While the Cayenne quickly became Porsche’s global sales leader when introduced in 2003, the mid-size crossover luxury SUV’s smaller, more affordable Macan sibling soon took over the top sales spot after its 2014 launch.
More recently, throughout calendar year 2018, the Macan sold 86,031 units compared to 71,458 Cayenne deliveries, the two models’ 157,489 combined SUV sales total resulting in most of the German premium brand’s 256,255 worldwide sales, its best 12 months ever.
The new second-generation Macan went into production as a 2019 model in August 2018 before going on sale in base and S trims as that year closed. The base Macan makes 248 horsepower and the S puts out 100 more for a total of 348 horsepower, while Porsche just introduced the new 440-horsepower 2020 Macan Turbo (see: New 2020 Porsche Macan Turbo almost 10 percent more powerful) as the model’s 2020 base and S trims were carried over, the Turbo expected early in the new year. Those who follow all things Porsche would have also been expecting the Macan model featured here, so without further adieu say hello to the new 2021 Macan GTS.
Starting at $77,100 (plus freight and fees) and set to arrive this coming summer (2020), the new GTS starts $4,000 higher than the one we tested in 2017, and continues to slot between mid-range S trim and the top-line Turbo (check out our 2019 and 2020 Porsche Macan Canada Prices pages right here on CarCostCanada, for up-to-date trim, package and option prices, plus manufacturing rebate info, factory financing deals, and especially important dealer invoice pricing that could save you thousands). Despite being down 65 horsepower from the turbo and dragging 0.4 seconds behind in the sprint to 100 km/h, the GTS is designed to feel sportier than the pricier alternative by lowering its suspension by 15 millimetres to improve handling and tuning its standard Porsche Active Suspension Management (PASM) damping control system especially for optimal performance. Buyers willing to opt for the available adaptive air suspension can lower the GTS 10 millimetres more, enhancing high-speed control even more.
Spicing up the look are standard red brake calipers biting into 360 x 36 mm front and 330 x 22 mm rear cast iron discs, while an optional tungsten carbide coated Porsche Surface Coated Brake (PSCB) upgrade can boost braking performance even more, as can its best-possible Porsche Ceramic Composite Brake (PCCB) option.
Under the Macan GTS hood is a 2.9-litre twin-turbo V6 that makes a formidable 375 horsepower (15 horsepower more than the outgoing model) and 383 lb-ft of torque. A seven-speed automated dual-clutch PDK transmission with paddle shifters sends that torque down to all for wheels resulting in a zero to 100 km/h sprint time of just 4.9 seconds, or 4.7 seconds with the optional Sport Chrono package, making the new GTS 0.3 seconds quicker off the line than the old model, plus its terminal velocity is 5 km/h faster at 261-km/h. No doubt the standard sport exhaust system make the GTS sound as sensational as the driving experience.
If you’re interested in all the styling changes made to the second-generation 2019 Macan, these were detailed out in this “Porsche refreshes its best-selling Macan for 2019” story last year, but suffice to say all the body panels were reformed and exterior lighting elements made from LEDs, its light bar-infused three-dimensional taillights making the most dramatic visual impact to the overall design.
New GTS trim darkens the headlight and tail lamp lenses for a more menacing look, while adding the exterior Sport Design package that includes a reworked front fascia with new grille inserts, and a completely redesigned lower front section, while other changes include extended body-colour side sills under deep matte-grey door trim mouldings boasting the “GTS” trim designation. Around back, Porsche douses the lower bumper in more body-coloured paint, while high-gloss black trim accents get added there as well as elsewhere around the SUV. Finally, the new Macan GTS rolls on a satin-gloss black set of 20-inch RS Spyder Design alloy wheels.
Unique to the GTS is a red-painted tachometer within the gauge cluster, while other interior updates include special eight-way adjustable sport seats upholstered with leather bolsters and suede-like Alcantara inserts, the headrests embroidered with GTS emblems. Porsche wraps the roof pillars, roofliner, door panel inserts, armrests and instrument panel in Alcantara too, while brushed aluminum brightens up the cabin elsewhere. Additionally, Carmine Red or Chalk grey/beige contrast stitching can be added to the dash, door panels and seats, making for more visual appeal.
The new 2021 Macan GTS can be configured on Porsche Canada’s retail website, while it can also be order from your neighbourhood Porsche store, while deliveries are expected to arrive this coming summer (2020).
Until we can get our hands on one for a test drive, or even watch one drive by, check out the video below to see the 2021 Macan GTS in action:
If you’ve ever wondered how large the front grille of a car could get, you’re looking at it. It certainly doesn’t appear as if the new 2019 Avalon’s grille could get any larger, as it nearly covers the entire front fascia, but no doubt some will like this a lot more than the already gaping maw offered with the outgoing model.
