Big & Tall comfort ratings are for front seats only. Lexus’s flagship grand-touring coupe gets a drop-top variant for 2021. Standard equipment includes keyless entry and starting, heated and ventilated 10-way-adjustable leather front seats, leather-wrapped power tilt/telescoping steering wheel with magnesium paddle shifters, aluminum pedal trim and door scuff plates, automatic dual-zone climate system, interior-air filter, 12-speaker audio system, HD and satellite radio, navigation, heated electrochromic memory mirrors, and puddle lamps. It’s not going to scare any serious sports car, but as a grand tourer it's an appealing proposition. One issue from behind the wheel, however, is vision, which isn’t a surprise given the design-focused lead for this car. So the LC500 comes generously equipped with 21-inch alloy wheels, LED headlights, panoramic glass roof, head-up display, dual-zone climate control, leather-accented trim, multi-function digital dashboard, heated and ventilated front seats, Bluetooth, navigation and a premium 13-speaker Mark Levinson sound system all standard. The convertible clocks in at approximately 200 pounds heavier than the coupe, and with a slight change in weight distribution. LC is a very rewarding car in that respect. Whereas once the brand was accused of pulling too many of its interior elements from the Toyota parts bin to save costs, the LC500 looks bespoke in every regard. But in the real world it feels every bit as quick as its baby brother. There’s plenty of luxury and convenience built in to the LC 500 convertible, and more can be added through options. I'm fascinated by transportation, and by what our means of transportation says about who we are. I see two direct competitors for the LC 500: The Chevrolet Corvette Z06 and the Jaguar F-Type R Coupe. But if you do drive it as it’s meant to be driven, you are rewarded with a fantastically charming engine. I got a chance to spend a week with a 2019 Lexus LC 500 with a starting price of $92,200 and an as-tested price of $96,940, including a $1,000 Convenience Package, a $900 Head-Up Display, a $1,220 Mark Levinson Premium Surround Sound Audio System, $595 worth of Infrared paint and a $1,025 Delivery, Processing and Handling Fee. It may be a big, long car but the LC500 handles itself well on the road. I cover luxury automotive, motorcycles and related topics. It pumps out 351kW of power and 540Nm of torque, which is short of its key rivals, but it feels perfectly up to the task on the road. Lexus picked a fabric top over a retractable hard top to save weight and preserve trunk space, but it’s still mighty stingy: just 3.4 cubic feet, compared to 5.4 cubic feet in the LC 500 coupe. One passenger bemoaned the absence of an A-pillar grab handle, and noted that the drive mode selector lacked illumination for use in the dark. Meaty 4-wheel disc brakes provide effective and predictable stopping power. Park it next to its little sibling, the RC F coupe powered by the same V8, and you’d be forgiven for thinking the LC500 is too big to feel fast. The convertible comes with active roll bars that are poised to deploy should sensors detect a rollover. Rapid, but not rifle-shot. F-Type R Coupe packs a punch with a supercharged 550-hp 5.0-liter V8 starting at $101,800. There’s a deep growl at low revs that turns into a more high-pitched scream as you push it to the redline. Drive Mode Select: ECO-Normal-Sport S / Sport S+ V8 Cylinder, 5.0L Engine, 470 HP with 10 Speed A/T COMFORT & DESIGN Protect yourself against fraud. CG’s $111,325 test car added things like a head-up display and the Touring Package with a heated steering wheel, semi-aniline leather front seats, embossed headrests, “Climate Concierge” with upper-body heating (handy for top-down driving when there’s a nip in the air), and Mark Levinson 13-speaker surround-sound audio system. Flipping up a lid at the front of the console reveals a single cupholder, while sliding the armrest back unveils another. If you’re in the market for a grand tourer to turn heads and be rewarding on the road then the LC500 gives its rivals a run for their money, while undercutting them on cost. Form and function are well combined in this interior. Front seats are comfortable with fine support. The LC 500 Convertible’s impeccably trimmed interior is carried over unaltered from its coupe sibling, save for power-top controls that are hidden underneath a hinged wrist rest for the infotainment system’s touchpad. Report-card grades are derived from a consensus of test-driver evaluations. That much is obvious as soon as you lay eyes on the new LC500. our Lexus showroom for more information. Now in its second year of production, the Lexus LC 500 returns for the 2019 model year with only minor tweaks – and that’s okay by me. What’s new with the Lexus LC 500? Given the LC’s voluptuous looks and invigorating performance, a wind-in-the-hair version is a natural addition to the line. Lexus offers two versions of the LC, the V8-powered 500 and the V6 hybrid 500h, both for the same $190,000 (plus on-road costs) asking price. It rivals the LC for elegance and comfort, but I have more confidence in the Lexus reputation for reliability than I do in Jaguar’s. A touchpad interface for the infotainment system flanks the gear selector lever and parking brake button. A small net pouch rests on the passenger side of the floor tunnel. Infotainment functions appear on a 10.3-inch screen, but they are operated via remote controls on the console, a pad for pinch, swipe, or “written” capability. During our time in the car the trip computer hovered just over the 18L/100km mark. A Torsen limited-slip differential can be ordered to assist traction in the rear-drive-only LC. Legroom is generous, but top-up headroom is limited. You can get more horsepower and torque in other cars in the price range, but I never felt like the LC let me down. It’s sheer size suggests it will be slow to react on the road, but in reality the steering is positive and nicely weighted and the chassis is well tuned so it responds quickly and accurately. 2021 Lexus LC 500 Convertible First Drive: My Funny Valentine ... Road test editor Chris Walton figures it'll do 60 mph in about 5 seconds. And the noise it makes is one of the best on the market. A 10-speed automatic transmission sends power to the rear wheels. The only major negative are the cramped back seats; for a grand tourer you’d expect the two rear occupants to be slightly better accommodated.

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