2017 Lexus LC500: under the skin of the 467bhp V8 performance coupe

Development of the platform began shortly before the LC500, but underpinnings were created from the outset with dynamic capability in mind. Sato-san refers to the “inertia spec” of the car, by which he means getting the centre of gravity as low as possible by placing the engine lower and as far back as possible within the car, moving the front axle forward to reduce the overhang and also seating the occupants as low as possible. Even the 12-volt battery has found a home in the boot to enhance the weight distribution. 

“The new platform gives us wider capabilities of design and performance. It’s on the top level in this class and can help us to create a more natural vehicle behaviour, so when you turn, the steering feels is more linear,” he says.

When it came to the LC500’s body, Lexus relied in part to some inspiration from the carbonfibre masterpiece that is the LFA. Although the LC500 is constructed from a mix of materials including high-tensile steel and aluminium, it still retains carbonfibre for some parts, such as the inner door structure and boot floor. 

The LFA is also a source of inspiration for the noise that the LC500 makes, which is something of a surprise given that the former was powered by a V10 and the latter uses a V8. But Sato-san says the two cars share “the same philosophy” of engine sounds.

“Of course the V10 and V8 are different, but we learned a lot from the LFA, we are doing the same thing with LC to create harmony in terms of tuning the sound,” he says. 

Lexus has included a sound generator to ‘enhance’ the engine’s tone. The exhaust also features sound control valves to alter volume and tone depending on the driving scenario.

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The LC500 will feature a single-clutch ten-speed automatic gearbox, with Lexus one of several manufacturers planning to incorporate such transmissions in to their vehicles. While it’s possible to see fuel efficiency benefits from ten gears, Sato is more focused on creating a ‘rhythm’ to the cog shifts that’s appealing to the driver.

“I’m not really interested in this transmission being a world first because that has little meaning for the customer,” says Sato. “The benefit for the customer is more about how you control the rhythm of gear changing. 

“With a manual transmission you may create some rhythms. This ten-speed automatic transmission is really focusing on the rhythm. The second, third and four gears are very close, so you might feel a more connecting, more engaging rhythm. The shift speed is just 0.2sec when you are in ‘D’ range.”

The Aisin-produced ‘box doesn’t come with any penalties in terms of size or weight: “I’m very proud of our engineers and the way they worked to minimise the parts at the right weight so that we can realise this transmission. The shifting speed is the same as a dual-clutch transmission. With the big torque and the rhythm of the shifting, it is engaging,” says Sato.

The 5.0-litre V8 produces a total of 467bhp at 7100rpm and 389lb ft of torque at 4800rpm, sending its power to the rear wheels. Lexus claims a 0-62mph time of below 4.5sec.

Sato says the second LC derivative, which is equipped with a new evolution of Lexus’s petrol-electric hybrid system that’s configured specifically for performance, will offer dramatically different driving characteristics and could be the one to go for “if you want to have a more sharp, precise drive”.

The Lexus LC500h marries a 3.5-litre V6 with an electric motor and lithium-ion battery pack. An additional four-speed automatic gearbox is mounted at the rear of the hybrid’s continuously variable transmission (CVT). Lexus claims a sub-five second sprint from 0-62mph for this derivative.

Read more about the Lexus LC500h’s hybrid system here

“The multi-stage hybrid and four-speed transmission enhances both the engine power and motor torque, and the system can create a better acceleration curve compared to the V8. The initial torque is bigger than the V8,” says Sato.

“With the previous hybrid system we had some criticism of the CVT’s ‘rubber band’ feel - the engine rpm goes up and it stays high. It’s not linked with speed. We have created a more natural vehicle behaviour, so when the acceleration goes up, the speed goes up. It is more connected with your expectations.” 

Opinion: why the LC500h is the car that could redefine Lexus

Sato says the car hadn’t been honed on UK roads but there are plans for a final test here prior to the car’s launch. “The roads here are very good for building up the vehicle performance,” he explains. “We have especially been focusing on the handling response, so vehicle steers as you intend, in a more linear way.”

The LC500 has a broad remit, says Sato: “On one side you have the Porsche 911 and on the other you have cars such as the Maserati GT, Mercedes SL. The Jaguar F-type is there and the BMW 6 Series, which I think is in the middle. We don’t want to follow any particular vehicles. We will go our own way and provide something unique. If you look at the design, it is unique to Lexus.”