Exceptional Interior Quality

The morning after arriving on the Big Island of Hawaii, we finally got our hands on the LC's steering wheel. Settling into the driver's seat, the first sensation is a comfortable embrace, worthy of being called a cockpit. The driving position is extremely natural, and the seats, seating position, grip and angle of the steering wheel, and the placement of the pedals all fit the body perfectly, like a custom-tailored suit.

The TFT LCD meter, with its virtual tachometer at the center of the compact meter cluster and digital speed display within, offers excellent visibility, and the large magnesium alloy paddle shifters are highly operable. It's a space designed for enjoying driving with a true sense of unity with the car.

What was even more impressive was the sense of quality that permeated every corner of the interior. From the instrument panel and center console to the seats and door panels, everything is covered in high-quality leather and Alcantara, accented by exquisite stitching that speaks of craftsmanship.

The deep draping of Alcantara on the door panels and the precise feel of the switches create a luxurious space that, while not overly ornate, reflects a delicate Japanese aesthetic. Anyone who sits in the LC's driver's seat will undoubtedly feel, from the interior alone, that Lexus' car manufacturing has entered a new era.

Incidentally, the LC, which boasts high quality in both its exterior and interior, is produced at a dedicated assembly line in the Motomachi plant, where theLFAwas also built. It is said to be produced by specialized staff with master craftsmanship.

A Steering Feel as Delicate and Profound as Japanese Cuisine

The test drive route covered approximately 150 km, traversing the Big Island from a resort hotel in Kona on the west coast to OK Farms, a plantation in Hilo on the east coast.

We first drove the LC 500h north along the main road from Kona. To the left, the crystal-clear ocean; to the right, a rugged landscape of black lava fields; and ahead, the deep blue sky spread out beyond the windows. Amidst this indescribable scenery, we cruised at around the speed limit of 55 MPH (88 km/h).

Despite the road being somewhat rough, the ride was supple and comfortable, making us forget we were riding on large-diameter, run-flat tires. The suspension moved gracefully, meticulously following the road surface, a fact we could clearly feel. The rigidity of the floor was also high, and the sound insulation for the suspension was excellent, demonstrating the high potential of the GA-L platform.

The steering felt solid, and while it transmitted the road's texture to our palms, it somehow lacked any harshness, offering a clean feel. It's different from a Mercedes, BMW, Audi, or certainly a Porsche. If the driving feel of sports models from those regions offers a rich, steak-like satisfaction and depth of flavor, the LC's feel is more akin to the delicate and profound nuances of Japanese cuisine.

Driving Like a Lightweight Sports Car

The multi-stage hybrid system is perfectly suited to this driving philosophy of the LC. Because the motor's driving force is actively used for acceleration, the torque builds linearly in response to throttle input, allowing for extremely smooth acceleration. When the accelerator is pressed deeply, the 3.5-liter V6 unit provides a pleasant, resonant engine note, but the volume level is noticeably subdued for its performance. This cool demeanor suggests a new image for high-performance cars of this era.

What makes this powertrain so excellent is that it truly shines when driven with an engaging rhythm, actively shifting gears in MT mode. As Chief Engineer Sato emphasized, the shift speed is quick, making it easy to get into a driving rhythm. On winding roads that transitioned from straight coastal highways to gentle hills, we enjoyed driving as if piloting a lightweight sports car.

The nimble handling on winding roads is undoubtedly due in large part to the GA-L platform, which allows for ideal inertial properties. The car's response to steering inputs is remarkably pure, allowing the driver to trace the intended line with precision.

The hip point of the driver is positioned close to the vehicle's center of gravity, creating an exceptional sense of unity with the car, making it feel one or even two sizes smaller. This is noticeable not only when cornering at moderate speeds but also when making a left turn at an intersection (a right turn in Japan).

Attention Paid to the Afterglow Upon Exiting the Car

At the rest stop, we switched to the LC 500, a car that captivated us in a completely different way than the hybrid model.

The allure of its 5-liter V8 engine lies in its sharp acceleration, unique to a multi-cylinder naturally aspirated engine, and the sensual engine sound that rises in sync with the revs. As you press the accelerator, eight pistons repeatedly move up and down through explosions, their energy converted into rotational motion by the crankshaft, driving the rear wheels to propel the car forward. You can almost feel the chain reaction of energy emanating from the machinery.

