Lexus LC500 vs Lexus RC F

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.

There’s so much to like about the Lexus RC F EP3. A glorious atmo V8 soundtrack, sharp dynamics, plus loads of standard features and safety tech in a beautifully engineered four-seat coupe package. It can’t match the turbos for mid-range thump, and if you need practicality look elsewhere, but it’s the type of performance car we’ll be looking back at in years to come as one of the last to proudly hold its head above a rising tide of turbos, hybrids, and electric hot rods. 

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.

At just over 4.7m long, a bit more than 2.0m wide and less than 1.4m high, the RC F has a classically macho wide coupe stance with a distinctive Lexus twist. 

In a late 2019 refresh the RC F was upgraded with suitably jagged single-piece, LED headlights and an even wider version of Lexus’ signature ‘spindle grille’ featuring a new mesh pattern.

Pumped up guards sitting over the standard 19-inch BBS rims feature gills behind them to help smooth airflow around the front of the car, stabilise it overall, and exhaust cooling air flowing around the brakes.

A revised rear diffuser is now body coloured, the stacked-at-an-angle quad exhaust pipes are a Lexus ‘F’ hallmark, stainless steel window trims are now dark rather than bright thanks to a thicker oxide film covering, and the LED tail-lights feature a new L-shaped insert.

Of course, a car’s looks are always subjective, but I think the RC F’s interior is super cool, combining long, flowing graphics on the seats and doors, with rounded, multi-level sections and brushed metal finishes across the dashboard.

The racy instrument binnacle tips its hat to classic sports cars of the ‘60s, the analogue clock between the central air vents could come off as cheesy, but actually looks great, and the large multimedia screen set ‘rear-of-stage’ at the top of the dash is subtly integrated.

True to form, this Lexus is beautifully finished with an obvious eye to design detail and manufacturing quality. Which makes its biggest failing all the more irritating. 

The ‘Remote Touch’ control pad behind the gearshift in the centre console managing settings in the media system is hateful.

Operating in similar fashion to a laptop mousepad (only worse) despite available adjustments for speed/sensitivity, even on its most benign setting it is maddeningly over-reactive and inaccurate. Lexus should just put its hand up, say “My bad” and retire it, yesterday.

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.

Practicality is unlikely to be high on the priority list for anyone shopping for a car like this, but comfort and convenience certainly will be.

And the RC F delivers just that for its front seat passengers, providing lots of space, as well as numerous storage options, including long door bins with room for smaller bottles, two cupholders in the centre console, a large, lidded storage box/armrest between the seats (housing twin USB-A ports, an aux-in jack, and a 12V socket), as well as a decent glove box.

But that space we were just talking about pretty much evaporates when you move to the back. This is a classic ‘2+2.’ The electric folding and sliding front seats make access okay, however, sitting behind the driver’s seat, set for my 183cm height, headroom is tragic, legroom is tight, and toe room is bad. 

So, let’s assume it’s a kids-only area, and once ensconced back there, they’ll appreciate a fold down centre armrest, two cupholders between the seats (with a roll-top cover), and adjustable air vents. But there isn’t a USB point in sight which may lead to friction when devices lose charge, or a plug-in negotiation with front-seaters. 

Lexus claims a modest boot volume of 366 litres (VDA) and it’s important to note that although there’s a ‘ski-port’ door to accommodate lengthy things (like skis?) the rear seats don't fold down. So, flexibility is limited, although there are tie-down hooks at each corner of the floor to help secure tricky loads.

The Lexus RC F is a no-tow zone, and don’t bother looking for a spare of any description, a repair/inflator kit is your only immediate option. Good thing roadside assistance is included in the warranty package.

Base price for the Lexus RC F is $134,129, before on road costs, which puts it in the same ballpark as the BMW M2 CS ($147,400), undercuts the Audi RS5 Coupe ($157,700), and prices it above Merc-AMG’s C 43 Coupe ($116,500).

