Lexus LC vs Honda ZR-V

What's the difference?

Stunning to behold, and even more so to listen to, the LC 500 Convertible with no doubt turn as many heads as its owners surely want it to. It's not the final word in performance, but it's a lavishly equipped transporter none the less.

The Honda ZR-V has always been an engaging and fun car that’s the right size for many people. The frugal hybrid powertrain has always been the pick too.

It’s great that Honda has finally introduced more affordable hybrid trims with this update which addresses one of my biggest criticisms of this car previously.

If you’re willing to forgo some luxury features, this entry-level hybrid trim is a fantastic car that still offers enough creature comforts to be driven daily.

Hopefully Honda has some renewed sales success with this car as I believe it’s a clear benchmark for the segment.

It’s eye-catching, the LC 500, if big, bolshy convertibles are your thing, and especially viewed front-on, where the aggressive nose design ends in a sharp crease in the mesh grille. I love the headlight design, too, which bleeds back into the body work, but also merges with the vertical light cluster that bookends the grille. 

The side view is all shining alloys and sharp body creases, too, leading to an oversized boot that stores the fabric, aluminium and magnesium roof structure, which drops or raises in 15 seconds at speeds of up to 50km/h. The design fits into what Lexus calls an “impossibly small space behind the seats”.

Inside, it’s a snug but luxurious space, wrapped largely in leather and equipped with a wealth of technology. It’s a point we’ve made before, but why Lexus perseveres with its trackpad infotainment control technology is beyond us, but there’s no denying the cabin of the LC 500 is a wondrous place to spend time. 

We particularly like the integration of the centre screen, which is recessed beneath the leather-wrapped edge of the dash. While some look like an afterthought, this appears to have been included in the broader design philosophy.

The exterior of the ZR-V has always left me feeling quite… meh. It’s a mundane and generic look that doesn’t stand out from the crowd, but that's no bad thing because not everyone wants a flashy car.

That said, I’m still not a fan of the front grille, which makes it look like this car has a moustache.

The dark red paint looks nice, though when it’s paired with these generic-looking grey alloy wheels and black wheel arch cladding, it cheapens the look. The top-spec e:HEV LX looks more attractive.

Inside, it’s similarly standard and doesn’t break the mould. Everything is where you’d expect it to be, which is great for functionality.

The wildest part of the interior is the centre tunnel which features a push-button gear selector and a split console section including a small storage area underneath that’s big enough for a phone.

Looking around, it’s a sea of black finishes, which is a bit boring. However, I do like the mesh panel that spans the dashboard and houses the air vents. It’s a premium touch.

It’s not, really. But then, what were you expecting?

As mentioned above, the interior feels snug for upfront riders, but not in a bad way. More that elements of the interior feel like they’re reaching out to greet you, leaving you with the impression of being tucked into the cabin.

Backseat riders are out of luck, though, with the seats really only reserved for emergencies. Legroom is tight, and while Lexus promises the roofline is about on-par with the Coupe, it’s not going to be a comfortable journey.

The LC 500 Convertible stretches 4770mm in length, 1920mm in width and 1350mm in height, and it rides on a 2870mm wheelbase. It will sit four at a pinch, and provide 149 litres of luggage space.

There are two ISOFIX attachment points in each of the rear seats, as well as top-tether points.

In base-model form, it’s expected the ZR-V will have fabric upholstery. However, the seats still feel premium and are deliciously padded. They’re manually adjusted but I was still able to find a good driving position with ease.

One feature I was looking for was heated seats, especially on these brisk Melbourne mornings. It’s rare for a car with fabric seats to get heated seats, though. If you want them that badly, they’re available on higher trims.

Ahead of the driver is a leather-wrapped steering wheel which feels lovely. I particularly like the tactile feel of the buttons and switches.

The digital instrument cluster is clear and crisp. It offers multiple views to customise it, as well as a range of infographic pages to cycle through. I wish you could see the fuel consumption and hybrid system graphics at the same time, but thankfully they’re just a single scroll away from each other.

Moving across, the central touchscreen multimedia system is looking a small in 2026, measuring only 9.0 inches, although it’s still high-resolution and the colours are vibrant.

It appears computing power has been given a boost along with the integration of Google Built-in, as jumping from menu to menu has never been snappier.

Speaking of Google Built-in, it’s great to have the flexibility of using the integrated Google Maps and apps like Spotify and Apple Music, without needing your phone.

However, it’s still nice having Apple CarPlay and Android Auto, though the latter is strangely only offered in wired form. With my iPhone 15 Pro Max, the wireless connection was rock solid, though known interference points did cause CarPlay to stutter.

It’s great to see Honda retaining a physical climate control cluster as it’s intuitive to use. The dials in particular have a satisfying click when twirled.

