In the world of luxury motoring, there are only a few names that will repeatedly be brandied about. There are the usual suspects from Germany and some British thrown in for good measure. We'd be foolish to forget about the Italians as well, and we're able to ignore most things from the USA.
Dig through the centre of the earth and you will end up in the land of the rising sun, Japan. Luxury car architects, Lexus, have been rather busy and recently introduced two refreshed and updated ranges in their lineup; the full-size, luxury sedan LS model and their halo offering, the LC500, now with a collapsible roof element. Both models play in the upper end of the Lexus spectrum, heading up their sedan and sports coupe efforts respectively.
Related: New vs used Lexus LS: what are the top 4 differences?
Over the years the Lexus slogan may have changed but their core belief structure remains in place; the relentless pursuit of perfection. Small changes have been made to both of these models (if you exclude the angle grinder that was taken to the roof of the LC) in a bid to make both models driver better, quieter and more effectively. It's these small tweaks over the course of a model's lifespan that paves the way for future models.
LS500 - what's new?
The LS range is Lexus Genesis, their first model ever created and it remains their golden child, the sum of all of their efforts. This fifth-generation LS range was first introduced in 2017 with South Africa receiving theirs in 2018 and now it receives a few enhancements to make the experience even better.
Most of the work can be found under the skin where the designers and engineers have settled the LS recipe to make it quieter and smoother. This includes the addition of liquid-filled engine mountings and a revised suspension setup, in addition to new mechanicals for the Adaptive Variable Suspension system. New run-flat tyres, with softer sidewalls, help improve the secondary ride quality and a new Active Noise Control system helps keep unwanted road noise from permeating the cabin.
Passenger comfort has also been revisited and new comfort seats with plush padding and deep stitching can be found inside the exquisitely crafted cabin. If there's one thing that Lexus does well, is trim an interior. The attention to detail and craftsmanship is simply sublime - one cannot fault them on that.
On the exterior, the changes are subtle. The keen Lexus enthusiast will spot the redesigned bumpers with squared-off lower air vents and a slight revision to the trademark spindle grille, with the 'tension' of the diamond mesh varying as the spindle grows wider.
The F-Sport model has not been left out of the loop here and still appeals to those who would rather do the driving than be driven around. As such, the F-sport receives similar updates as well as a host of new colours for customers to choose from. Those that are looking for something greener will also be pleased to hear that the LS Hybrid is marked for release locally at a later date.
LS500 - what's it like to drive?
The boy-racer in me naturally saw me gravitate towards the racier F-Sport model after touching down in Mpumalanga to take to the winding roads of the Lowveld. Garnished with a Flare Red interior, the opulent cabin blends fine craftmanship with sporty pretensions and the LS500 F-Sport lives up to them as well. Powered by a 310 kW and 600 Nm 3.5-litre twin-turbo V6, the LS500 is no slouch and will sprint to a ton in only 5-seconds. This power plant is mated to a revised 10-speed automatic that has seen revisions to the programming to allow for more defined shifts.
While the improvements to the acoustics are noticed inside the cabin, the revisions have not come at the cost of handling prowess and the 2021 updates include beefier anti-roll bars. Paired with the Adaptive Suspension, a simple flick to the Sports or Sports+ mode will see the LS500 F-Sport respond better in a manner that encourages spirited driving. One quickly forgets that they are behind the wheel of Lexus' limousine class and the F-Sport feel fleet-, but surefooted in its demeanour.
Dialling it back into its Normal and Comfort modes allowed me to sample the revised infotainment system with its new 12.3-inch touchscreen. This unit is now equipped with Apple CarPlay and Android Auto but only offers Type-A USB ports in a world that has already transitioned to Type-C connections. While the addition of the primary smartphone tethering systems is appreciated, it's completely offset by Lexus' Achille's Heel, their infotainment OS and the infuriating touchpad. The system is still far too complex in its menu hierarchy and the touchpad too counterintuitive to be able to be used safely while on the move.
In these milder driving modes, the LS reverts to its default design setting, that being one of a glorious cruiser, capable of inhaling mile after mile of tarmac as a premium GT car should. Admittedly, the F-Sport does sacrifice some of the comfort levels for driver engagement, but not to the extent that it becomes uncomfortable or unbearable. If outright compliance is your desire, the Luxury model is where you want to be, but if you'll be driving yourself and you like to drive, the F-Sport will be the one you gravitate towards.
