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The blue waters of the Cote d’Azur burn through the setting sun as a cool breeze arrives from the Mediterranean. The warm breath of the radiators in the neck makes up for it commendably. The Lexus LC 500 Convertible 2021 spins inland, the road winds through the rocky terrain like an ebony ribbon. A dazzling blonde in an old Ferrari makes waves along the way; a guy who looks like Pierce Brosnan, but richer, raises his thumb.
I’m sure someone is experiencing this on their first trip with the new LC Convertible, but it’s definitely not me. I’m in Scappoose, Oregon, which is as quaint as it sounds. It’s raining. Difficult. An old lady in a Subaru retires from the Dutch Bros. So yes, it probably wouldn’t be exactly a romantic history of assembly cars and it’s put on an equivalent basis. Resplendent in Flare Yellow paint, the LC Convertible may not be more visual here if there were literally yellow flashes coming out of its exhaust pipes.
However, even on the Cote d’Azur, the LC would stand out. Having the color of an electric banana helps, however, it is a lovely car in all shades. From pillar A to front, it’s the same as the LC coupe, but as expected, things are turning upside down. Currently available in two colours, black and sand, the four-layered hood fits perfectly inside and creates a very different silhouette than the coupe.
Although the LC’s shoulder line rises to about the same point in any of the chassis styles, it finds a piece of black molding in the coupe that creates the impression of a “floating” roof that extends deep over the tail, resulting in a small trunk lid. On the other hand, this shoulder line meets directly the roof of the convertible, which tightens the rear bezel, ends the roof line and creates a relatively giant trunk lid. From the rear and with the roof raised, the coupe is the ultimate sublime car. Ceiling below, it’s debatable. For those eyes, this upright shoulder line creates a bit of the hunchbacked look you get with the 911 Cabriolet.
There are other design changes. The trunk cover rises more and extends further, creating a more pronounced built-in spoiler. Inside is the brake light moved. Covering the lowered ceiling is an uncompromising canopy for bumpy shoes that have perfect compatibility with the rear seat headrests. Among them is a small wind deflector that manages to be enough when the windows are lifted to create an incredibly serene cabin in the brief moments when the engine drizzle comes out outdoors. In each and every moment, the ceiling and active noise suppression are equally impressive in their ability to decrease noise: it’s simple to be in a convertible, even with the rain falling.
Elevated roof, low roof, coupe or convertible, the coronation of the LC 500 remains the atmospheric 5.0-liter V8 that develops 471 horsepower and 398 pound-feet of torque. It is silky, effortless in its thrust and sounds heavenly, its deep squeak is channeled into the cockpit through a resonance tube that connects the plug to the firewall. There’s nothing going on on the speakers. Between that and the absence of a turbocharger, the LC’s engine is refreshingly natural. Without the ceiling, however, it is much less difficult to hear the rich, guttural and very fresh sounds that come from the double hose exhaust that locate the right balance between exuberance and flavor. There’s no pop and histrionic barking.
The rear wheel force transmission only (another refreshing turn for a trendy functional car) is a 10-speed automatic transmission that does the commendable task of degrading when needed and knowing what relationship to be in. It’s a compelling effort for a classic automatic than a DCT, especially in its Sport mode.
Now, if you’re wondering about a 500-hour LC hybrid convertible, you can stop. There won’t be any. Basically, the area where the folded roof lives is where hybrid batteries would go. There would also be a weight problem, which engineers were already struggling to eliminate in the convertible. To counteract the rigidity of the lost chassis by sawing the roof, engineers added, transformed, and moved structural reinforcements. This additional weight, even to counteract it, reduced the unstable suspended mass in the front suspension and used a lighter molded aluminum rear suspension reinforcement. In total, the weight is greater through only 217 pounds.
From the driver’s seat, the LC convertible feels like something inflexible enough and it’s clear that engineers have done their best to make sure the car looks like a smart-functioning car rather than a comfortable side cruiser. You may think engineers hang a picture of the old SC 430 on the wall with a giant red X. To this end, the suspension has been adjusted and redesigned to bring it closer to the driving feel and capabilities of the coupe. The coils, rings and adaptive surprise dampers have been changed (the latter have been returned for increased strength), while a new Yamaha Performance surprise shock placed cross-sectional at the rear has been added to the list of options. Our check car was supplied this way.
And, in fact, the convertible has the same closed turn as the coupe, the nose is so willing to slide into a corner and the frictionless guide transmits a commendable amount of data to your hands. In fact, it’s not a side cruiser, but it still suffers dynamically. You just don’t have the same confidence to overtake fast as in the coupe and it’s compromised. There are no bonnet jolts, but vibrations constantly disappear through the guide wheel on an imperfect road, causing the guide data to become blurry and make the LC a little nervous. This almost looks like a fashionable truck-based SUV, which is extraordinarily rigid, but can’t eliminate vibrations or effects as well as a crossover. Basically, by making sure the LC convertible wasn’t run like a flaccid sofa, Lexus made it less comfortable and subtle than the coupe. It’s not so much a fault as the inherent disadvantage of cutting the roof of a car that deserves to have one.
And that’s where the bottom line is: the LC 500 Coupé is the most productive car. In fact, it’s one of the most productive cars, period. In addition to its dynamic advantages, which have really been taken a step forward by 2021 thanks to some of the invented advances for the convertible, it even has a larger trunk and a significantly more useful rear seat, which says a lot since its own rear seat is literally only suitable for light. luggage and poodle of this stunning French blonde. You also get the same impeccably designed, richly finished cabin with a classic charm. The seats are well-fitted, the leather is fluffy and there are sophisticated and attractive main points you look at.
Of course, every LC is still tarnished through the Lexus Remote Touch interface which, unlike the RX 2020, does not gain advantages from the operation of the touch screen (and if that were the case, the display would still be extraordinarily distant). However, its “Climate Concierge” serves as highlighted, or rather exacerbated, in the convertible. Basically, the car not only adjusts the CVC formula according to the decided temperature, but also automatically turns on the heated and ventilated seats, as well as the heated guide wheel and the radiators on the neck as an option. Lexus says it’s an example of omotenashi, or the Japanese concept of waiting for a customer’s wishes. Unfortunately, he just didn’t do a very smart job. Without an apparent explanation of the weather and without caution my journey, the cooled seat began. At least it was easy to spot. Later, the heated seats lit up, but like a frog in a saucepan, I didn’t realize until my socks boiled. At a minimum, the concierge deserves to be nodded in some way about this automatic activation. Now you can turn it off, but that only highlights another problem: there are no physical buttons for seats, wheels, or neck heaters. To activate them, you want to navigate through the menus on the screen, which means using the infernal touchpad. Maybe the LC cab doesn’t want to be so blank and free yet.
But really, if this is the ultimate serious complaint, the Lexus LC 500 2021 is in good condition. Although in the end it is smaller than the coupe, the convertible, however, gives the sun and breeze so much desires for a high-value weekend car. He’s not as comfortable or as smart to drive as his hard-roofed brother, but it’s also not a punishment or a dynamic soaked noodle. It suffers more from its convertible transformation than the Porsche 911 Cabriolet, for example, however, the maximum fundamental value of those starts at the same value as our well-equipped car check of $111920 (the base value is $101,000). The LC also has 92 more horses and, above all, is bathed in a more exotic aura wherever it goes. It’s a special car, whether convertible, coupe, Monte Carlo or Scappoose.
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