Lamborghini Aventador VS Lexus LC500
- Styling, so much styling
- That V12 engine, the pure speed rush of it
- The noise, absolutely bonkers
- Not being able to see anything behind you or beside you
- The price. You could have five great cars for this much
- The sheer mass, width and weight of it
- Superb driving dynamics
- Stunning concept-like styling
- Good value
- Cramped back seats
- Poor storage space
- Touch pad controller
Too fast, too loud, too crazy, too dangerous, too big. All of these are phrases a supercar lover would never think to utter when considering the sanity-defying existence of the new Lamborghini Aventador S, and yet exactly the kind of things any reasonable person might say after driving one, or even witnessing it in motion.
Too much, clearly, is never enough in La La Lambo world, and it's certainly true that if you desire a car that will puncture your eardrums while rupturing your spleen and bruising your heart, this is the perfect vehicle for you.
Five years after its launch, the Aventador has been updated and upgraded - with new rear-wheel steering, an allegedly improved gearbox, tweaked styling and a button that says EGO - and uprated, with even more power that it clearly wasn't crying out for.
We went to Phillip Island to drive it around a high-speed track covered in rain, mist and suicidal geese.
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It was in the car park of a well-known hardware chain (that also happens to be famous for sausage sizzles) that it happened. I was closing the boot lid of the Lexus LC500 when a grinning, middle-aged bloke - arms almost breaking under bags of cow manure - waddled past me and said: “I’d so have this over a Porsche 911. Any day.”
That was the kind of reaction the LC500 provoked wherever I took it, and by the end of my week with it I had became convinced that this was one of the best sports cars I'd driven in my eight years of reviewing cars.
Not quite... because while that sounds like the final verdict rather than an introduction to a review, there's more to it. See, while there's so much that I love about the LC500, there are other parts that would make me think twice about getting one.
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The Lamborghini Aventador S is a hugely unnecessary car that probably wouldn't exist at all in any sane universe. Fortunately it's from Italy instead.
While it definitely has its flaws - it's simply too big, and too fast, to drive on public roads, and it's too heavy, and mental, to be a purist's track car - there is still something strangely charming about it.
It's the ridiculous design, those super-cool doors, the outrageous and deafening noises it makes, and what it does to your internal organs when you accelerate in it.
There are better, sharper and more affordable supercars than the Aventador S, but there are none that are anything like it.
Is the Aventador S your dream supercar, or would you prefer an F12 Berlinetta? Tell us what you think in the comments below.
The LC500 is good value and superb to drive – from its comfortable ride to its great handling - offering an outstanding and engaging experience. There are a few reminders of its lower-brow connections, such as the media unit and that touch pad controller which is really frustrating to use.
The LC500 is also less practical than some of its rivals. Yes, it’s a sports car, but it’s a luxurious one and should offer better cabin storage as a modern grand tourer.
That said, the LC500 proves that you don’t need to spend any more than $200K to have an exceptional driving experience.
Is the LC500 the smartest luxury sports car buy on the market? Tell us what you think in the comments below.
The lovely and loquacious Italians from Lamborghini showed us a revealing little sketch at the car's launch, which looked a little bit like a bad tattoo but said a lot about their design ethos. It featured mean-looking sharks and menacing cobras morphing with an outline of the Aventador, and was meant to represent the approach to further man-ing up the looks of this S version.
The shark fins are clearly evident in the new and even bigger front splitter, the cobra must be hiding under the engine cover somewhere, while the new rear exhaust shape is apparently modelled on the Space Shuttle.
There are a few touches of the classic Countach, apparently, and plenty of "aerospace" design, which means they've tried to make it look like a fighter jet.
The overall effect is about as over the top as Lady Gaga marrying Ivanka Trump, and yet because its a Lamborghini, you find yourself loving it anyway. Absurdity is their reality. And how could you not fall for any car with those doors?
The interior is not as classy feeling as a Ferrari, but it has a certain brash, flash-cash opulence to it that makes you smile as well.
Just look at it. Even in the extremely ordinary photos I took in a hurry before the sky fell in, you can see that the LC500 is absolutely drool-inducing. It's gothic-meets-the-21st-century-meets-1980s-Miami-Vice styling, and it all works superbly.
Even better, it still retains the almost impossible looks we saw when the LC500 Concept debuted at the Detroit motor show in 2016. And yes, there's more than a passing resemblance to the Lexus LFA supercar from 2011.
Low at just 1.3m tall, wide at 2m across, and long at 4.8m, the LC500 is all bonnet and hips and giant 21-inch rims that tuck into those enormous arches.