LC500 Convertible
Every now and then you come across a car that leaves you at a loss for words. Sadly, in this day and age of affordable mobility, the project it outsourced to the lowest bidder whether they're a suspension engineer or a designer and this has left us with more tepid creations than I care to discuss. The Lexus LC500 Convertible is not one of these creations. What it is though is a symphony in sheet metal with a sonorous heart, unashamedly itself and refusing to conform to the status quo.
There isn't a single angle that you can approach the LC500 drop-top from that won't have you gasp with the beauty of the sheet metal. This machine is achingly beautiful. Often, lopping the roof off of a coupe creates ungainly proportions, particularly when the roof is up. That is not the case here. The designers laboured over this aspect and I can assure you that images do not do this GT convertible justice. The rake of the rear window and lines of the roof were painstakingly designed so that they appear inclusive and intended from the word 'Go'. The roof element uses no fewer than 11 braces and can be retracted electronically in only 15-seconds. No need to worry about its lifespan though as, in typical fastidious Lexus fashion, they reportedly tested the roof and can assure over 18 000 actuations without fault.
Boot space is inherently compromised but the volume has only been culled by 48-litres. It's not the cavity that is the concern though and it's more the size of the aperture which limits the size of the luggage you are able to get into the boot - it's a small price to pay though, trust me on this. Interior space is also slightly affected and Lexus worked tirelessly to ensure that rear headroom is only reduced by 4mm. I found the front to be slightly compromised with my driving position which is rather close to the wheel. In this position, with the seat all the way on the floor, the thicker, stiffened windscreen frame felt considerably closer than one would like. Once again, a small concession that fades away once you're on the move.
While the LC500 Convertible doesn't get the same 12.3-inch touchscreen as the LS, it is now equipped with Apple CarPlay and Android Auto, once again with Type-A connections. Lexus Concierge is a climate control system designed for the convertible and will automatically adjust several parameters of the HVAC system to ensure that you remain comfortable whether the roof is up or down. It includes ventilation and heating in the seats and a neck-warming function for when the external temperature drops.
LC500 Convertible - open skies and a V8 soundtrack
There are painfully few naturally aspirated V8s on the market these days; you would have to start looking at the R4-million-plus exotics to get the combination of a sports car and V8 bundled into one. Once again, Lexus' pursuit of perfection has seen them scoff in the face of traditional trends and the 5.0-litre 2UR-GSE V8 is devoid of forced induction. It still manages to produce 351 kW and 540 Nm and Lexus claims it will sprint to 100 km/h in only 4.7-seconds. This isn't mind-altering in its execution when one looks at what its peers are capable of, but that's not what the LC500 Convertible is about.
What you will get is a glorious, linear torque delivery with barking shifts from the 10-speed automatic gearbox (which has received new programming to make it even better than before) and a convertible that gathers pace without you even knowing about it. It's all rather effortless and highly entertaining. Driving the LC500 Convertible with the roof up or down is an experience. It's perfectly capable of cruising along the boulevard at pedestrian paces while you take in the world or you can flip it over into sport mode and revel in the throttle response and well-weighted steering as it begs for you to bury the throttle in the lush carpet and chase the setting sun.
Revisions to the suspension and new lightweight components help counter the additional welds and sealing that has been included to reduce scuttle shake - an inherent flaw in the convertible design. These revisions also claim to have sharpened things up but one would have to drive the coupe and the convertible back to back on the same roads in order to notice the improvement. It's more evolutionary than revolutionary.
Dropping the roof, engaging sport mode and making the most of the sweeping bends of the Lowveld's road networks allowed me to reflect on the LC500 Convertible. I revelled in the purity of the experience and the engagement offered by a luxury offering that is forced to provide comfortable seating, compliant suspension and creature comforts. They've managed to retain a driving element that is sorely lacking in today's modern world. I thoroughly enjoyed grabbing the paddle shifter to select the next gear and pulling on the downshift paddle as I climbed onto the ample brakes to turn into the next corner, all while being treated to a glorious cacophony of mechanical-sounding shifts, a screaming V8 and the subtle change in airflow through my hair.
Prices
Quality comes at a price and the LS500 model range will cost you R2 204 200 for the Luxury variant, while the LS 500 F Sport will set you back R2 397 900. Competitively priced when one looks at its BMW and Mercedes-Benz peers. It convincingly trumps them when one considers the 7-year / 105 000 km warranty though.
The LC500 Coupe commands that you part with R2 345 500 of your hard-earned money and carries the same 7-year / 105 000 km warranty. As is the norm for Lexus products, what you see is what you pay and you won't be surprised by the extensive options list. Notch another one up for the Japanese.
