Lexus LC500 VS Mercedes-Benz E-Class
- Superb driving dynamics
- Stunning concept-like styling
- Good value
- Cramped back seats
- Poor storage space
- Touch pad controller
- Great drive
- No spare tyre
- Fiddly steering wheel controls
- Tight rear headroom (with roof up)
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.
|Fuel Type||Premium Unleaded Petrol|
People that know what they’re doing have a habit of making whatever it is they do look easy. Jack Nicholson, Usain Bolt, J.K. Rowling – how hard can it be to act, run and write like a champion?
And you might think making a convertible car is easy. In fact, why even bother the designers? Just break out the gas axe, lop the roof off, perch a canvas top over the hole you’ve created; job done.
Yet despite the seemingly simple premise, it’s all too easy to get it wrong.
Happily, Australia wasn’t on the receiving end of the Nissan Murano CrossCabriolet, a text book case study in getting it horribly wrong. Although we did cop the answer to a convertible question few people were asking, in the shape of the Chrysler PT Cruiser Cabriolet. And more recently there have been mutterings about the aesthetic success, or otherwise, of the Range Rover Evoque Convertible. Not to mention the necessity of its existence.
Which brings us to the sleek, subtle, and effortless charm of the new Mercedes-Benz E-Class Cabriolet. A masterclass in getting a convertible design exactly right.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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 Mercedes-Benz E-Class Cabriolet fulfils its intended brief, with classic design, exceptional comfort, luxurious specification, flawless quality, and a sporting edge lurking just below the surface. The ‘entry-level’ E 300 is the pick, boasting a big chunk of the E 400’s equipment and performance for significantly fewer dollars. That’s how you get a convertible design right.
Does Merc's new E Class Cabriolet sit at the top of the mainstream luxury convertible tree? Tell us what you think in the comments below.
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.
At over 4.8m long, nudging towards 1.9m wide, and around 1.4m high, the new cabrio is substantially larger than the model it replaces. And the increase in exterior dimensions is underpinned by a longer wheelbase and wider track.
Joining the existing E-Class sedan, coupe and ‘All-Terrain’ wagon line-up, sitting on a suspension 15mm lower than the sedan’s, and rolling on fat 20-inch AMG rims, the cabrio shares the two-door coupe’s muscular but refined look.
The exterior manages to combine gentle, rounded transitions between major surfaces with more sharply angled and aggressive elements like the ‘powerdomes’ running the length of the bonnet, a hard character line defining the lower third of the car’s flanks, and a neatly integrated lip spoiler on the boot’s trailing edge.
Lowering the roof does nothing to upset the car’s balanced proportions and athletic stance.
Inside, a cool combination of top-shelf leather and ‘black ash open-pore’ wood trim, is contrasted by brushed alloy and chrome accents on everything from the sports steering wheel and distinctive circular air vents (claimed to be “inspired by turbo engines”), to the door handles and ‘Comand’ multimedia controller.
Dominating the dash is a pair of 12.3-inch hi-res displays, presented in a single widescreen panel, the first housing a configurable ‘virtual’ instrument cluster, and the second, more central screen running a full suite of multimedia functions.
A row of more conventional rocker switches at the top of the centre console controls the air-conditioning and various driver-assistance systems, with digital read-outs underneath.
The overall interior look and feel is luxurious form matched by fuss-free function.
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.
Extra length, and more specifically, a longer wheelbase usually means more interior space, and the new E-Class Cabriolet is no exception.
Seating is for four, and those in the front are provided with ample space as well as helpful touches like a feeder arm that automatically extends the seat belt out to the driver and front passenger (with override control via a button on the centre console).
There are also two cupholders, a decent glovebox, a lidded bin between the seats, and door pockets big enough for bottles.
Access to the rear, even with the roof up, is a civilised process, thanks to front electric seats that not only slide but rise and tip forward at the touch of a single release handle on the backrest.