I was also taken by the tear-drop styling to the head- and taillights, and that now familiar spindle grille looks more at home on this Lexus than on any other. The door handles which sit flush against the body of the car and pop out when you poke them are also a nice touch.
The LC500 we tested was fitted with the $15,000 Enhancement Pack, which includes the carbon roof, active rear wing, carbon interior scuff plates, leather-and-Alcantara seats and a rear-wheel steering system.
The cabin can't quite match the exterior for its stunning looks, but it’s still special, from those elegant door handles and the stitched upholstery to the thickly bolstered seats that you drop down deeply into.
There is some Toyota/Lexus ordinariness in the cabin, though, such as the screen, which while wide and majestic, is more Microsoft than Apple if you get what I mean. And that also goes for the media unit, too, and that controller pad with its silly PC-style curser.
Yes, the Aventador S is a car, and it will take you from Point A to Point B, although you might leave some of your life expectancy behind on every trip, but other than that, practicality is not a selling point.
It is 4.8m long, just over 2m wide and a mere 1.14m high, the giant Lambo is as thick across the hips as a Toyota LandCruiser, and as pleasant to climb in and out of as an iron lung.
It also burns slightly more fuel than a Space Shuttle launch and is virtually impossible to see out of, but owners won't care because every other car will be behind them somewhere, and they'll only be looking out for plate-glass windows to admire themselves in anyway.
There are no cupholders (although apparently you can option them) and there's virtually no room to store anything at all. None of this matters, of course, because if the people who buy an Aventador S want practicality they'll simply choose one of the other 20 cars in their personal fleet.
It's not. The boot is small at 197L, while cabin storage is almost non-existent with a tiny centre console bin, no cupholders, narrow door pockets and a small glovebox.
As for people space, the LC500 is a 2+2 seater and those back seats are impossible for me to sit in thanks to the low roof and the zero legroom behind my driving position. With a bit of wrestling I did manage to fit a booster sit in there for my four year old.
For charging you'll find a USB port and a 12V outlet up front.
Yes, it's a sportscar but the Lexus LC500 needs a re-think when it comes to storage and space. Other sports cars (a 911 for example) are more practical. As a parent, this impracticality would see it off my shopping list.
Price and features
On the one hand, the $788,914 price for this new S version of the Aventador (the S stands for "Something that is better" according to the Italians) is problematic, and slightly ridiculous, because it seems a lot to pay for a car that would have you shot on sight on suspicion of speeding by the Victorian Police and is about as well suited to Australian conditions as an igloo.
On the other hand, which is covered in thick gold rings with a fat Rolex attached to its wrist, it makes perfect sense, because its vast and silly size perfectly complements the very nature of the car, which is perhaps the biggest 'look at me, I'm rich' statement short of sky writing your bank balance.
The sort of person who buys a car like this, rather than the cheaper, far more sensible and, frankly, enjoyable Lamborghini Huracan, actually wants to pay a lot of money, because it's part of the fun.
Sure, that price only gets you two seats but they're very sexy ones, and truly grippy to sit in, which they need to be in a g-force monster like this.
There's only one spec for an S buyer, and it includes little treats like Apple CarPlay, but if you want the telemetry system, to record your lap times, it's an optional extra, at $3400.
The one feature every owner will want to show off, though - aside from the obvious ones like the scissor doors and 'Bombs-away!' starter - is the EGO button. This is basically a fourth setting to add to the car's existing Strada (Street in Italian), Sport and Corsa (Race) options, but confusingly, because it is entirely personalisable, it actually offers another 24 settings when you press it.
Sure, it's slightly pointless, but at least it's honest, because EGO is what this car is all about.
Each of those settings also changes the Aventador S's lush and wondrous Kombi dash screens (the Lamborghini-styled version of owner Audi's Virtual Cockpit), offering race-car like giant tachometers and even a graphic that shows you which way your wheels are pointing. Not that you'll have time to look at it when exploring your car's 350km/h top speed.
The LC500 lists for $190,000. That's peanuts considering you can pay a lot more than this for a sportscar from another brand that doesn't feel as good to drive.
The extensive standard features list includes a 13-speaker Mark Levinson stereo, a 10.3-inch display, head-up display, dual-zone climate control, proximity key, leather upholstery with heated front seats, stainless steel pedals, LED headlights.
Our test car was also fitted with the $15,000 Enhancement Pack - worth it I think, and you can read what it adds above in the section on design.
