a solitary niche in the market.

For 2021, the price of the Lexus LC 500h has dropped slightly to $193,925 plus on-road costs, due to a change in the way the luxury car tax is calculated.

As the hybrid LC consumes just 6.7L/100km, it doesn’t incur luxury car tax for the component of the car’s price below $79,659, due to the green car dispensation that applies.

Despite the reduced luxury car tax payable for the hybrid, it’s just $345 lower in price than the conventional V8-engined LC 500 (from $194,270 plus ORCs), reflecting the cost of extra technology in the hybrid.

The test vehicle came equipped with an optional Enhancement Pack, costing $15,000 extra and taking the as-tested price to $208,925.

This pack comprises dynamic rear steering (DRS), variable gear ratio steering, an active rear wing, Alcantara and leather-accented upholstery for the front seats, 10-way power-adjustable sports front seats, a carbon-fibre roof, carbon-fibre scuff plates and a torque-sensing (‘Torsen’) limited-slip differential.

The Torsen diff is standard for the LC 500, but is part of the option pack for the hybrid model.

Lexus currently sells the LC with a four-year/100,000km warranty, which includes roadside assistance for the same period, but from next year the Japanese brand will cover its entire range for five years/unlimited kilometres.

Service intervals for the LC 500h are 15,000km or 12 months apart, whichever occurs first.

Encore Platinum membership for three years is standard with the LC 500h. This provides owners with four Lexus ‘on demand’ bookings, each up to eight days at a time – 32 days in total driving another Lexus product.

Membership also includes valet parking passes for participating shopping centres.

The 2021 Lexus LC 500h is more a touring car than a sports car, as we’ve noted before of the V8-engined LC 500 convertible. But the hybrid coupe remains a pretty competent machine when the driver starts flinging it around, and it’s not slow in a straight line either.

The V6 is punchy in Sport or Sport+ modes without being raw; yet it’s more gentile still in the Normal, Eco or Comfort settings.

Drawing on petrol and electric power in unison, the LC 500h gets up and flies, with the stability control working overtime on wet roads just to keep the car tracking straight.

With its impressive traction the LC 500h moves pretty well for a rear-wheel drive car on a compromised surface.

The engine will rev to about 6600rpm, and lay down a howl as the revs climb. It does drone slightly, due to the continuously variable element of the transmission, but that’s barely noticeable until the engine is working really hard in a higher ratio.

Driven more sedately, the powertrain of the LC 500h is quiet at 100km/h (equivalent to 1000rpm), with just some noise from the 21-inch Michelin tyres prevalent at that speed.

Fuel consumption over the course of a 70km test drive was 10.3L/100km.

The unusual transmission combines epicyclic and continuously variable elements for a ‘hybrid’ transmission with 10 forward speeds. Lexus recently tweaked the transmission for improved response, and it must be said that the transmission does seem to react quicker when the driver demands downshifts using the paddles.

It’s also adaptive, staying in lower ratios on descents for more engine braking and brake energy recovery.

Left in Drive and any of the non-sport modes, the transmission is smooth, although there’s the occasional bump and thump when the engine cranks up while the vehicle is on the move in EV mode, or if the driver lifts off the accelerator as the transmission is shifting.

It’s something we’ve noted previously: an unfortunate adjunct of squeezing two types of transmission into the one case.

The steering of the LC 500h is light and direct in Normal mode, loading up some weight in the Sport modes.

While the brakes were strong and effective, the pedal was a bit soft under foot. That does mean you can bring the LC 500h to a gentle halt when you’re not driving the car at maximum attack.

On a greasy section of road the car’s weight was apparent under brakes and in bends. Interestingly, its natural handling trait is oversteer, the LC 500h stepping out at the rear on one particular bend with power applied at the apex.

This was not hoon-induced drifting, just a gentle build-up of speed from powering on around the apex. The stability control did intervene appropriately, keeping the LC 500h on course without washing off speed.