Merc claims, on a like-for-like measurement, that rear legroom has increased no less than 13 percent (+102mm) and sitting behind the driver’s seat, set for my 183cm frame, there’s plenty of space. It’s also worth noting that sensors in the front seats’ adjustment system stop them from hitting a rear passenger’s knees. Clever, and polite.
With roof up, the solar panel otherwise known as my bare pate was just brushing the soft fabric lining, although headroom improved markedly with the roof down.
Backseaters are well catered for with a pair of cupholders between the seats, adjustable air vents, map pockets, and some oddments space near the outside armrests.
Boot capacity is a handy 385 litres, with a redesigned rear seat splitting 50/50 to offer through-loading space. An electrically controlled, retractable separator defines the space filled by the roof when folded (which still leaves 310 litres). Impressive.
In case you’re keen on towing with your new convertible, forget it, the new E-Class Cabriolet is a no-tow zone, and you won't find a spare wheel of any description because the tyres are run-flats.
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.
There are two E-Class Cabriolet models on offer; the 2.0-litre, four-cylinder E 300 ($123,500), and 3.0-litre, V6 E 400 ($157,500), each boasting a standard equipment list longer than Donald Trump’s register of alternative facts.
Highlights for the E 300 include ambient interior lighting (with 64 different colours!), leather upholstery (with horizontal quilting), AMG sports pedals (brushed stainless steel with black rubber studs), ‘Comand’ multimedia (with touchpad, 3D nav, and smartphone integration via Android Auto or Apple CarPlay), ‘Airscarf’ neck-level heating (in front), DAB+ digital radio, scrolling (directional) indicators, electrically adjustable and heated sports front seats (with three memories for seat and exterior mirror position), illuminated door sill panels (with Mercedes-Benz lettering), sports steering wheel (with flat bottom section), ‘Thermatic’ dual-zone climate control, rain-sensing wipers, the 20-inch AMG alloy wheels, ‘Aircap’ automatic draught-stop, ‘Agility Select’ (with five driving programs), keyless entry and start, ‘Multibeam’ LED headlights (with 84 individually controllable LEDs), ‘Adaptive Highbeam Assist Plus’, and ‘Parking Pilot’ with ‘Active Parking Assist’. Phew…
Then, the E 400 adds Burmeister surround-sound audio (13 speakers, nine-channel DSP amplifier, and 590W output), head-up display (with virtual-image windscreen projection), and metallic paint.
Yes, the cost of entry is reassuringly high, but that’s a large basket of standard fruit.
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.
The E 300 is powered by a 2.0-litre direct-injection, turbo-petrol, four-cylinder engine, producing 180kW/370Nm, and driving the rear wheels through a nine-speed automatic transmission (with steering wheel shift paddles).
Step up to the E 400 and a 3.0-litre direct-injection, twin-turbo-petrol V6 sits under the bonnet, pumping out 245kW/480Nm, and driving all four wheels through the same nine-speed auto and Merc’s ‘4Matic’ all-wheel-drive system.
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.
Claimed fuel economy for the E 300 on the combined (ADR 81/02 - urban, extra-urban) cycle is 7.4L/100km, with C02 emissions sitting at 170g/km.
Not surprisingly the faster, more powerful E 400 is thirstier, ranked at 8.7L/100km, and 195g/km.
On a launch drive program covering around 300km of city, B-road and freeway running, we saw dash-indicated figures of 8.3L/100km for the E 300, and 9.2L/100km for the E 400. Not bad.
A switchable stop-start function is standard, and you’ll need 66 litres of 95 RON premium unleaded to fill the tank.
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.
The word that most accurately describes the E-Class Cabriolet drive experience is polished. From the supple ride to the flexible drivetrain (in both models) and smart design, this soft-top Merc is a beautifully resolved package.
