Lexus LC500 VS Maserati Granturismo
- Superb driving dynamics
- Stunning concept-like styling
- Good value
- Cramped back seats
- Poor storage space
- Touch pad controller
- Soaring engine
- Gorgeous looks
- Seats four in comfort
- Dated multimedia system
- Very heavy
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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Cars that have had this many birthdays don’t really deserve to look this good, but the GranTurismo's first impression is a good one – it's so pretty and that Birdcage-inspired nose, if anything, is getting better looking.
They don't really deserve to be this engaging, either. Maserati's range continues to expand with the Ghibli finally coming on line but the real attention-grabber remains the GranTurismo. And in this Sport Line guise, you get a bit of Stradale visual aggro without the chiro-inducing ride.
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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.
From the most compelling engine sound this side of … well, anything … to a timeless, shapely body the GranTurismo is a surprising car. While its age is catching up to it in a few areas (fuel consumption, in-car entertainment) what matters most is that this Maserati still lights the fire in the belly.
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.
As has already been (indelicately) mentioned, this is a design that is not only ageing well, it still looks pretty fresh from most angles. The only let down are the over-sized tail-lights that look more at home on something less exotic. Those aside, it's a deeply pretty car, with lovely surfacing, the highlight being those beautiful rising guards that funnel your vision down the bonnet.
Interior packaging isn't the GT’s strong point. Inside is pretty cosy with a fat transmission tunnel that makes for a narrow footwell.
With the Sport you get carbon-backed seats that are thinner in the backrest allowing for more room in the tight rear bucket. Snug they may be, but head and leg room is surprisingly good. The white leather interior of this one may not have been to everyone’s taste, but it was certainly beautifully put together.
The boot is fairly small but will fit more than, say, the similarly sized (but double the price) Ferrari FF.
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
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.
The GranTurismo MC Sport comes in two versions. Both have six-speed gearboxes, but one has the rear-mounted robotised manual while our version was the six-speed ZF automatic, which is mated directly to the engine.
The auto weighs in at $295,000, $23,000 cheaper than the Stradale. Both cars come standard with Poltrona Frau leather, carbon fibre trim inside and out, alloy pedals, bi-xenon headlights, foglights, parking sensors front and rear, 20-inch MSC alloys, keyless entry, electric seats, Alcantara headlining, cruise control, dual-zone climate control and electric adjustment for the steering wheel.
Sadly, time has marched on from when the GranTurismo's entertainment system was first presented to the world. It's a weird, unwieldy system that takes a lot of getting used to, with buttons that don't always seem to do what their label says. Pairing the phone was arduous and while most owners do that once, it does speak to the overall usability.
Having said that, the 11-speaker Bose stereo pumped out some pretty good sound and once the satnav's input method is deciphered, it worked surprisingly well given its fairly basic presentation on the seven-inch screen.
Engine & trans
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.
Maserati's 4.7L V8, inherited from the then-parent Ferrari, is a cracker. Based on the V8 found in the F430, it has a gloriously silly redline of 8000rpm. Peak power is 338kW at 7000rpm and 520Nm at 4750rpm.
The 0-100km/h is dispatched in 4.8 seconds and top speed is 298km/h.
The transmission is a six-speed ZF automatic and fuel economy is a sobering 14.3L/100km on the combined cycle.
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.
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.
There are few more impressive sounds in the automotive world than a Maserati-tuned V8. Even on start-up, the smooth V8 gives you a little bellow to wake the neighbours and when in non-Sport mode it quickly settles into a quiet idle. The exhaust has the now-familiar valving that opens up when you switch it into Sport and if you don’t default to that when driving the GT, you're probably dead inside.
The V8 makes a tremendously addictive racket, getting better with every rev as the tacho needle swipes right to the redline.
When compared with the lightweight sportster from which the engine is lifted, you won't be moving quite as quickly, but the noise and the sharp-shifting transmission will keep you happy. Tunnels are worth the price of entry as you crank the windows down and flip the paddles to find second or even first.
It's hard to pick that the transmission is a traditional automatic. The shifts are fast and positive but never violent – that would be out of character – responding properly to the paddles. In automatic, it's smooth and gentle.
The steering is mighty impressive too. There's enough feel to keep you interested and entertained but not so much you’ll be overwhelmed in the daily drive. The nose changes direction with a flick of the wrists and the moderately-firm Skyhook suspension does a good job of making the rest of the car follow without undue body roll.
Despite rolling on 20-inch alloys shod with sticky 245s up front and 285 at the rear, cruising in the GT is surprisingly quiet and comfortable. WithSport mode off, it's a very agreeable place to be. The seats are hugely comfortable, even in the rear, which seems impossible.
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).