In terms of storage there are two cupholders, two USB-C ports, a big centre console box, as well as an adequately sized glove box. It’s worth noting this trim level forgoes a wireless charger, meaning you’ll need to plug in to charge your phone.

Moving to the second row, there’s a surprising amount of space, even for adults. At a leggy 182cm, I have plenty of legroom and headroom.

You would easily be able to get two adults in the second row, though you’d be pushing it to fit three as the middle seat is narrow and raised. Kids will be fine, though.

Adding to the annoyance of the middle rear seat, the seat belt is mounted from the roof, which can obstruct rear visibility.

In terms of amenities there are air vents on the back of the front centre console, two USB-C ports, map pockets on the back of each front seat, as well as a fold-down centre armrest with cupholders.

There are also ISOFIX points on the two outboard seats, as well as top-tether child seat anchorages on all three rear seats.

Around the back it’s expected the entry-level hybrid will feature a manually operated tailgate. It’s light to open and close.

With the rear seats upright there’s 380L of boot space available, which is decent for this size of car. This figure includes a small underfloor section.

If you fold the rear seats the boot space expands to 1312L, which is cavernous for this type of car. The rear seats cleverly fold forwards and down at the same time, creating a seamless flat floor.

Boot-related amenities include a number of hooks, a 12V socket plus some lights. As is the case with many hybrids, the ZR-V e:HEV doesn’t come with any spare wheel. You need to make do with a tyre repair kit, which is nowhere near as handy if you have a proper puncture away from a tyre repair shop.

Honda has shuffled the ZR-V line-up for 2026, decreasing the petrol variants to a single, entry-level trim, while increasing the hybrid grades from one to three.

On test here is the ZR-V e:HEV X, which is the cheapest hybrid. It’s priced from $43,400, drive-away, which is $3500 more than the base petrol trim and $8500 less than the top-spec hybrid option.

This is priced keenly against entry-level versions of the Hyundai Kona Hybrid and Toyota Corolla Cross Hybrid, while undercutting the Nissan Qashqai e-Power hybrid.

For the price you get standard 18-inch alloy wheels, adaptive LED headlights, a 10.2-inch digital instrument cluster, a 9.0-inch touchscreen multimedia system with wireless Apple CarPlay and wired Android Auto, dual-zone climate control and cloth upholstery.

Now standard across the ZR-V line-up is Google Built-in which allows for Google Maps integration, the Google Assistant, plus you can download a number of apps, including Spotify, from the Google Play Store.

If you’re after features like a power tailgate, premium sound system, wireless charger, leather upholstery, plus heated seats with electric adjustment, you’ll need to look higher in the line-up. These are largely all nice-to-haves than musts, anyway.

It’s a lusty power plant, this one, and not something you immediately expect to find in a luxurious Lexus convertible.

The 5.0-litre V8 produces 351kW and 540Nm - 260kW of which arrives from 2000rpm - and it sounds like a God of Thunder as it’s doing it. 

It pairs with a 10-speed automatic and sends all that grunt to the rear tyres, with Lexus’ Active Cornering Assist and a mechanical limited-slip differential helping you to not make a mess of things when tackling corners. 

Power in the ZR-V hybrid continues to come from a 2.0-litre four-cylinder petrol engine with two electric motors. Total system outputs are 135kW and 315Nm.

This is sent to the front wheels only via an electronic continuously variable transmission (eCVT).

The Honda hybrid system positions the engine primarily as a generator for the battery pack at lower speeds, however once you reach 60-70km/h it can couple with the front axle and directly power the wheels.

It’s a smart system that allows for an electric zippy feel at lower speeds with the backing of a petrol engine at higher speeds.

Remember when I said it was lusty V8? When has that ever been good news for fuel use?

Lexus reckons you’ll get 12.7L/100km on the combined cycle, but the temptation of all that grunt will pretty much ensure that never happens. Emissions are pegged at 290g/km of C02.

The LC 500 Convertible’s 82-litre fuel tank only accepts 98RON fuel.

Honda claims the ZR-V hybrid consumes an average of 5.0L/100km on the combined cycle, according to ADR testing.

In practice, I’ve seen way less than this, which is fantastic. On one particular drive around the city I achieved a mind-boggling average of 3.7L/100km, but my overall average hovered around 4.5L/100km.

There is a 57L fuel tank and a minimum of 91 RON regular unleaded petrol is required.

You should easily be able to travel more than 1000km per refill, so don’t expect to be visiting servos very often.

It’s a tough nut to immediately crack, the LC 500 Convertible.