The grille looks bigger in my tester’s entry-level XSE trim due to a glossy black surround in place of top-tier Limited trim’s chrome, while gloss-black mesh grille inserts appear darker and therefore more aggressive than the pricier trim’s matte-black horizontal strips. Following the XSE’s sporty theme rearward, Toyota adds glossy black door mirror caps plus a black lip spoiler on the trailing edge of the trunk, which is discreet in size albeit quite obvious when the car is painted in a lighter coating than my tester’s elegant Brownstone metallic.
Even my XSE tester’s base LED headlights look meaner than the Limited model’s enhanced triple-beam LEDs, while its previously classy tail lamps have been swapped out for a body-wide combination of angular lenses filled with LEDs, which rest overtop a sporty matte-black diffuser-style lower apron highlighted by four circular chromed exhaust pipes with the XSE, or two larger rectangular tailpipes for Limited trim. Additionally, the XSE rolls on machine-finish 10-spoke 19-inch alloy wheels with black-painted pockets for a more assertive look than the more premium looking Limited model’s silver multi-spoke 18-inch alloys.
One thing we can surmise from the Avalon’s 2019 redesign is their unwillingness to quietly watch their flagship luxury sedan get eaten alive by SUV sales, even if those utilities were RAV4s and Highlanders. A brand’s flagship needs to garner a certain amount of respect, and after decades of somewhat forgettable designs the Av’s dramatic new styling should allow it to do just that.
In my opinion, the 2005–2012 fourth-generation Avalon was the most attractive ever. It was an elegant sedan that delivered surprisingly good performance than previous iterations as well. It wouldn’t be right to call it a sport sedan, but the big Av has continued to get better as the generations and refreshes passed, and now this fifth-generation, especially in base XSE form, is the most capable off the line and around curves yet.
Before filling you in on its driving dynamics, some background info: My tester’s base XSE trim line is not the least expensive version in North America. OK, let me be more specific. If you take the U.S. base price of $35,800 USD and then convert it into Canadian dollars you’ll in fact need to pay $47,128 CAD, or $4,338 more than our base price that’s actually a much better equipped model. South of the 49th the Avalon is available in XLE, XLE Hybrid, XSE, Touring, Limited and Limited Hybrid trims, which is three times as many trims as offered here in Canada. Of course, the hybrids aren’t available here, Toyota choosing to leave electrification to Lexus and its ES 300h (basically the same car as the Avalon Hybrid under the skin).
Interestingly, the pricier ES 350 and ES 300h combine for about five times as many buyers than the Avalon, but possibly even more interesting is the fact that both Lexus models are 35 times more popular in the US than in Canada, while Americans purchase the Avalon 100 times more often than Canadians, at least based on sales figures since the beginning of this year. So far, year-to-date Avalon deliveries are a paltry 212 in Canada compared to 22,453 in the US, whereas Lexus Canada’s ES sales reached 1,081 units compared to 37,896 across the line. When factoring in that the US is less than 10 times the population of Canada, it’s easy to see how much more popular these two cars are Stateside.
So either you’re American, enjoying a Canadian journalist’s point of view about your favourite car, or you’re a very, very, very rare Canadian considering a very good car that doesn’t get enough attention (you could also be an anything-car-related-junkie getting your fix on the new Av, but that’s just weird). Either way, the Avalon has exclusivity in its corner, which has an appeal of its own. Unless you’re the kind of person who likes to nod at all the folks driving Camrys as if you’ve got something special in common, you might just appreciate having Camry drivers (and everyone else) looking over at this very interesting luxury car they may have never seen. You’re unlikely to see one pulling up to the stop sign across the street, or find one parked beside you after the game, and that’s a shame as Camry XSE and XLE owners (the most obvious candidates) won’t know what they’re missing (not to mention that they can get into an Avalon for little more than they paid for their Camry).
This new generation is more likely to get noticed than any previous iteration, but everything said the current trajectory for large sedan sales is down. Even the dominant Dodge Charger and Chrysler 300 twosome that achieved 4,704 combined sales over the same three quarters endured a fairly steep 14.15 and 39.31 percent slide respectively, while General Motors’ Chevy Impala and Buick LaCrosse, which pulled in 2,075 collective sales over the same time period saw their numbers fall 16.96 and 15.13 percent apiece, which without doubt made those within GM’s inner circle feel better about their cancellation. Nissan’s 710 year-over-year Maxima sales were off by 7.07 percent, which isn’t all that bad compared to every other car in this category; Toyota’s previously noted 212 Avalon deliveries resulting in a 17.19-percent downturn. And then there’s Kia that only managed to find 19 new Cadenza owners since January 1st, resulting in the category’s harshest 54.76-percent deep-dive to near oblivion. One has to wonder why Kia hasn’t discontinued the Cadenza for the Canadian market (it recently did so with the K900), and wonder more why they’re audaciously introducing an entirely new 2020 model as I write. Brave or foolish? You be the judge.