The ‘Enhancement Pack 3’ (EP3) option bundle fitted to our test car (19-inch BBS alloys, Brembo carbon-ceramic brakes, titanium exhaust, carbon fibre cabin trim, and glass sunroof), adds $29,161, for an as-tested total of $163,290, which stars to push it into even tougher territory (think M4 CS and C 63 S).

But aside from the EP3 extras, the RC F is well furnished when it comes to standard features, with highlights including, semi-aniline leather accented trim, electrically adjusted (10-way with memory), heated and ventilated front seats, keyless entry and start, dual-zone climate control, plus a 10.3-inch centre screen (managed via the ‘Remote Touch’ interface and voice recognition) running satellite navigation (with live traffic updates) and a 17-speaker Mark Levinson audio system (including digital radio and Apple CarPlay/Android Auto functionality).

Other boxes ticked include, auto-fold exterior mirrors (with auto-dimming, heating and memory), auto LED headlights (with active high beam), LED DRLs, indicators, and tail-lights, rain-sensing wipers, adaptive cruise control, a reversing camera, an 8.0-inch multi-function digital driver display, leather-trimmed gearshift and (electric height and reach adjustable) steering wheel, ‘Drive Mode Select’ (Eco, Normal, Sport S, Sport S+, and Custom modes), ‘Adaptive Variable Suspension’ (Normal and Sport S modes), and ‘Vehicle Dynamic Integrated Management’ (Sport S+ and Expert modes).

Along with the standard safety tech (detailed in the Safety section below) that’s a pretty handy basket of fruit that stands up well relative to the asking price and competition.

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. 

The Lexus RC F is powered by the latest iteration of the brand’s (2UR-GSE) 5.0-litre, naturally aspirated V8 engine.

Featuring exotic touches such as a dual variable valve timing (with electric actuation on the inlet side), dual-length intake runners, forged connecting rods, titanium valves, and the ‘D-4S’ control system (combining port and direct-fuel injection) it produces 351kW (471hp) at 7100rpm, and 530Nm from 4800-5600rpm.

Drive goes to the rear wheels via an eight-speed (torque converter) automatic transmission with a new ‘AI-Shift’ control designed to adapt to the driver’s style and shift drive modes more effectively, as well as a Torsen mechanical limited-slip differential.

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.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.1L/100km, the V8 emitting 254g/km of CO2 in the process.

In our week with the car, over a combination of city, suburban and freeway conditions (including some enthusiastic B-road running) we recorded an average of 12.8L/100km, which, while not exactly frugal, is still impressive for a V8, performance-focused coupe. 

Minimum fuel requirement is 98 RON premium unleaded, and you’ll need 66 litres of it to fill the tank.

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.

A performance car should excite the senses, but the RC-F leans on one a little harder than the rest… hearing.

With the addition of launch control in last year’s update the big V8 will reliably slingshot you from 0-100km/h in just 4.5sec, which is no mucking around quick. But it’s the combination of raucous induction noise, furious mechanical roar, and bellowing titanium exhaust that add extra drama to the experience.

Fact is though, while maximum torque of 530Nm is not to be sneezed at, that number is only available from 4800-5600rpm. Although the RCF starts to get into its stride at about 3000rpm, the twin-turbo BMW M2 CS smashes it for mid-range punch with its 550Nm on tap from just 2350rpm.

So, in everyday, even mildly enthusiastic driving, the RC F sounds amazing, and don’t get me wrong, this is a proper performance car, but it doesn’t have the low-down, kick-in-the-pants grunt of its turbocharged six and eight cylinder competitors.

Linear power delivery, and the crisp throttle response only a naturally aspirated engine can deliver go some way to evening things up, however, and there are multiple systems to help tune the drive experience to your exact preference.

‘Drive Mode Select’ offers five settings (Eco, Normal, Sport S, Sport S+, and Custom).

Eco lowers engine output, dampens the throttle, and dulls the air-con in the name of fuel efficiency and reduced emissions. But you’re not buying this car to save the planet, so don’t touch that button, Sport S is the sweet spot (and save Sport S+ for track days).