The LC500 is a lot less expensive than the cars it takes aim at - we're talking the Porsche 911 (the most affordable is about $240K to get on the road), the Jaguar F-Type V8 R (which lists for about $250K) and the BMW 850i (with a list price of about $273K).
It's safe to say that buyers looking at a 911 are not going to be looking at a LC500. But somebody checking out a BMW 640i Gran Coupe, which lists for $185,900, should know they can get more firepower and luxury in the LC500 for just five grand extra. Same goes for anybody considering the F-Type V6 R-Dynamic or Mercedes-AMG E53.
Remember at the start how I said there were some aspects that would make me think twice about getting an LC500. Well the media unit’s ‘Remote Touchpad’ and the joystick is up there as the most frustrating interface I’ve ever used. Not only is the infotainment menu confusing and non-intuitive, the uncoordinated controller makes the entire user experience dreadful. And I’m being nice.
Engine & trans
Let's start with the bad news, which is that the all-new seven-speed ISR (Independent Shifting Rods) gearbox that was supposed to fix the old-tech lurchiness of the Aventador's driveline is still so far off the pace of modern, dual-clutch transmissions that it's mildly embarrassing.
Change gear at speed in this vicious V12 and you're in for a kind of stop-motion, Wallace and Gromit experience. There's no doubt you can feel the aggression of the shifts, but they do remind you of a long-past time when upshifts meant a short break between rushes of acceleration, rather than the seamless shove you now get from a Ferrari (or even a Golf GTI).
Your gear changes can be so violent that they knock the breath out of you, but it could be argued that this merely suits the personality of the car, which in turn reflects the absurdity of its manic engine.
Power has, somehow, been raised by 30kW to an astronomical 544kW at a deafening and ballistic 8400rpm. Lamborghini says the new tune gives even more torque at higher revs, but its maximum figure of 690Nm is actually less than Ferrari's V8-powered 488, which has 760Nm.
The difference is turbochargers, of course, a limp-wristed affectation of a technology that Lamborghini still eschews.
They will tell you it's all about the way the car performs and accelerates, and with a 0-100km/h time of 2.9 seconds (not even a whisker faster than the standard Aventador, which shows you how difficult those times are to improve on), a 0-200km/h dash of just 8.8 seconds, and 0-300 in 24.2, it does do these things well.
What it's really about, though, is the operatic purity and visceral violence of the way the engine sounds, and with its all-new muffler and exhaust system, the S really does take big, shouty showiness to new levels.
Indeed, I would venture this is the loudest road car my ears have ever been assaulted by (a Porsche 918 is louder, but it's really a race car with a rego sticker). Under acceleration it is as eyebrow-liltingly loud as the front row of an AC/DC concert back in the 1990s, but it is the series of explosions you get on the overrun when fear pushes your foot off the throttle that are truly astounding. It sounds like someone throwing steel rubbish bins full of grenades into a cement mixer.
Crazy? Yes. Unnecessary? Yes, but it is wonderful.
It's possible that, as some of my colleagues claimed they could notice, the S is more instantly ballistic when you press the accelerator than the normal Aventador, but frankly that's like comparing being shot with different guns. Let's just say it's a hugely violent, chest-beating engine. And I love it.
Fear not, the LC500 has the firepower to match those battle-cruiser looks. Under that enormous bonnet is a 5.0-litre petrol V8 and it makes 351kW and 540Nm. No turbos here, and that is absolutely fine by me. Actually, I prefer it; I'm not a fan of the lag or 'boosty' acceleration associated with turbocharging.
This naturally aspirated V8 has linear, controlled acceleration as the 10-speed automatic transmission shifts seamlessly though the gears, with the dash from 0-100km/h over in just 4.7 seconds. That’s not supercar fast, but this isn’t a supercar. The LC500 is a grand tourer.
On start-up, the LC500's V8 is breathy and high-pitched. When I pressed the ignition button for the first time its banshee-like scream echoed through our underground car park and I'm fairly sure my CarsGuide colleague Tom White (who was standing next to it at the time) soiled his trousers.
Yes, it sure does consume fuel. Quite a lot, with claimed figures of 26.2L/100km on the urban cycle, and a combined urban/highway figure of 16.9L/100km. Frankly, you'd be lucky if you kept it under 30.0L/100km. It's thirsty work to drive.
After 279km of testing on a combination of motor ways, country roads and city peak hour traffic I measured a mileage of 16.4L/100km at the pump. The official combined fuel consumption is 11.6L/100km.
