Lexus LC500

[SVT666]

Did someone say this thing does the quarter in 12.9

All of its German competition is deep in the 11s

For the 3700lb muscle cars straight line performance is king but for 4000lb+ luxury behemots now its all about dynamics

Which ones are deep into the 11s?

[12,000 RPM]

Which ones are deep into the 11s?

CLS63, M6, RS7

[Payman]

Yep. 11.6, 11.7, and 11.6.

http://www.caranddriver.com/comparisons/final-scoring-performance-data-and-complete-specs-page-5-2

[MX793]

Is the standard AWD a recent thing? Because that's lame.

Relatively recent for V8 F Types.  2015 model year, I think.  Maybe 2016.  It supposedly makes the car much more manageable.  The RWD V8s were reportedly a handful.

[12,000 RPM]

O its not as bad as I thought. F type V6 is like 3450 lbs. XF V6 is 3800. Still way heavy for an aluminum car but not as heavy as I thought.

I think the 911 Carrera has finally broken its <3100lb restriction with the turbos

[SJ_GTI]

Did someone say this thing does the quarter in 12.9

All of its German competition is deep in the 11s

For the 3700lb muscle cars straight line performance is king but for 4000lb+ luxury behemots now its all about dynamics

I know you are sniping at GoCougs but the funny thing with this Lexus is that even the dynamics don't sound particularly good (compared to its competition). So its not particularly fast nor does it handle particularly well.

But it looks interesting I guess. And it sounds like it might be more comfortable than the better performers. I can see it finding a niche.

[12,000 RPM]

It will have a "better driving experience". Whatever that means.

[2o6]

I really wish you guys would shut the fuck up about this car; it's not really meant to be anything more than a big GT car directly comparable to the 650i...and so far it looks like it does that. The technical, armchair, bench racing is fucking stupid



Also, the 650i does it in 12.9 seconds. They're not "deep into the 11's" and if you've driven a 6 series you'd know that most don't give a shit.

[Payman]

I really wish you guys would shut the fuck up about this car; it's not really meant to be anything more than a big GT car directly comparable to the 650i...and so far it looks like it does that. The technical, armchair, bench racing is fucking stupid



Also, the 650i does it in 12.9 seconds. They're not "deep into the 11's" and if you've driven a 6 series you'd know that most don't give a shit.

It's ugly, it's heavy, it's overpriced, it does nothing better than its intended competition, and if you click on this link, you'll see its competition is much faster in the quarter mile.
http://www.caranddriver.com/comparisons/final-scoring-performance-data-and-complete-specs-page-5-2

[2o6]

The M6 and the sports trims of these cars are a lot different than this; Lexus benchmarked the regular variants (6 series instead of M6)

[12,000 RPM]

If this is supposed to compete agains the 650i then Lexus has an even bigger problem on its hands. I cant imagine anyone spending $10-15K more to get this over the 6. Its priced like the performance variants

[2o6]

Design may, and pricing hasnt been finalized. Hell, production hasn't been finalized.

[GoCougs]

I'm liking it. Much better looking than anything in its theorized class, and a better motor too. Thing is the Japanese are behind ze Germans and Americans (GM) in hi-po slushy ATs so a Japanese 10 sp AT sounds sorta gooey and fidgety.

[CALL_911]

Your next ride, Koogz?

[GoCougs]

Nah, I still need a four door w/AWD.

[Submariner]

500+ lbft = a ton of metal for reinforcement. Ironic part is reviewers seem to all agree that the slower, lighter V6 versions are the better driving cars. The V8 ones are just for laughs and penis grafts. But the market is never wrong I suppose.

Perhaps, but while the V6 sounds great, the V8 makes me hard.  One of the best non-supercar engines I've ever heard. 

[12,000 RPM]

No doubt..... it's a phenomenal engine. But it's in search of a deserving chassis and transmission.

[SVT666]

There is nothing wrong with the Jag F-Type chassis. It is what it is and is unapologetic for it. The F-Type is the first car I'm buying when (not if) I win the lottery.

[12,000 RPM]

It's as heavy as an old GT500 or ZL1, but it's all aluminum and doesn't have a back seat. It could lose a couple hundred lbs

[Raza]

The F-Type is way too heavy.  And the roof is very slow--over 10 seconds slower to stow than my Z4's roof, if I recall correctly.  But I still love it.  V6 6MT Roadster please. 

[GoCougs]

They got to drive on in the March issue of M/T. Lexus themselves told M/T curb weight is (now) ~4,300 lbs. Jesus, what that hell is going on inside to get to that weight? The GS-F (same motor and tranny, plus four doors, and ~6" longer) is only ~188" long (same as a Camaro or G37 sedan).

[12,000 RPM]

Lol keeps getting better and better. The fucking 10 year old LS460's curb weight is <4300lbs in its latest form. Jesus Christ Lexus.