Set the suspension to Comfort mode and the LC 500h is undeniably softer over dips and troughs on country roads. It’s a better option than staying in ‘Normal’ mode, which might be a little too firm for roads like these.

In either Normal or the two Sport modes, the LC 500h does feel slightly firmer than the norm for Lexus cars and SUVs, but the spring and damper rates in these modes remain fairly comfortable.

The headlights were fine on low beam, as we noted of the convertible, but similarly, the automatic high beam assist is not as sophisticated as other systems from Europe.

Frequently, the system was failing to detect cars approaching intersections from the left, or else it was leaving it too late to dip the lights for oncoming cars.

There is one aspect of the system that redeems it: flicking the indicator stalk back will temporarily dip the lights at the approach of another car, but the system will automatically return to high beam after a few seconds.

Target buyers for the 2021 Lexus LC 500h will be extroverts. They are people who won’t mind being bailed up on a footpath to explain to onlookers what makes this car so special – quite apart from the stunning visual presentation.

I feel on safe ground stating that because that’s exactly what happened to me when I parked the Lexus in the street one day.

Apart from being outgoing types, the typical LC 500h buyer will appreciate this car for its art deco-style interior and they’ll feel better about having struck that perfect compromise – a car that looks great, is kinder to the environment and is both enjoyable and comfortable to drive.

Naturally, they’ll be cashed-up buyers, possibly without kids. Or else the Lexus will be a second car for the occasional weekend jaunt, or a drive along the nearest affluent shopping strip to impress passers-by.

Yeah, for all its undeniable qualities, the LC 500h is a car for people who like to show off.

There is a lot to like in the 2021 Lexus LC 500h, starting with the fantastic interior; the cabin feels downright opulent.

Whether you like the colour scheme or not, the ‘Khaki Metal’ metallic paint – a new colour for this model year – co-ordinates nicely with the Ochre (tan) leather and Alcantara upholstery inside.

The seats are great, complete with the three-position seat memory function and adjustable lumbar support for the driver’s seat, making these possibly the best buckets in the entire Lexus product portfolio.

It all contributes to the nice driving position too, although the electric parking brake switch is tucked away out of sight, underneath the dash on the left of the steering column. Most of the time you won’t even need to know where it is.

I’ll throw in my usual gripe about the haptic infotainment controller and balance that with praise for the voice command facility and the switchgear on the steering wheel for the trip computer, the audio system and the cruise control. All easy to use.

At the heart of the infotainment system is a 13-speaker Mark Levinson audio system and 10.3-inch display. There’s Apple CarPlay and Android Auto connectivity as well, along with satellite navigation.

Some aspects of the ergonomics and accommodation won’t meet with the approval of some prospective buyers. Just one (lidded) cup holder at the furthest end of the centre console is hard for the driver to reach and it’s not very generous.

There is a square receptacle that’s nearer and can double as a cup holder, and there’s some limited storage for knick-knacks in the door bins. But the overall impression of the Lexus from inside is that it’s an uncompromising design from a practicality perspective.

That continues in the rear seats, which are not really suitable for teenagers, let alone adults of average height.

Similarly, the boot space is adequate for a few days’ worth of shopping at best, despite the tyre repair kit in lieu of an actual spare tyre.

Does any of that matter though? The LC 500h’s strength is what it represents to aspiring buyers: a stylish and luxurious flight of fancy on eco-friendly gossamer wings.

How much does the 2021 Lexus LC 500h cost?
Price: $193,925 (plus on-road costs)
Engine: 3.5-litre six-cylinder petrol-electric hybrid
Output: 220kW/348Nm (electric motors – 132kW/300Nm; 264kW combined)
Transmission: Four-speed planetary gearset and CVT automatic
Fuel: 6.7L/100km (ADR Combined)
CO2: 152g/km (ADR Combined)
Safety rating: Not tested