All of the cars in this class are worthy of attention, with most having served as their various brands’ flagships. This means they’re usually well stocked with all of the features offered in lesser models, and for the most part this is true for the $42,790 base Avalon XSE. Its standard features menu includes plenty, such as the previous mentioned LED headlamps and LED taillights, as well as 235/40R19 all-season tires, proximity keyless access, pushbutton start/stop, a power tilt and telescopic steering column, a leather-clad multifunction steering wheel, a 7.0-inch multi-information display, a 9.0-inch centre touchscreen with Toyota’s own Entune along with Apple CarPlay smartphone integration (but no Android Auto), SMS/text- and email-to-speech functions, advanced voice recognition, decent sounding eight-speaker audio with satellite radio, Bluetooth audio streaming, a handy wireless smartphone charger, four USB charge ports, a power glass sunroof, an eight-way power-adjustable driver’s seat, a six-way power front passenger seat, breathable Softex leatherette upholstery, heated front seats, an auto-dimming centre mirror, a remote garage door opener, two-zone automatic climate control, plus more.
Entune Safety Connect is standard as well, including automatic collision notification, a stolen vehicle locator, an emergency assistance (SOS) button, and enhanced roadside assistance, while standard advanced driver assistance and safety systems include auto high beams, adaptive cruise control, automatic emergency braking with pedestrian detection, lane departure alert with steering assist, blindspot monitoring and rear cross-traffic warning, plus all the expected active and passive safety features including two airbags for the front occupants’ knees, etcetera.
The Avalon’s multi-information display mentioned a moment ago sits within an otherwise analogue gauge cluster, hardly anything unusual about that, but rather than just a glorified trip computer it also provides in-depth infotainment functions such as route guidance instructions exactly where needed. Atop the centre stack, the large touchscreen also shows navigation mapping in a high-resolution display, the only truly colourful application, and while Toyota’s new Entune interface is a bit drab its proprietary smartphone integration is excellent, even better than Android Auto in my opinion. You can connect to numerous functions, plus music and additional info such as traffic conditions, fuel stations, weather forecasts, stocks, etcetera via plenty of apps including Scout GPS, Yelp, Slacker, NPR One and more.
Those still needing more will want to go for the $47,790 Limited model, which includes smaller more comfort-oriented 235/45R18 all-season tires, the previously mentioned triple-beam LED headlights, more sophisticated LED tail lamps, ambient interior lighting, a 10-inch colour head-up display unit with customizable settings, a heated steering wheel, four-way power lumbar support for the driver’s seat, driver-side memory, semi-aniline leather upholstery, cooled front seats, heatable rear seats, a surround-view bird’s-eye parking camera system, navigation/route guidance, 1,200-watt 14-speaker JBL Clari-Fi surround-sound audio, Toyota Premium Audio Connected Services, a three-year subscription to Scout GPS Link, front parking sensors, autonomous rear cross-traffic braking, plus more.
The list of premium-level features above is impressive, but truly some should be standard in the base XSE I was driving. After all, the base model is getting close to $43k, so charging Canadians $5k more for a heatable steering wheel doesn’t seem right. Of course, you’ll receive a bevy of additional features with that warming wheel, but it’s hard to designate any car a “luxury” offering without this feature when so many lesser models (including Toyota’s new Corolla) offer one optionally, while some brands are even doing so as standard equipment (Kia’s $16k Forte).
As for interior refinement, the Av provides plenty soft, pliable surfaces above the waist, including the entire dash top plus both front and rear door uppers, and the middle portion of instrument panel that features an even softer padded and stitched surface treatment, while just below is a lovely textured metallic inlay and wonderfully stylish three-dimensional metallic and black horizontal section that extends into the corner vents. The lower portion of the dash, glove box lid included, gets the segment’s usual hard plastic treatment, this spreading over to the lower door panels as well, although each door’s middle section, just under the aforementioned soft composite upper, gets a soft-touch synthetic treatment of its own, plus ultrasuede and stitched leatherette.
Outdoing the previous model’s centre stack was a tall order, and I can’t say they made the new version more appealing than the old car’s metal-finished surfacing and hollowed-out hockey stick-shaped switchgear that was totally unique and quite fabulous, but the new model’s gloss-black, glass-like design is certainly more modern and up-to-date, the upper portion standing upright like a fixed tablet while melding seamlessly into the centre infotainment touchscreen, and appearing to be held up by side buttresses that allow access to a big wireless device charging pad resting under a retractable bin lid, whereas the lower section provides digital HVAC controls including a neat row of narrow aluminized buttons, plus more. This satin-silver highlighting actually frames most of the centre stack, as well as the shift lever and cupholder surrounds plus elsewhere in the cabin, while comforting stitched and padded leatherette wraps the edge of the lower console. While shared such niceties, that should also include fabric-wrapped A-pillars, with a few premium-grade shortcomings, most should be impressed with the Avalon’s refinement.