[MX793]

Maybe they're putting lead shot in the frame so the car rides better.  Like Cadillac used to do in their golden era.

[12,000 RPM]

Did they insulate the cars with asbestos too?

[Char]

Iblike it, and that 10 speed will make sure it's always on point.

[68_427]

Following the world premiere of the V8-powered LC 500, Lexus introduces the all-new Lexus LC 500h which features the world's first Multi Stage Hybrid System, the next generation of hybrid powertrains specifically designed for performance vehicles.

First revealed by Akio Toyoda at the 2016 North America International Auto Show, the styling, performance and craftsmanship of the new Lexus LC 500 clearly position it as the flagship coupe of the Lexus lineup. Inspired by the acclaimed LF-LC concept that debuted in 2012, the LC represents a shift in Lexus' engineering processes and design direction, and marks the beginning of a new phase for the Lexus brand.

Seduction & Technology Design

Combining avant garde elegance with dynamic coupe proportions, the seductive form of the new Lexus LC 500h remains remarkably true to the key design elements, proportions and visual dynamism of the award-winning LF-LC concept car that inspired it.

The Lexus LC 500h is enveloped by a glamorous exterior which represents a uniquely evocative, more fluid interpretation of Lexus' L-finesse design philosophy. With a long 2,870 mm (112.9 in) wheelbase, compact 920 mm (36.2 in) front and 970 mm (38.2 in) rear overhangs and a notably low bonnet line, the coupe's athletic profile is characterised by a sweeping roofline which tapers from the central position of the occupants, creating a uniquely human-centred silhouette.

Front and rear wings that house wide, large diameter wheels flare away from the centre position of the occupants, whilst the door sides are pulled inwards to create a powerfully three-dimensional form—in plan view, a new spindle architecture shape which mirrors Lexus' signature spindle grille. To the front, the latest interpretation of that spindle grille motif features chrome trim and a radical new mesh design of varying visual tension. The Lexus LC 500h's unique lighting signature combines independent, arrowhead Daytime Running Lights (DRL) with a triple LED headlamp unit, the ultra-compact engineering of which has helped to maintain the coupe's low bonnet line and short front overhang.

To the rear, the sweeping cabin roofline tapers between broad, muscular rear wheel arches to reinforce the Lexus LC 500h's wide, stable stance. The rear lamp signature is equally unique, a sequence of increasingly strongly lit L-shaped LED lamps that creates an exceptional three-dimensional impression. The outstanding driving dynamics of the Lexus LC 500h are also reflected in subtle yet functional aerodynamic measures. Front and rear wheel arch venting improves high speed stability, and a rear diffuser and active rear spoiler further manage airflow during performance driving.

The new Lexus LC 500h will be available with a choice of bespoke, 20" cast and 20" and 21" forged aluminium alloy wheels.

Driving Pleasure & Comfort

The all-new interior design of the Lexus LC 500h reflects the exterior design theme of dynamic luxury with a cabin that combines all the elegance, quality and sophistication of a Lexus premium coupe with high driving pleasure and comfort for passenger. Whilst the front passenger area is shaped to spread out towards the front, creating a comfortable and welcoming space, the driving position has been painstakingly created to invite spirited driving, and promote driver confidence through an intuitive control layout and ergonomic excellence.

The driver's hip point has been engineered to be as close as possible to the coupe's centre of gravity, maximising feedback from the vehicle to the driver. And the holding performance of the seats has been enhanced through a renewed focus on the cross-section design. Particular attention has been paid to the design of a new steering wheel, which features a change in cross-sectional shape throughout the rim circumference to accommodate variations in grip and the twisting of the wrist during operation. And new, larger magnesium alloy paddle shifters have been shaped for easier reach and a more positive action.

All information displays have been carefully arranged in order of importance by their proximity to the driver's sight line. The instrument binnacle itself houses a variation of the innovative driver's meter with moving centre ring from the LFA, and the centre console features a next-generation touch pad for the Remote Touch Interface (RTI).

The 2017 Lexus multimedia package debuts with the LC, and features faster, more flexible software enabling future enhancements and an updated graphic user interface. Listeners will also be treated to an exceptional audio experience inside the cabin: in addition to the available audiophile-worthy Mark Levinson audio package, a new premium Pioneer audio system comes as standard equipment.

Throughout the new interior, the quality and finish of upholstery, hand-stitched leather centre console and dash pad, and drape forming Alcantara door trim, reflect a level of Takumi craftsmanship and attention to detail for which Lexus is globally renowned.

Multi Stage Hybrid System

The Multi Stage Hybrid System was developed with opposing goals in mind: to create a hybrid with a more sporting and engaging driving experience by closely aligning engine speed with throttle inputs, and to achieve the best possible balance of power and fuel consumption.