While it’s thirsty, that fuel usage would not make me think twice about getting an LC500 – it’s a petrol V8 powered monster and you need to feed it to have fun. If fuel is an issue for you either financially or ethically then there’s always the LC500h hybrid version.
Piloting an Aventador around city streets is a challenge, partly because it's like trying to hold a four-metre high, 400kg Rottweiler on a leash, but mainly because it's stupidly wide and you can't see anything from the driver's seat.
Lamborghini has tried to improve the experience of driving it at low speeds with a new rear-wheel steering system, that turns the rear wheels in the opposite direction to the fronts at low speeds, effectively shortening the wheelbase and making it almost liveable in car parks, but then turns them in the same direction as the fronts at higher speeds, for better turn-in and handling.
This was the first time I've ever been fortunate, or perhaps mad, enough to drive an Aventador on a race track, and a fast one at that in Phillip Island, which was covered in a fairly typical Arctic storm front, with enough standing water to attract large, suicidal geese to several corner apexes, including the one at the top of the straight, where the big Lambo was hitting 230km/h before we'd even passed the pits (it had dried out a bit, briefly, for that lap).
With open spaces in front of you, this car delivers the kind of acceleration that forces all the air out of your body, or perhaps you just forget to breathe because your brain is too busy freaking out. It's an invigorating sensation, but not without fear, a bit like jumping out of a plane, and equally addictive.
All that rocket thrust really is its party trick, though, because as mentioned the gear shifts are a bit of a shambles, and the sheer size, and 1575kg weight, of the thing makes it feel like a handful around tight corners.
It's very good around a track for what it is, but what it is is too heavy and too big for circuit driving. Again, you'd have to think a Huracan would be more fun, and would scare you less.
But then it did strike me, on my last lap, as I attempted to find some saliva in my dry mouth, that there's something wonderfully old school, and traditionally Lamborghini, about a supercar that genuinely frightens and intimidates you when you try to push it.
I can't imagine buying one myself, but I can imagine why a certain kind of enthusiast would want to.
Outstanding. Brilliant. Superb. But I didn't expect it to be. Many of the breeds of Lexus I've driven look edgy and dynamic, but then feel like paper weights to drive. The LC500 is different. It's comfortable. Easy to pilot. Dynamic. And so much fun.
The big grunt and the measured way it's ladled out suits the character of the LC500 perfectly. This isn't a track weapon like the Lexus RC F, this is a monster that eats motorway miles - and that's what I did with it.
Don't ask why, but I needed to travel from Sydney to Newcastle for a 20-minute appointment and then come straight back again. I'm not a fan of that corner-less M1 Motorway, but the LC500 cruised up effortlessly without breaking a sweat - and with instant acceleration under my right foot whenever I needed to overtake. In the LC500, 110km/h felt too slow, like it wanted to keep running all the way up to its 270km/h top speed.
I took the old Pacific Highway back. The road surface is shoddy, but the sweeping corners and twists made the long way home so much more enjoyable. The LC500 performed beautifully, with superb handling while staying comfortable and composed. The big nose felt light, the steering perfectly weighted, and the throttle just needed a gentle prod to push it wherever I wanted.
Our LC500 wore Michelin Pilot Super Sport tyres, and despite them being runflats and 35 profile at the front and 40 at the rear on 21-inch rims, the ride - even over Sydney's shocking roads - was comfortable thanks to the air suspension.
That made daily commutes into the city fairly painless, too. And piloting the LC in traffic and car parks was also made easy thanks to good all-round visibility.
You're not getting AEB in a car like this, as the sensors would ugly up the front of the car, and there's nowhere to fit them. But you do get a 'passive pedestrian protection system', which is nice.
Some markets get a driver's knee airbag, but sadly we don't, so you have to put up with just four airbags in total, and a collapsible steering column.
The LC500 has not been given an ANCAP score but there’s nothing to suggest it’s not incredibly safe.
Along with eight airbags it comes standard with a stack of advanced safety technology such as AEB, lane keeping assistance, blind spot warning and rear cross traffic alert. There’s also adaptive cruise control and automatic high beam lights.
Run flat tyres means no spare wheel.
For child seats you’ll find two ISOFIX points and two top tether anchor mounts across the back seats.
The LC500 is covered by Lexus’ four-year/unlimited-kilometre warranty. Servicing is recommended every 12 months or 15,000km.
There is no capped price servicing, but the first service is complimentary, and Lexus says you can expect to pay $866.95 for the second visit (30,000km), $870.14 for the third (45,000km) and $866.95 for the fourth (60,000km).