2018 Lexus LC 500
As a luxury high-performance flagshgip coupe, the Lexus LC 500 must not only feature enough style to attract attention to the brand; but it also needs to back that up with impressive performance. Both keep buyers happy, and get the automotive press like us excited. So, let’s find out if this all-new luxury missile delivers.
Well, this 2018 Lexus LC 500 certainly has the level of refinement you expect in a top-tier automobile. And remarkably, Lexus was able to keep most of the LF-LC concept’s dynamic lines in place; as the LC looks better in person than we ever imagined.
And that includes the ultra-slim LED headlights, and the best interpretation yet, of Lexus’ controversial spindle grille. From the rear, there are hints of the LFA supercar. But from any angle, it’s one slick, ultra-modern looking piece of automotive sculpture, that holds its own against the best in sheet-metal benders like Aston Martin.
Standard wheels are 20-inches, but you’ve come this far, so why not opt for the 21s?
But as modern as the exterior is, the interior is spiced with retro flavor. Lexus designers were allowed to have some fun here, and it shows; as they’ve managed to infuse it with a mishmash of mid-century automotive Detroit clichés. It’s way cool!
The very linear dash has a flowing design highlighted by chrome-trimmed controls, horizontal vents, sharp angles, grab handles, and well-integrated infotainment.
There are mini-stalks behind the wheel for some controls, while audio inputs reside on the console; unfortunately, so does Lexus’ not terrific touchpad controller. It all combines for a beautiful, modern space, with a time warp sense of a bygone era.
Front seats are very luxurious and comfortable, though there’s not much space in the rear for taking along friends. It’s clearly at 2+2. Which makes it perfect for using the space packing for weekend getaways with your significant other, as there’s just 5.4 cubic-ft. of room in the trunk.
Fire up the engine, and there’s a nice powerful burble coming through the dual exhaust tips.
That audio comes from a 471-horsepower 5.0-liter normally-aspirated V8 with 398 lb-ft. of torque. A 10-speed Sport Direct Shift transmission channels all of the goodness to the rear wheels. A 3.5-liter V6-based hybrid is coming as well.
But the V8 goes like a rocket, and even feels like one blasting off the line. We leapt to 60 in 5.0-seconds flat, with just a touch of wheel-spin at launch.
The transmission rifles through gears with CVT-like smoothness, and you hear virtually nothing in the cabin except for some fantastic V8 exhaust notes that sound more like a 60’s muscle car than an Asian luxury coupe. The ¼-mile run was 13.3 seconds of utter smoothness at 110 miles-per-hour.
As for handling, well, there’s a lot to love; but there’s no getting around the fact that the LC is a heavy beast. Curb weight is 4,280-lbs.
You have to engage Sport+ for it to feel really serious, and even then you mostly notice it in throttle response and steering, as handling stays amazingly flat no matter what mode you’re in.
Steering feel is awesome, something we don’t say often, and certainly not in reference to a big Lexus. It is very quick and direct. There is a slight understeer tendency, but plenty of mid-range torque to overcome it with just a quick stab of the throttle.
We averaged very consistently short 105-foot stops from 60. However, brake pedal feel was very inconsistent. Yet, it didn’t affect the numbers.
Away from the track, Comfort mode keeps thing pleasant and inoffensive in every way, for that true Lexus experience; with barely any noise seeping into the cabin, and all of the serenity of floating through outer space.
Government Fuel Economy Ratings are 16-City, 26-Highway, and 19-Combined; which we almost matched exactly at 18.9 miles-per-gallon of Premium.
A $92,995 base price will keep sales limited, but it’s a relative bargain for those who are able to enjoy the finer things in life; fully competitive with cars costing 50-grand more.
So the 2018 LC 500 does indeed deliver; it’s quite the personal-luxury 2+2 euro-styled grand-touring flagship coupe, that fully encapsulates all that Lexus is about, yet at the same time points to where they’re undoubtedly headed.
Specifications
- Engine: 5.0 liter
- Horsepower: 471
- Torque: 398 lb-ft.
- 0-60 mph: 5.0 seconds
- 1/4 mile: 13.3 seconds @ 110 mph
- EPA: 16 mpg city / 26 mpg highway
2024 Polestar 2
More Range And More Power For The Polestar 2
Volvo is well on their way to making the transition to an all-electric brand, but their sister-brand Polestar is already there. Now, we’ve spent lots of time in their all-wheel drive, five-door Polestar 2, having tested it in 2021, and a year later when a two-wheel drive version arrived. But, EV updates are coming quickly. So, let us be your guide for all that’s new with the Polestar 2.
