2021 Lexus LC 500 Coupe Review: Exquisite Express

Thank you Lexus for sticking to the naturally aspirated V8.

In the time of horsepower wars, making things go really fast around the Nurburgring and GT track specials, one automaker stands apart from the crowd. While automakers like BMW and Mercedes are churning out GT cars with smaller engines and bigger turbos Lexus adamantly sticks to a large capacity naturally aspirated V8.

The Lexus LC 500 is a unique car. While everyone else is busy appeasing the god of speed, the LC looks to offer the best driving experience imaginable. Yes, it is far from a new car and some of its aspects are, let’s just say less than desirable. But it still looks like it just drove off a motor show floor and like nothing else on the road or even in Lexus’ own lineup. Another aspect that sets it apart is that it’s not about scalpel-like handling or hot laps around a racetrack. It’s about getting from A to B via the longest route possible.

The powertrain carries over as is but Lexus has made minor adjustments. For 2021, the LC 500 gets 22 lb (10 kg) lighter thanks to aluminum lower links, stabilizers, and high-strength material used for the coil springs. It also features a better rebound rate and stiffer rear stabilizers for better corner stability. Lexus has also added Active Cornering Assist that brakes the inner wheels for a sharper turning radius. The transmission too has been retuned for better shift times and efficiency.

At the risk of being repetitive, it looks like it just came off a motor show floor where it was shown off as a concept. Despite its ornate grille and generous helpings of chrome, it looks as elegant as Charlize Theron in a ballroom gown. Those rear haunches coupled with a clean design and a swept-back look make us go weak in the knees.

The triangular headlamps, the way the roofline melts into the shapely tail is a work of art. There isn’t a single angle that the LC 500 doesn’t look gorgeous from. When you’re not driving it, you can just sit on your porch and look at it as your coffee sits forgotten.

In a word, exquisite. Officially called the Toasted Caramel, the tan brown cabin is finished in the finest leather and Alcantara. The hood of the instrument panel is finished in the softest suede. And there are tasteful touches of brushed aluminum all around. It feels bespoke, even the door handles are unique to the LC.

Strangely though there is no sign of wood open pore for or otherwise anywhere which is a bit, unlike Lexus. But you do get carbon fiber on the door sills and a carbon-fiber roof but no wood. The seats are finished in the softest leather and are possibly the best set of seats I have ever parked myself in.

Leather and Alcantara adorn the rear seats too which are as useful as a leg-less table, for adults anyway. Children can use the rear seats but they need to be younger than four. Our four-year-old had me almost against the steering every time he was in the back (I exaggerate but you get the idea). Also, getting a child seat back there is another challenge, ironically, fastening it isn’t.

The trunk space too at 5.4 cu-ft (152 liters) is tiny but enough if you can carry everything in two medium-sized duffle bags. Grocery shopping for a month, however, is not a good idea.

Now, while the cabin is exquisite and luxurious with just the right amount of sporty touches, the 10.2-inch infotainment system is by far the most infuriating piece of tech I have come across in a car. Mercifully, Lexus now also offers Android Auto along with Apple CarPlay as standard on the LC. But they are optimized for touchscreen interfaces so operating via the trackpad gets frustrating. But it’s not the phone projection nor the trackpad operated seat climate that pushes your buttons

It is quiet and refined. Even though it gets loud at higher revs, it never feels angry, only beautifully sonorous. But don’t get me wrong. It’s not like the LC is lethargic or easygoing. Each tap of the throttle is met with an almost instantaneous response. It is absolutely amazing in the way the engine responds. Since there are no turbos, there is no lag and the power delivery is linear and predictable. Plus, that beautiful induction noise makes the experience even more enjoyable. I’ll go as far as to say this is the best sounding V8 on the planet. And one of the critical reasons is that the sound is one hundred percent organic. The adage “they don’t make them like this anymore” holds true here.

While everyone migrates towards forced induction, Toyota has our utmost respect for sticking to the big au naturel V8.

The 10-speed automatic transmission suits the engine perfectly. Left to its own devices, you’ll be hard-pressed to notice it shuffling through the gear. Take manual control, however, and you tick it off a bit. In normal mode, if you shift around 3,000 rpm, there is a prominent jerk from first to second and second to third. That’s probably the gearbox complaining to you for stealing its job.

The suspension is set up impeccably for GT driving and the optional four-wheel steering makes the LC predictable and enjoyable in the corners. But do not expect to take the innermost line on clover leaves. Sure it is not a corner carver but go for an on-rails driving style and you will not be disappointed. The braking too is progressive and predictable. While you can slide this RWD art on wheels, it’s best enjoyed soaking up the scenery while your tunes play on the impeccable Mark Levinson sound system with the V8 rumble as the background score.

The LC 500 is the absolute worst at top trumps. It’s neither the fastest nor the most powerful, it’s not even the most expensive. It starts from $94,125 ($105,645 CAD) and the one we have here with the Alcantara liner, seats, rear LSD, rear-wheel steering, and the 21-inch wheels tips the pricing scales at $103,695 ($119,145 CAD) thanks to the Dynamic Handling package which adds $9,570 ($13,500 CAD), called the performance package in Canada. So, for bragging rights, the LC isn’t the right car either. Plus, while you can slide it around a corner given its sporty bits, it’s not exactly a track tool either.

But it is beautiful. It is also incredibly rare and will hold its value much better than its German rivals and might even be a collector’s car in the future. Most importantly, however, it is the most comfortable way to drive cross-country in an envelope of opulence and a naturally aspirated V8 rumble.

Become an AutoGuide insider. Get the latest from the automotive world first by subscribing to our newsletter here.