Although peak power (180kW) arrives at a lofty 5500rpm, the E 300’s maximum torque (370Nm) is available from a more useful 4000rpm, and despite a 100kg weight penalty relative to its coupe equivalent, mid-range response is healthy. A standard sports exhaust (not fitted to the E 400) produces an agreeably spicy note, and you can expect 0-100km/h acceleration in the mid-six second bracket.
It may have more power (245kW) peaking at the same revs as its four-cylinder sibling, but it’s the E 400’s extra spread of torque (480Nm from 1500-4000rpm) that stands the top-spec cabrio apart. With all that pulling power available across such a broad plateau, the E 400 is genuinely rapid, with 0-100km/h achieved in the mid-fives.
The smooth nine-speed auto helps keep both engines in their performance sweet spots (manual shifts via the wheel paddles are sharp), while the ‘Air Body Control’ suspension, working in concert with an electronically controlled adaptive damping system (adjusting each wheel individually), delivers exceptional compliance, even on ordinary backroad surfaces.
A multi-layer, acoustic soft top keeps noise levels down, and can be raised or lowered in 20 seconds, at speeds up to 50km/h. And Merc is determined you should be able to enjoy roofless motoring year-round with a swag of gizmos on board to keep the elements under control.
The ‘Aircap’ wind deflector integrated into the top of the windscreen frame works in parallel with an electric draught stop behind the rear seats to minimise turbulence in the cabin, especially for rear seat occupants.
Raise the side windows and even at highway speeds top-down conversation is relaxed. In cool weather, the ‘Airscarf’ neck-level heating system in the front seats works seamlessly, the seat heating comes into its own, and even the climate-control system recognises when the roof’s down, adjusting its settings accordingly.
‘Agility Select’ offers five modes (Eco, Comfort, Sport, Sport+, and Individual) adjusting transmission shift points, steering ratio and weight, throttle response, and suspension tune.
We found the ideal open road ‘Individual’ combination (in both cabrio models) was suspension in Comfort, with the throttle, steering and transmission in Sport. Grip from the 20-inch Goodyear Eagle (run-flat) rubber (245/35 front - 275/30 rear) is tenacious, braking is progressive and powerful, and the ‘Direct-Steer’ speed-sensitive steering delivers good road feel. Eating up the corners and kays in the E-Class Cabrio is a pleasure.
One niggle. While points are awarded for the attempt to simplify steering-wheel functions, the ‘finger swipe touch controls’ for on-board computer, and other systems are frustratingly fiddly.
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.
In terms of active safety the new E-Class Cabriolet showcases an imposing array of technology including ‘Adaptive Brake with Hold’ (plus brake drying and priming, with Hill Start Assist), ESP, ABS, ASR, ‘Brake Assist System’ (BAS), ‘Attention Assist’, ‘Driving Assistance package Plus’ (‘Drive Pilot’ - ‘Active Brake Assist’ with cross-traffic function, ‘Evasive Steering Assist’, ‘Active Blind Spot Assist’, ‘Active Lane Keeping Assist’ and ‘Pre-Safe Plus’), 360-degree camera (with dynamic guidelines), and a brake pad wear indicator.
Then, if all of the above can’t help you avoid a crash, passive-safety features include, roll-over protection (developed specifically for the cabriolet design), nine airbags (front, combined pelvic/thorax bags for the driver and front passenger, sidebags for rear occupants, headbags in the doors and a kneebag for the driver), an active bonnet (to minimise pedestrian impact injury), automatic-locking doors with emergency opening, central locking with interior switch and crash sensor, crash responsive emergency lighting, and a first-aid kit.
Both rear seats feature child restraint top tether points and ISOFIX anchorages, and all E-Class variants score a maximum five ANCAP stars.
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).
Mercedes-Benz Australia’s warranty covers you for three years/unlimited kilometres, and the recommended service interval for the E Class Cabriolet is 12 months/25,000km.
Capped price servicing for the E 300 & E 400 Cabriolet runs to $456 for the first service, then $912 for the second and third, for a total of $2280 over three years.