As Fast as a Porsche 718 Cayman

Driving a few minutes on public roads from Pacifico Yokohama, I merged onto the Shuto Expressway's Yokohane Line from Minatomirai, aiming for Daikoku Pier. Time was limited. As I passed through the toll gate, I floored it! The 5-liter V8 mounted in the front-mid unleashed a percussive roar. The tachometer needle shot up towards the 7,500rpm redline.

It feels light. Despite the car's weight, which exceeds two tons with two occupants, it handles with a sense of effortless agility. The initial acceleration is particularly striking. The Lexus LC500 easily surpasses the sensations my brain anticipates! That's precisely why it feels so incredibly light.

The 5-liter V8 engine, producing a maximum output of 477ps at 7,100rpm and peak torque of 540Nm at 4,800rpm, hasn't undergone any special modifications. Its power and torque figures are fundamentally the same as those for theGS FandRC F, as indicated by the identical engine code, 2UR-GSE. The major difference lies in the transmission. It has been further enhanced from 8 speeds to the world's first 10-speed automatic for passenger cars. A 10-speed automatic! Who would have thought such a day would come.

The closely spaced gear ratios and world-class shift speeds create a driving rhythm. The torque converter is only engaged for initial takeoff; subsequent shifts are handled by an electromagnetic clutch, providing a direct feel. With the "Drive Mode Select" set to the sportiest "Sport S+" mode, the naturally aspirated V8's capabilities, including its sound, are fully unleashed. The continuous acceleration, layered with the roar of the Lexus V8, immerses the driver in a thrilling experience akin to a movie climax.

When the throttle is pressed to the floor, the LC500 rapidly reaches speeds where the limiter engages. There's no physical hesitation. The 0-100 km/h sprint takes 4.7 seconds. It's as fast as the pure sports car, the Porsche718 Cayman. At such moments, the dramatic acceleration of the LC500 under full throttle is intoxicating. Simultaneously, its stability is astonishing. "This is a great car!" I exclaimed involuntarily.

However, reckless driving is not permitted on public roads. The brakes. The brakes! Ah, how beautiful the LC500's posture is during deceleration. Simply by moving my right foot to the left pedal and pressing it, deceleration G-force builds as all four wheels, front and rear, left and right, seem to adhere equally to the asphalt. I'm pulled forward. My entire body sinks. How comfortable that sensation is. This is a great car! Arguably the best in Lexus (Toyota) history.

Electronic Control Devices: Like Puppeteers Guiding Bunraku Dolls

Both during acceleration and deceleration, the impressive aspect is the overall balance of the vehicle. This is a benefit of the front-midship layout with its small moment of inertia. It's likely the result of Lexus's next-generation "GA-L platform" that gives the driver this impression. By positioning the heavy engine inside the front axle and employing a carbon roof and lightweight doors made of carbon and aluminum, the focus was on lowering the center of gravity. The battery is placed at the rear, even at the expense of trunk capacity. Despite being the flagship coupe of a luxury brand, a full-size golf bag won't fit in the trunk! All of this is to return to the fundamentals of driving and achieve a pure steering feel.

The vehicle's front-to-rear center of gravity, the turning center, is located near the center of the wheelbase, around the driver's thighs. According to Lexus engineers, the closer the distance between the center of gravity and the hip point, the greater the sense of unity with the car. As a result of prioritizing handling, the distance between the center of gravity and hip point achieved in the LC500 is surprisingly close to that of the Porsche 911. However, in the case of the rear-engined 911, the vehicle's center of gravity is located behind the hip point, unlike the LC.

LC500 "S package"

Descending into the parking lot at Daikoku Pier, I was captivated by the car's movement when turning the steering wheel on the large circular ramp. Indeed, it's free of extraneous sensations. The core is solid. The posture is excellent. In addition to the front-midship packaging, the "LDH (Lexus Dynamic Handling System)" electronic control device, standard on the "S package," is likely playing a significant role. Variable gear ratio steering, rear-wheel steering (DRS - Dynamic Rear Steering), and a Torsen LSD – these are technologies Lexus (Toyota) has accumulated over many years, and it can be said that they have reached their culmination with the LC. DRS, in particular, makes the driver aware of the four-wheel steering while remaining within the bounds of a natural driving feel.

For example, the puppeteers in Bunraku puppet theater stand on stage. They are physically present. Yet, the audience doesn't notice them. They are unconcerned. That's the magic of Bunraku. LDH performs its role like a hidden puppeteer. This suggests a refined sensibility from the Lexus LC development team.

The body's rigidity is on a different level from previous Lexus models. It doesn't make you aware of the massive run-flat tires – 245/40RF21 at the front and 275/35RF21 at the rear. What's remarkable is that this rigidity doesn't feel like that of a German car. While it's highly rigid, it doesn't feel like a safe.

The "LC500h" is Also Astonishing

During the vehicle introduction at this test drive event, someone – I'd like to know who – brought up the word "Budo" (Japanese martial arts). The explanation was that the car was built with a focus on "crafting a vehicle with excellent lineage, akin to the Japanese cultural emphasis on the beauty of movement found in tea ceremony, karate, and iaido."

Budo! Japan has Budo as a cultural tradition to draw upon. While gripping the steering wheel of the LC500, I contemplated the "beauty of movement."

Before starting the drive, I pressed the button to open the glove box to retrieve the vehicle inspection certificate and check the weight distribution. The lid, controlled by dampers, opened silently and gracefully, like a Noh performance. Its smooth movement momentarily took my breath away. Amazing. The trunk lid also opens with solemnity when a small round button, located near the center of the right taillight, is pressed. While a full-size golf bag won't fit there, the subtle movements of the Lexus LC, reminiscent of the Japanese tradition of opening and closing sliding doors, will be observed worldwide.

If Lexus truly aims to be a lifestyle brand, why not offer classes in tea ceremony, karate, or iaido – Japanese cultural arts – at their dealerships worldwide?

After the LC500, I also had the chance to test drive the hybrid version, the "LC500h." This too was astonishing. Lexus (Toyota) hybrids, exemplified by the Prius, have traditionally been engine-centric systems assisted by electric motors. However, there was, in my opinion, an unbridgeable gap between the internal combustion engine and the electric motor.

The LC500h is different. By integrating a transmission mechanism in series with the hybrid system, composed of a 3.5-liter V6 engine and two electric motors, the engine and motors are seamlessly unified. They complement each other, with no discernible boundary between engine power and electric motor power. While the sound, lacking the two cylinders of the V8, doesn't have the same depth, it's sharper. Though different, it offers a similarly exhilarating acceleration. The 0-100 km/h acceleration time is quoted as the same 4.7 seconds. On the other hand, while cruising at 80 km/h, I suddenly noticed the tachometer needle had stopped. The true essence of the "Multi-Stage Hybrid System" lies in its ability to make such moments go unnoticed by the driver.

While driving the Lexus LC, the phrase "天下無敵" (Tenka Muteki - unrivaled in the world) came to mind. According to Tatsuru Uchida, a martial artist with a 7th dan in Aikido and a philosopher, this phrase means "no one in the world can defeat me; everyone is a friend," and it represents the fundamental principle of a martial artist's discipline. "Unrivaled!" The Lexus LC luxury coupe has refined itself, but it's not a car built for competing on the track. Lexus has found a brilliant keyword.

Lexus LC 500h
Body Dimensions: Overall Length 4,770 x Overall Width 1,920 x Overall 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 x Stroke: 94.0 x 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
Body Dimensions: Overall Length 4,770 x Overall Width 1,920 x Overall 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 x Stroke: 94.0 x 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