Quick gearshifts from the eight-speed auto (particularly using the wheel-mounted paddles), that rapid throttle response, and nice steering feel work seamlessly together to deliver a satisfying backroad experience. Sport S holds gears longer on the way up the ratios, and is quicker to shift on the way back down.

In a more civilised mode, with eight gears to play with, freeway cruising is relaxed, especially given the top two ratios are overdriven.

The ‘Adaptive Variable Suspension’ offers Normal and Sport S modes, and here normal is the go. The basic set-up is double wishbone front, multi-link rear, and Lexus says the SACHS-developed AVS shocks can adjust damping force across a range of 30 levels. But even in the default Normal setting the ride is firm.

According to Lexus, the standard Michelin Pilot Sport 4S tyres (255/35 fr / 275/35 rr) have been tailored specifically to the RC F and they grip hard, keeping the 1715kg coupe planted in quick corners. But their narrow profile no doubt contributes to the car’s less than limo-like feel around town.

Then the ‘Vehicle Dynamic Integrated Management’ system fine tunes the car’s stability control in Sport S+ and Expert modes. Expert only happens when you’re in Sport S+ and turn the stability control off. So again, best to go full racer at the circuit, and we didn’t explore VDIM this time around.

The electrically-assisted steering is not only accurate (the strength of the steering rack bushing has been increased by 150 per cent to boost response), but the wheel itself feels great, and the huge (380mm) Brembo carbon ceramic brakes are mega (working well from cold unlike some other carbon set-ups).  

Under the heading of notable mentions, the digital instrument cluster is inspired by the V10-powered Lexus LFA supercar, switching between a blue economy indicator ring in Eco mode, a standard tachometer and digital speedometer in Normal, a white and red cluster in Sport S, and orange in SPORT S+ (with three-stage upshift indicator lights).

Plus, you can also switch between racy functions such as a lap timer and G-force display, and soft-trim knee pads on the sides of the front centre console improve comfort and seating stability if you’re having a crack.

The Lexus RC hasn’t been assessed by ANCAP or Euro NCAP, but it boasts a solid array of active and passive safety tech.

To help avoid a crash the expected systems like ABS, EBD, brake assist, as well as stability and traction controls are all on-board.

And despite its relatively advanced age (the RC was launched globally in 2014) the RC F hasn’t been left behind, with more recent safety developments also included.

Specifically, pre-collision warning (including AEB, with pedestrian detection), active cruise control, lane-departure warning (with steering assist), vehicle sway warning, auto high beam, blind-spot monitoring, a reversing camera, front and rear parking sensors, and rear cross-traffic alert.

But if an impact is unavoidable, you’re protected by eight airbags (driver and front passenger front and side , driver and front passenger knee, and side curtain bags).

Pedestrians aren’t forgotten either, the RC F featuring sensors able to detect if the front bumper has collided with a person, immediately lifting the back of the bonnet up by around 65mm, to help absorb impact force. Interestingly, the ‘Pop-up Hood’ sensors won’t deploy this function if the car collides with anything else.

There are top tether points and ISOFIX anchors to securely fit baby capsules/child restraints in both rear seat positions.

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). 

The standard Lexus warranty in Australia is four years/100,000km, which outscores the likes of Audi and BMW on duration (both at three years) but trails on kilometres (both offering unlimited km).

Then there’s Merc, which has gazumped all the luxury players with five year/unlimited km cover. Plus, there’s the fact that the mainstream market standard is now five years/unlimited km, with some at seven years.

To balance the scales, the ‘Lexus Encore Privileges’ program provides 24-hour roadside assistance for the duration of the warranty, as well as access to owner events and special offers.

Service is scheduled for 12 months/15,000km (whichever comes first), and Encore capped price servicing is available for a three year period, averaging $595 annually, for an all-in cost of $1785.

A Lexus loan car is provided while your pride and joy is in the workshop, or a pick-up and return option (from home or office) is available in some instances. You’ll also receive a complimentary wash and interior vacuum. Nice.