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2018 Lexus LC 500 GT Sport
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Price: $75,995 Buy Now
Contact: Meir
Phone#: 205-403-8601
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Vehicle Information:
Year: 2018
Make: Lexus
Model: LC 500
Trim: GT Sport
Stock Number: A002187
Sale Price: $75,995
Suggested Retail Price: $93,000
Mileage: 23,485
Body Style: Coupe
Doors: 2 Dr
Engine: V 8 5.0 Li
Transmission: Automatic 1 Speed
Interior Color: Black
Exterior Color: Smoky Granite Mica
Stereo: Nakamichi Sound System

Other Information:














The new LC coupe isn’t concerned with performance numbers, and you shouldn’t be either. Despite some flaws, the LC 500/500h provide a luxury experience nobody else currently does. I recently posted a video of the 2018 Lexus LC 500 circling Motor Trend’s figure-eight course during our routine testing. One of the comments referred to the roar of the LC 500 hurtling past the camera and laying into the throttle: “I don’t think anyone [who] saw the car in photos/print expected it to sound like that. Expectations: Exceeded!” But that’s not the point of the 2018 Lexus LC 500. Indeed, the quad-cam 5.0-liter V-8 (internally, the 2UR-GSE engine) churns 471 horsepower at a glorious 7,100 rpm and sounds glorious doing so through its multimode exhaust. It’s heartening to know that this engine features low-mass reciprocating parts such as forged connecting rods and titanium intake and exhaust valves. The cylinder heads are equipped with variable valve-timing and, depending on conditions, fuel is injected either directly into the cylinders—allowing for a high compression ratio (12.3:1)—or into the intake ports to enhance low-end response. We can’t argue that this big, muscular V-8 is really one of the last of its kind, and had there been video of senior features editor Jonny Lieberman’s Lexus LC First Drive, you would’ve been able to swoon over it too. You can, however, see the LC 500 and hear its V-8 in senior features editor Jason Cammisa’s Ignition episode over at Motor Trend On Demand right now. But that’s missing the point. Had Lexus instead dropped the Lexus LFA supercar’s 4.8-liter 552-horsepower V-10 in the nose, it would have A) posted incredible acceleration numbers, B) cost a fortune, and C) utterly shifted the LC into a different, aspirational, near-supercar category. What we discovered after Jonny’s race track romp, our instrumented testing, and Jason’s jaunt to Palm Springs and back is that this is a truly special car but not for the reasons you might be hoping.Just look at them. With their show-car sheet metal (in truth it’s an aluminum hood, front fenders, doors, and the trunk is made from carbon fiber-reinforced polymer (CRFP) and classic long-hood short-deck grand touring proportions (front mid-engine actually), the LC 500 and the hybrid-powered LC 500h are indisputably gorgeous and look ridiculously fast without turning a wheel. They are those things, but just not as fast as they appear. Comparisons are inevitable, so let’s get them out of the way first. If you had hopes of the LC 500 matching the performance of either the similarly positioned Mercedes-Benz SL550 or the similarly proportioned V-12 powered Aston Martin V12 Vantage S, you’d be similarly let down. Furthermore if you imagined the LC 500h hybrid chasing down a BMW i8 hybrid with its similar output, you’ll be disappointed again.It lacks a dedicated launch program (which ordinarily enhances the transmission’s torque converter effectiveness, but here triggers a limp mode), so the 0-60 mph arrives in a stomp-and-go 4.8 seconds in the LC 500, and the quarter mile arrives in 13.2-second at 110.2-mph. Wheelspin is very slight with traction-control disabled. Anything under 5 seconds to 60 mph is “quick” in our book, but not what we’d call sports car quick. (Test driver’s notes reveal that the best run was achieved in Normal mode with the transmission in Drive, rather than Sport+ mode or manual shifting.) These performance results put the Lexus about a half-second behind the Aston Martin V-12 Vantage S. What’s worse is that the LC 500 is almost a second astern of a 2013 Mercedes-Benz SL 550 from four years ago. Curiously, the LC 500 is also slower than the quickest Lexus GS F sedan (by 0.4 sec) and RC F coupe (by 0.5 sec), both with an earlier 467-hp version of the same 2UR-GSE V-8.So why are these cars not as quick as we’d hoped? For one thing: the ground beneath them. The LC 500’s 4,370-pound and LC 500h’s 4,471-pound curb weights (as-tested) certainly play a part. The last Lexus LS 460 sedan tipped our 4-corner scales at 4,466 pounds. Despite