It feels like it really wants to be a super-accomplished performance car, and on longer, more sweeping bends it is, with that thick flow of power ensuring you simply surf through corners before rocketing out the other side, the air filled with that growling exhaust note as your right foot finds its way to the carpet.

But on the tighter stuff, there are some factors that play against it. The suspension feels sorted and that engine is always willing to deliver, but for mine, the steering and brakes felt a little disconnected from the experience, not inspiring much in the way of late-braking confidence. And then there’s the sheer two-tonne-plus weight of the thing, which can’t be totally hidden, even by Lexus’ best wizardry.

Don’t get me wrong, it’s very capable, even on surprisingly tight stuff. It’s just that there’s something of a disconnect between car and driver. 

That’s not a bad thing, really. Are you really buying a premium convertible to attack a mountain pass? Probably not. And keep it flowing through corners and the LC 500 Convertible will keep a smile painted on your face, owing mostly to wave of torque you can ride to your destination. 

Hovering your foot over the accelerator must surely be what the President feels like whenever he stands near the nuclear football, with that big V8 always ready to turn on the fireworks. 

Away from the red mist, you’ll find the LC 500 Convertible positively flows from destination to destination, the 10-speed gearbox - which can feel flustered at pace - seamlessly flicking through its options, and the ride in its most comfortable settings disposing of most road imperfections before they enter the cabin. 

The cabin is also very cleverly insulated, not just when the four-part roof is up, but also when it’s down, with the climate and ambience of the interior largely unaffected by what’s going on in the outside world.

The ZR-V’s hybrid powertrain has oodles of zip, thanks to there being two electric motors which handle a lot of the low-speed grunt.

It’s surprising how much of the driving can be done on electric power alone, provided there’s enough battery charge. Even at highway and freeway speeds the engine will switch off and coast on electric power alone.

When the petrol engine kicks on, you can barely feel it in the cabin or through the accelerator pedal. Instead you’ll only hear a familiar CVT-like drone as the engine charges the battery.

The petrol engine drone is noticeable but the note it makes more pleasant than a Toyota hybrid. Plus when you push the accelerator that bit harder it pretends to shift through gears, making the driving experience more engaging.

At higher speeds there’s plenty of oomph as the petrol engine and electric motors work in tandem. It feels like the powertrain is never stressed, making for an effortless touring feel.

There are a number of different regenerative braking modes accessed via the paddle shifters. The default is the weakest which allows you to coast more like a regular, pure-combustion car.

You can ramp up the intensity of the regenerative braking but there is no 'one-pedal' driving mode and you’re required to use the brake pedal to come to a complete stop.

From the driver’s seat you have a commanding view of the road ahead thanks to the elevated driving position. There are also large side mirrors and a big rear envelope, giving good all-around visibility.

Around town the ZR-V has a nimble feel thanks to its light-ish steering. This translates to a dynamic feel with a touch more weight out on the open road.

It’s surprising how engaging and fun this car is to drive, especially because it’s a regular SUV with no obvious sporty characteristics.

The suspension errs towards soft, but this helps soak up sharper bumps. This car never feels uncomfortable from behind the wheel which is at least partially down to the 18-inch alloy wheels being the right diameter for a car of this size.

The Honda ZR-V received a four- out of five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2023.

Despite this, the entire line-up is stacked with standard safety equipment. Highlights include 11 airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, front and rear parking sensors as well as a reversing camera.

It’s worth noting a surround-view camera is reserved for the top-spec hybrid trim only, which is a little annoying.

However, the ZR-V doesn’t have any annoying beeps and bongs that play while you’re driving. All the safety systems are well calibrated and only interact or engage when required.

Lexus vehicles are covered by a four-year, 100,000 kilometre warranty, and the LC 500 Convertible requires servicing every 15,000kms. 

Lexus's Encore ownership program includes pick-up and drop-off servicing, but the new Encore Platinum level for owners of its more exclusive models unlocks even more stuff.

One is a new On Demand service, which allows owners to book a different style of car when heading off on a holiday or business trip. The loans are available in your state or somewhere else in Australia if you're travelling, with your car waiting for you at Qantas Valet for you when you arrive.

The On Demand service is available on four occasions over your first three years of ownership (which is also the length of the Encore Platinum membership). 

ZR-V owners receive a five-year, unlimited-kilometre warranty as standard, whereas the high-voltage battery is covered for eight years.

If you service at Honda dealers when required, however, the standard warranty coverage is extended to eight years. This is more on par with many mainstream brands.

Speaking of servicing, it’s required every 12 months or 10,000km. The latter may be troublesome if you do a lot of kilometres.

The first five services are capped at $199. This is very affordable and on par with Toyota.

There are close to 90 'Honda Centres' across the country covering state and territory capitals as well as key rural and regional centres.