Auto Review: The LC500 was created to prove that Lexus' wild side can't be tamed
George Kuruvilla
S pawned from the stunning 2012 LF-LC concept and built on the light, stiff 'GA-L' rear-drive platform, the Lexus LC500 was created to prove that Lexus' wild side, as seen in the LFA supercar, wasn't a one-time affair. We got behind the wheel of the Japanese luxury automaker's flagship sports car to shed light on how it performs in the real world.
DESIGN & AESTHETICS
Ever imagined an alien craft for the road or the personal transport of a sci-fi hero? That's the vibe the Lexus LC evokes. It has an imposing presence, measuring 4,770 mm—about the size of a mid-size sedan. The spearhead-motif bodywork, emerging from the signature spindle grille, appears pulled back by the wind even when standing still. The multi-contoured fuselage rises towards the rear, featuring triangulated 3D tail lamps with adjacent chrome trims. Flush door handles enhance the seamless surface, while oversized 21-inch forged aluminium wheels make it look like a concept car brought to life. It's so sleek that its 0.33 drag coefficient is surprising — this thing looks like it could slice through anything. And thanks to its rarity, it makes other sports cars look mainstream. The Lexus LC500 has that something special!
The LC500 boasts a unique, intricately styled interior with echoes of the LFA supercar. Its futuristic theme feels less post-apocalyptic and more like something from the high point of an advanced future civilisation — sophisticated and clean.
For the driver, there's a sporty, leather-wrapped three-spoke steering wheel, aluminium pedals, and a short stick lever for the transmission. It also features a Head-Up Display. A standout detail is the physical bezel around the digital instrument dial, which moves when you switch drive modes, adding a tactile, almost magical charm — though the green warning light slightly spoil the aesthetics. The hazard button is easy to access, and the drive mode selector is conveniently placed on a short stalk on the instrument binnacle.
Despite its age, it remains technologically abreast with a 12.3-inch infotainment screen — now an industry-standard size. The cabin maintains a premium feel, thanks to soft leather-upholstered seats, Alcantara, and high-quality plastics. The damped buttons also add an extra touch of luxury. Design cues, like the sculpted metal door handle that feels like a piece of art and the distinctive divider separating the driver's side from the passenger's, keep things unique. While rear seats are present, they're as tight as an ill-fitting corset — but at least they come with ISOFIX points for child seats.
POWERTRAIN & PERFORMANCE
As svelte and sophisticated as it looks, the LC500 packs a big, burly naturally aspirated 5.0-litre V8. It delivers 478 metric horsepower and 540 Nm of torque to the rear wheels through a 10-speed automatic transmission. While the intention is 'grand touring', the LC's engine loves to rev high and is far more refined than sloppy American V8s. From a standstill, it hits 100kmph in just under five seconds with some drama, and every time the needle sweeps past 5,000 rpm, the engine delivers an extra kick.
The V8's glorious noise alone is reason enough to own one—you want all your senses engaged, after all. Magnesium paddles are on hand when auto mode feels too tame, responding in just a split second — they're quick.
Despite its 2,870mm wheelbase, the chassis is playful, adding character to its drive. If it falls away from the racing line, you can tuck it back in with subtle throttle adjustments — without fearing for your life. And if things get too blurry, the large, ventilated discs are ready to reel you back to safety.
For city driving, the ride is comfortable and the cabin keeps you isolated from the noise of the traffic-stricken roads. It returned a fuel economy of 13.8L/100km — not bad for a car that's built for the autobahn.
FEATURES & FUNCTIONALITY
The trunk is small, as expected in a car like this, and finding the button to open it isn't easy. Inside, there are two separated cup holders for convenience.
The LC500 has a strong air-conditioning system with good cooling and airflow, complemented by effective seat ventilation. It also includes a remote engine starter for those sunny days ahead.
The 13-speaker Mark Levinson sound system is outstanding, as we've experienced in other Lexus models. While the infotainment graphics are decent, the system can be temperamental at times. Music playback, however, is seamless, and it supports both Apple CarPlay and Android Auto. Also, the centre cubby is small but has a sliding cover and includes both USB-C and USB-A ports. Voice control is surprisingly good and is said to get smarter with time. Furthermore, the 360-degree camera view activates automatically when navigating tight corners, helping prevent scrapes.
VERDICT
The Lexus LC500 isn't brand new or overrun with tech, but a fresh perspective reveals its charm. It stands apart, almost unaware that it's here to compete. What it is, is a rare and beautifully-styled grand tourer, blending cues from spaceships and sports cars. The interior is futuristic yet clean and sophisticated, with unique details that keep your curiosity piqued. And finally, the kicker is that old-school-yet-refined 5.0-litre V8 that delivers power on demand and a symphony of sounds, which is complemented by a playful chassis. Lexus also ensures long-lasting reliability. Sure, the infotainment isn't flawless, the rear seats are cramped, and it's not for everybody. But then again, would you rather be somebody or 'everybody'?
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Khaleej Times
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- Khaleej Times
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However, while the centre console looks sophisticated, the clutter of buttons makes it feel operationally complicated. The leather and wood steering wheel is a delight to grip, and it's complemented by large, well-placed controls. Right behind it sits a digital instrument cluster with vivid, configurable graphics. In terms of accommodations, the second row is roomy, but not vast, and the third row — while offering separate vents and USB ports — forces knees-up seating due to a high floor. And, surprisingly, there's no panoramic sunroof. POWERTRAIN & PERFORMANCE You can start the LX 700h with a fancy fingerprint sensor on the push-start switch although its placement may lead to you confusing it with infotainment control. Like the LX 600/LC300, it houses a twin-turbo 3.5-litre V6, but here it's paired with a single electric motor powered by a small nickel-metal hydride battery. 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Khaleej Times
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But, truth be told, there's something off about its form — it could be the odd shape of the headlamps or the JDM aftermarket-style 19-inch BBS alloy wheels, which look good in isolation but seem out of place here… or it could be a combination of those elements. All things said, it's still largely a desirable coupé. Typical of Lexus vehicles from this generation, the cabin architecture is part sophisticated and part disjointed. There's just so much going on, with a myriad shapes and surfaces. That said, it does feel premium, with leather-bound surfaces, good-quality plastics, and an analogue clock for that extra touch. Inside, you feel cocooned in the cockpit, with the thick-rimmed three-spoke steering wheel and the notchy old-fashioned shifter right at hand. But the tiny speedometer in the partially digital display and the finicky last-generation infotainment touchpad take away from the ergonomics. The Final Edition also gets very sporty bespoke black-and-red bucket seats upholstered in leather and ultrasuede trim. They look great, but those with broad shoulders might find them constricting. Additionally, a carbon fibre 'Final Edition' emblem adorns the front console, signifying each car's production number in this limited run. POWERTRAIN & PERFORMANCE The most compelling reason to buy the RC F is its naturally aspirated 5.0-litre V8, which produces 471 horsepower. It's paired with an eight-speed Sport Direct-Shift transmission that sends power to the rear wheels like a proper sports car. The V8 is loud yet refined, running smoothly across the rev range, but you need to get it past 4,000 rpm to really feel some serious pull. Also, its 0 to 100 kmph sprint of sub-five seconds is quick, but isn't earth-shattering by any means. 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Lexus LX700h road test: opulent and capable but new model lacks the X-factor
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