A six-figure sticker price used to be an unmistakable indication of eliteness in the car world, however quickly swelling sticker costs have disintegrated the inalienable uniqueness of autos living around the $100,000 stamp. Hell, top of the line pickup trucks can cost about that much at this point.
Lexus’ dazzling LC car, which begins at $92,995, is a noteworthy accomplishment in that it looks and feels as unmistakable and uncommon as you may seek after an auto moving toward $100K—or, with alternatives, notwithstanding peaking that sum. Past its wild styling and beautifully furnished inside, the 471-hp LC500 we drove not long ago determined a lot of character from the free-revving, normally suctioned 5.0-liter V-8 mounted in advance. That reality made us fairly careful as we moved toward the subject of this test, the LC500h half and half, which costs $4510 all the more yet has 117 less strength from its gas-electric drivetrain utilizing an Atkinson-cycle 3.5-liter V-6 and two electric engines.
It isn’t so much that we can’t value the LC500h’s drivetrain, called a Multi-Stage Hybrid in Lexus-talk. It consolidates the V-6 with a couple of electric engines through a captivating transmission that is basically two gearboxes in one. It fuses both a two-engine half breed constantly factor transmission (CVT) and an Aisin four-speed programmed to expand the cross breed working extent; look at our full clarification of how it functions here.
Out and about, the Multi-Stage Hybrid framework’s operation is unmistakable from different Lexus and Toyota half and halves that utilization the well-known Hybrid Synergy Drive setup. In view of the one of a kind transmission, there’s an impression of ventured gears moving at whatever point the gas motor is running, which is desirable over the high-rpm rambling we’re regularly compelled to persevere from half breeds furnished with CVTs. However, the LC500h’s energy conveyance still isn’t exactly suited for hard driving; even in Sport or Sport+ mode, the “movements” are unusually slurred and counterfeit, keeping the powertrain from feeling genuinely responsive and making for an odd soundtrack. It absolutely can’t compare to the sound-related rushes of the LC500’s V-8 and the fresh moves of its regular 10-speed programmed.
This half and half intricacy indicates a monstrous check weight of 4521 pounds for the LC500h, 143 pounds more than the LC500 and just 62 pounds not exactly a Honda Odyssey minivan that is almost 16 inches longer. Of course, this hampers the LC500h’s increasing speed, with the zero-to-60-mph dash taking 4.8 seconds, 0.2 second slower than the LC500, and the quarter-mile coming in at 13.6 seconds at 103 mph contrasted and the V-8’s 13.0 seconds at 112 mph. Neither one of the numbers is moderate, yet one must consider that section level, $110,000 Porsche 911s are handing over 11.9-second quarter-miles and 3.4-second hurries to 60 mph.
On a brighter note, the way that the LC500h comports itself when the going gets twisty is shockingly fulfilling given its mass. Its reactions are fresh and the auto is anxious to alter course, with sharp hand over from the pleasantly weighted directing. The structure feels remarkably solid and there’s simply enough consistence modified into the dampers that the ride is completely edified, even in the stiffer Sport mode.
Our test auto was furnished with a few execution upgrading alternatives, including $1440 for 21-inch wheels wrapped in Bridgestone Potenza S001L run-punctured tires, a $390 restricted slip differential, and the $5960 Performance bundle that brings a carbon-fiber rooftop, a dynamic back spoiler, raise wheel guiding, and variable-proportion directing. These additional items likely added to the LC500h’s 0.91 g execution on the skidpad and its 165-foot prevent from 70 mph. Once more, in any case, those figures pale alongside the base 911, which hit 1.06 g and 135 feet in similar measurements.
In the event that the LC500h doesn’t demonstrate its courage regarding inside and out execution, at that point it must compensate for that with its efficiency, correct? Indeed and no. The cross breed’s consolidated/city/interstate EPA evaluations of 30/26/35 mpg are significantly higher than the V-8’s 19/16/26 figures. In spite of the fact that the LC500h’s normal of 24 mpg in our grasp missed the mark concerning its EPA consolidated number, despite everything it beat the 17 mpg we got from the LC500 by a noteworthy edge. We were more frustrated in the cross breed’s execution in our 75-mph thruway test—as a matter of fact a situation where half and halves have a tendency to fail to meet expectations—where it accomplished 30 mpg, just 1 mpg superior to the LC500.
In the event that we were spending our $100K on one of these Lexus roadsters, there’s no uncertainty it would be the V-8. While the two LCs share a similar striking outline, the same flawlessly manufactured inside (tragically including the same goading infotainment framework controlled by a finicky touchpad), and the same emotional nearness out and about, the costlier cross breed gives just a little efficiency advantage while relinquishing excessively of the speed and sound that make the LC such an outstanding piece regardless.