attempts to shed pounds, these are heavy cars. Surprisingly, they don’t feel heavy when you drive them. The LC 500’s weight-to-power math works out about the same as that quicker SL 550 we tested when it then made just 429 hp and weighed 4,104 pounds, so there’s something else messing with the physics here. It boils down to the LC 500’s 10-speed transmission and gear ratios. The LC 500h’s complexities require more explanation.If the LC 500’s engine makes 471 peak horsepower at 7,100 rpm, has a reported 168-mph (electronically limited at the top of 5th gear) top-speed and ten (!) gears, one would hope/guess that those cogs’ ratios would be set rather close to one another to keep the engine on the boil—or at least first through fifth would be short, leaving sixth through 10th with mind-numbing fuel-sipping overdrive ratios. Part of this is true: seventh gear is 1:1, and gears eight-10 are indeed overdrive, but a tall (numerically small) 2.94:1 rear-differential ratio, conspire to take the kick out of what is potentially a spicy recipe. Even accelerating at wide-open throttle, gears one through four linger and pull for an inordinate amount of time. It sounds great, and there’s a definite surge of power as the tachometer sweeps over the 4,000 mark on its way to peak torque output at 4,800 rpm. So why not upshift into that sweet spot every time? Instead, redline upshifts into gears three-five occur downslope of the engine’s torque curve thereby missing out on the surge of torque. As Jason Cammisa demonstrated with photos of the actual tachometer at various speeds, first gear will take the car over 40 mph, second to 67 mph, third to 89 mph, fourth to 110 mph (as it crosses the quarter-mile mark and shifts to fifth), and there are yet five gears remaining. Honestly. It’s geared like a NASCAR four-speed plus six more. Theoretically, if the LC 500 could push all the way to redline in 10th gear, our calculations reveal it would be going 336 mph. For the car’s true intended purpose (hint: not a dragstrip or Bonneville Salt Flats), these gearing issues matter little. Bear with us.Using same techniques as above (where Normal mode and Drive proved quickest) and with 354-hp combined output (from the 3.5-liter 295-hp V-6 and unrated-by-Lexus electric motors) the LC 500h needed 5.3 seconds to reach 60 mph and 14.0 seconds to travel a quarter mile at 101.3 mph in sixth gear. Wheelspin from a dead stop was not possible. Despite similar combined outputs and striking looks, the hybrid Lexus four-seater would be left in the mirrors of the 357-hp BMW i8 because that carbon-intensive two-seat sports car is almost 1,000 pounds lighter. The BMW i8 zips to 60 mph in just 3.8 seconds and crosses the 1,320-foot mark in 12.4 seconds at 112.4 mph. No contest. In a complex orchestra of three power sources (engine and two motor-generators) and two transmissions (a conventional four-speed automatic and a planetary gear set), the LC 500h is uniquely both a series and parallel hybrid. Its programming can also provide 10 forward speeds. The LC 500h is also the first Lexus hybrid to use compact, lightweight lithium-ion batteries enabling LC 500h to operate in EV mode at speeds of up to 87 mph. The battery pack fits between the rear seats and the trunk. As a result, the hybrid loses 0.5 inch in rear seat legroom and 0.7 cubic feet in trunk volume (5.4 to 4.7 cubic feet). Ironically, the LC 500h gets a larger fuel tank (22.2 gallons) to the LC 500’s 21.7 gallons. It sounded backward to us, too, but we double-checked.
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EPA Mileage Rating 26
Actual mileage will vary with options, driving conditions, driving habits and vehicle's condition. Gas mileage information based on EPA rating at time of manufacture.
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All prices subject to change without notice. All advertised prices exclude government fees and taxes, any finance charges, any dealer document preparation charge, and any emission testing charge. The price for listed vehicle as equipped does not include charges such as: License, Title, Registration Fees, State or Local Taxes, Smog Fees, Credit investigation, Optional Credit Insurance, Physical Damage of Liability Insurance, or Delivery Fees. Selective Automotive Inc. makes no representations, expressed or implied, to any actual or prospective purchaser or owner of this vehicle as to the existence, ownership, accuracy, description or condition of the listed vehicle's equipment, accessories, price or any warranties. Any and all differences must be addressed prior to the sale of this vehicle.

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