The reality is that due to exhaust gas regulations, large-displacement multi-cylinder engines like this will inevitably disappear in the not-too-distant future. While the LC 500 may lack the novelty of the hybrid model, which embodies Lexus' unique worldview, it possesses an undeniable charm that stems from the fundamental joy of driving. As Chief Engineer Sato put it, 'We wanted to make it a 'true sports coupe' that car guys would love,' and this car perfectly fulfills that aim.

'We developed the LC with meticulous attention to the lingering feeling you have even after you've finished driving and stepped out of the car,' Chief Engineer Sato told us in an interview. Indeed, after finishing the test drive and exiting the LC, I found myself gazing at the car parked in the OK Farms lot, replaying each moment of the 150 km journey in my mind.

In an era where many car manufacturers worldwide emulate German cars for their high level of hardware perfection, and where the distinctiveness of each manufacturer seems to be fading, the emergence of the LC from Japan's premier premium car brand, with its acquisition of uniquely Japanese values in both design and driving dynamics—delicacy and depth—is something that, as a car enthusiast, I find genuinely pleasing.

In any case, following the debut of theGeneva Motor Showin March, how Lexus will nurture its innovative and exquisite items like the GA-L platform and the multi-stage hybrid system, including theLS500h, is something that makes the Lexus brand even more compelling. Personally, I hope for the arrival of a convertible model of the LC. Given the GA-L platform's considerable capacity in terms of rigidity, the dynamic quality should not be compromised even in an open-top body, and more importantly, I believe it would be a trump card for Lexus as it shifts towards becoming a luxury lifestyle brand.

⇒ Part 1 here

Lexus LC 500h | Lexus LC 500h
Body Dimensions | Length 4,770 × Width 1,920 × Height 1,345 mm
Wheelbase | 2,870 mm
Tread Front/Rear | 1,630 / 1,635 mm
Vehicle Weight | 2,000 kg (S package, L package: 2,020 kg)
Minimum Ground Clearance | 140 mm
Engine | 3,456 cc V6 DOHC
Bore × Stroke | 94.0 × 83.0 mm
Compression Ratio | 13.0
Maximum Engine Output | 220 kW (299 ps) / 6,600 rpm
Maximum Engine Torque | 356 Nm (36.3 kgm) / 5,100 rpm
Motor | AC Synchronous Electric Motor
Motor Output | 132 kW (180 ps)
Motor Torque | 300 Nm (30.6 kgm)
Transmission | Multi-Stage Hybrid Transmission
Drivetrain | FR
Suspension Front/Rear | Multi-link / Multi-link
Brakes Front/Rear | Ventilated Discs
Tires Front/Rear | 245/45RF20 / 275/40RF20 (S package: 245/40RF21 / 275/35RF21)
Drive Battery | Lithium-ion Battery
Fuel Economy (JC08 Mode) | 15.8 km/ℓ
Seating Capacity | 4
Price | (Standard) ¥13,500,000 (L package) ¥13,500,000 (S package) ¥14,500,000

Lexus LC 500 | Lexus LC 500
Body Dimensions | Length 4,770 × Width 1,920 × Height 1,345 mm
Wheelbase | 2,870 mm
Tread Front/Rear | 1,630 / 1,635 mm
Vehicle Weight | 1,940 kg (S package, L package: 1,960 kg)
Minimum Ground Clearance | 135 mm
Engine | 4,968 cc V8 DOHC
Bore × Stroke | 94.0 × 89.5 mm
Compression Ratio | 12.3
Maximum Output | 351 kW (477 ps) / 7,100 rpm
Maximum Torque | 540 Nm (55.1 kgm) / 4,800 rpm
Transmission | 10-speed AT (Direct Shift-10AT)
Drivetrain | FR
Suspension Front/Rear | Multi-link / Multi-link
Brakes Front/Rear | Ventilated Discs
Tires Front/Rear | 245/45RF20 / 275/40RF20 (S package: 245/40RF21 / 275/35RF21)
Fuel Economy (JC08 Mode) | 7.8 km/ℓ
Seating Capacity | 4
Price | (Standard) ¥13,000,000 (L package) ¥13,000,000 (S package) ¥14,000,000