While we are driving more EVs than ever, we’ve also been spending a lot of time recently circling back to ones we’ve previously tested. As in this new era of electrified vehicles, significant updates are arriving quickly, with R&D investments increasing and retrofitting them easier than ever. This is often done through software updates that can even be accomplished over the air. For 2024, the Polestar 2 has indeed gotten some software updates, but some physical ones as well.
Clearly aimed directly at Tesla’s Model 3 when it arrived; the Polestar 2’s build quality was vastly better, but range definitely came up short. So, addressing that was priority No. 1; and for ’24 the Polestar can travel up to 20% farther than before while consuming 9% less energy, and when it comes time to charge it back up, it can do that 34% faster too.
Range in the Single Motor version increases from a max of 270 to 320 miles thanks to a larger 82-kWh battery pack, and that solitary motor now powers the rear wheels, not the front wheels. It’s also bigger, coming in at 220 kW compared to the previous 170 kW front-wheel drive version, going from 231 to 299 horsepower.
Dual Motors keep the same 78-kWh battery, but still sees a boost from 260 to 276 miles and takes advantage of the larger rear motor for a new combined 310-kW output with 421 horsepower. Our test car has the added Performance Pack, which uses an additional 35 kW to deliver 455 horsepower and 546 lb-ft of torque, though max range drops to just 247 miles.
The new battery in rear-drive 2s will also charge faster, now accepting up to 205 kW for an 80% charge in 20 minutes; max for dual-motors stays at 155 kW, which puts an 80% charge at 34 minutes. Using 32 kWh of electricity per 100 miles, the Dual Motor earns a good efficiency rating.
The [Polestar] 2 has always been one of the most enjoyable EVs to drive, even more so now with that additional power coming from the rear motor.
Unfortunately, extremely cold temperatures kept us from seeing that increased range, as we were only on pace for about 194 miles in our test.
The 2 has always been one of the most enjoyable EVs to drive, even more so now with that additional power coming from the rear motor. And especially when equipped with the Performance Pack as it not only includes more power, but adds 20-inch forged wheels, upgraded brakes, and adjustable Ohlins Dual Flow Valve performance dampers. It greatly improves handling prowess without affecting ride quality, and is easily worth the $5,500 charge if you at all enjoy driving.
Even on a 20-degree track day there was plenty of grip through our handling course. No understeer or oversteer, and lots of feedback through the wheel. There was a nice, strong launch off the line that properly planted us firmly in the seat, and rocketed us to 60 in 4.5 seconds. Power delivery stayed pretty intense up until about 80 mph when there was a definite tapering off. Still, it was a 13.4-second quarter-mile at 102 mph; smooth, quiet, and stable the whole way.
When this car debuted, its Google-based infotainment setup was a novelty, but since then, more and more manufacturers are just “Googling it” so it doesn’t seem out of place at all. The wireless phone charger is easy to access, and there’s a great Harmon/Kardon sound system and panoramic sunroof to enhance the in-cabin experience. Exteriors have also been enhanced with a smooth grille insert and new wheel choices.
Hatchback practicality means 14.3 cu-ft of easy to access cargo space with split-folding seatbacks for longer items and expanding the space to 38.7 cu-ft. Plus, there’s even a sizeable storage bin up front under the hood.
Single Motor Polestar 2 pricing now starts at $51,300, with Dual Motors starting at $56,700; topping out at $64,400.
For a car manufacturer that hasn’t even been around for a decade yet, Polestar has kept itself busy, totally transforming their latest model in just a few years, making the 2024 Polestar 2 even more appealing. They are certainly off to a good start, and with a host of Polestars just over the horizon, including some all-important utility vehicles, this star will be shining even brighter.
Specifications
As Tested
- Motor Setup: Dual Motor
- Horsepower: 455
- 0-60 mph: 4.5 seconds
- EPA Range: 247 miles
- Efficiency : 32 kWh / 100 miles
- Battery Size: 78-kWh
- Torque: 546 lb-ft
- 1/4 Mile: 13.4 seconds at 102 mph
- MW Test Loop: ~ 194 miles
- Peak Charging Rate: 155 kW