The new Multi Stage Hybrid System marries the elements of a traditional full hybrid powertrain -including a 3.5 litre V6 petrol engine, a powerful electric motor and a lithium-ion battery pack to a 4-speed automatic gearbox mounted at the rear of the hybrid transmission. The electric motor generates better acceleration feel than a conventional engine, and adding physical gears more closely aligns engine rpm with the driver's inputs. The result is a much more direct connection between the accelerator pedal and vehicle acceleration, and 0-100 km/h times well into the sub-5 second range

The Lexus Multi Stage Hybrid System also features 'M' Mode—the first driver-initiated gear shifts offered on a Lexus full hybrid powertrain. 'M' Mode gives drivers the ability to initiate direct and responsive gear shifts for the most sporting and engaging drive yet from a Lexus hybrid. A new lightweight and compact electric motor and a lithium-ion battery offset the weight of the added automatic transmission, and so the Multi Stage Hybrid System weighs the same as the current hybrid powertrain—an amazing feat of engineering.

All-New Platform

Heralding a new generation of more engaging and responsive vehicles, the new Lexus LC 500h has been designed to offer customers a significantly sharper, more refined driving experience. It combines the superior ride quality befitting a flagship luxury sports coupe with an engaging, dynamic drive and a depth of character unlike that of any previous Lexus.

The Lexus LC 500h is the first Lexus to benefit from the company's all-new, premium rear-wheel drive platform; part of a new corporate global architecture for luxury vehicles (GA-L). The underpinnings of this new coupe will become the blueprint for future front-engine/rear-wheel drive Lexus models.

Platform design is fundamental to dynamic handling characteristics. At the outset, Lexus engineers focused on what they refer to as the Lexus LC 500h's "inertia specification", placing most of the vehicle mass, including the engine and occupants, as low and centralised as possible within the chassis.

The powertrain mass is located behind the front axle line creating a "front mid-ship" layout while very short front and rear overhangs push the large diameter tyres to the vehicle extremities. The wheels are shod with run-flat tyres that eliminate the weight and weight-distribution penalty of a full-size spare tyre, while driver hip and heel points have been substantially lowered.

The centre of gravity has been further lowered by the introduction of numerous technical innovations which reduce the body weight of the Lexus LC 500h. These include aluminium front hood and fenders, aluminium door skins mounted on a carbon fibre structure, a carbon and glass composite boot lid, aluminium front suspension towers, ultra-compact LED headlamps, available forged alloy wheels and carbon fibre roof.

The extensive use of strategically located high-tensile steel body structures reduces weight, improves weight-distribution and increases body rigidity, all of which promote consistent, predictable handling behaviour and sharper steering responses.

Particular attention has been paid to the development of the Lexus LC 500h's multi-link front suspension system, adopted to allow for the vehicle's large diameter wheels while at the same time accommodating a very low bonnet line.

The system features two upper and two lower control arms, with double ball joints on each arm. This arrangement optimises suspension geometry to facilitate precise control from driver inputs and road conditions, creating a more precise steering response.

Optimising the sharpness in both steering and suspension movement, sprung weight has been reduced as much as possible through the extensive use of lightweight, forged aluminium componentry. And the system demonstrates exceptional rigidity under lateral g loading.

In combination, these chassis and suspension development measures offer an entirely natural, non-taxing driving experience which combines sharp responses, exceptional handing balance and straight line stability with the ride comfort appropriate to a Lexus flagship coupe.

Class-Leading Safety Standards

The new Lexus LC 500h is fitted, as standard, with the Lexus Safety System +, a newly developed portfolio of active safety technologies designed to help prevent or mitigate collisions across a wide range of traffic situations.

Combining a camera and millimetre-wave radar for a high level of detection performance, the Lexus Safety System+ features a Pre-Crash Safety (PCS) system with a pedestrian detection function, which helps prevent or mitigate the severity of collisions, All-speed Adaptive Cruise Control, Lane-Keeping Assist (LKA), and Automatic High Beam (AHB) headlamp technology.

[12,000 RPM]

Interesting concept. Truthfully I prefer the concept of a performance hybrid to turbocharging.

[MX793]

"In the new Lexus LC500 hybrid, we have married the stirring V6 engine and electric motor from the exciting RX400h hybrid to a state of the art 4 speed automatic gearbox to provide the ultimate driver experience."

[12,000 RPM]

Wait..... I thought that was just for the hybrid side. Is that for everything? O me o my Lexus what are u doing.

[MX793]

Wait..... I thought that was just for the hybrid side. Is that for everything? O me o my Lexus what are u doing.

I was under the impression they coupled a 4AT to their standard Synergy Drive (which is a CVT by necessity to tie the two electric motors and gas motor together).  I would guess that the CVT is programmed to hold a fixed ratio when gear changes are commanded of the secondary gearbox to provide similar feel to a finite ratio box.