Just in case you were wondering whether or not to move up to an Avalon from the barely smaller Camry, which incidentally shares Toyota’s TNGA-K (GA-K) platform architecture with the Avalon, as well as Lexus’ previously noted ES, the namesake brand’s flagship sedan is 100 mm (4.0 in) longer from front to back, with a 50-mm (2.0-in) longer wheelbase, plus it’s 10 mm (0.4 in) wider and only slightly lower by 10 mm (0.4 in) as well. The new Av takes up more real estate than its outgoing generation too, with its length increased by 20 mm (0.8 in) to 4,980 mm (196.0 in), its wheelbase longer by 50 mm (2.0 in) to 2,870 mm (113.0 in), its width having grown by 15 mm (0.6 inches) to 1,850 mm (72.8 in), and its overall height down by 20 mm (0.8 in) to 1,440 mm (56.5 in), the end product therefore looking longer, wider and lower for a more athletic stance.
Along with its dramatic new look, the updated Avalon provides more output under its hood, its sole engine being an upgraded 3.5-litre V6 that now puts out 10 additional horsepower and an increase of 17 lb-ft of torque resulting in a new maximum of 278 horsepower and 265 lb-ft of torque, while the XSE model I tested also includes an “Engine Sound Generator” that enhances the engine’s aural sensation by pumping a more entertaining (albeit artificial) exhaust note through the audio system when Sport mode gets selected. Incidentally, BMW does the same with its highly revered M models and Ford does likewise its Mustang and Ecoboost-powered F-150 pickup trucks (as no doubt do a number of others), with the end result being a more entertaining performance experience.
Better yet, Toyota has conjoined this modified V6 to a completely new eight-speed automatic gearbox (not a continually variable transmission, or CVT, like the Av’s supposed sportier Nissan Maxima), which means that its aging six-speed automatic is now history. Added to this are shift paddles on the steering wheel to make the extra gears and additional power a more hands-on affair.
Quietly hidden below the Av’s new avant-garde sheet metal is an elongated version of the more rigid, nimbler chassis that also enhanced the latest Camry, and as noted makes the new Lexus ES a lot more enjoyable to drive than any previous generation, while on top of this this XSE model’s front MacPherson struts and rear multi-link design gets some extra sport tuning and bigger 19-inch alloys to improve its handling further. All of the above makes it much more fun through fast-paced corners than its already capable predecessor, and while hardly a sport sedan, it would be a worthy opponent against any of its full-size, front-drive semi-luxury competitors.
In spite of all the just-noted go-fast goodies, the Av’s ride quality once again places comfort above performance, its smooth, compliant ride ideally suited to its primary luxury sedan role, and even that new multi-speed automatic engineered to shift slower than a performance fan would want in order to maintain a sense of decorum to the benefit of each and every occupant.
By all occupants I’m also referring to the driver, who is especially cared for by a particularly good seating position. This hasn’t always been the case for Toyota, which didn’t provide enough reach from their steering wheel columns more often than not, but the automaker is improving across its wide model range in this regard. Therefore, I was able push the Avalon’s primary seat amply rearward for ideal legroom thanks to a steering column that extends far enough in the same direction to bend the elbows while hands rested at the optimal 9 and 3 o’clock positions.
All said I was disappointed with driver seat’s two-way powered lumbar support, especially when factoring in that most competitive brands provide much better four-way power lumbar support in this price range, which does a much better job meeting up to the small of my back. This forced me to not use the powered lumbar at all, but fortunately the seats offered good support without any lower back adjustment, while the back seats are equally comfortable and surrounding area ultra-accommodating. Along the same theme, the Av’s trunk is sizeable at 456 litres (16.1 cu ft) and provides 60/40 split-folding extendibility for stowing long cargo, but a pass-through down the middle would’ve improved the car’s usability even more.
All in all, most premium sedan shoppers choosing to spend a bit of time with the new Avalon should like it. It’s a well built car, as all of us should expect from Toyota, offers expected be dependability, comes stuffed full of most features anyone could expect in a $40k-plus four-door, and delivers good comfort with unexpectedly strong performance.
Additionally, now that this 2019 model year is ending and the unchanged 2020 Avalon is about to arrive, Toyota should be quite motivated to rid themselves of all remaining stock, which is likely why you can to now save up to $2,500 in additional incentives (at the time of writing). You can learn about all the details right here at CarCostCanada, and while you’re at it learn about 2019 and 2020 model year pricing info, including trims, packages and individual options, plus make sure to check out the latest rebates and dealer invoice pricing that puts you in the driver’s seat when negotiating your new car.
Luxury automakers have some models that sell in high volumes, thus providing much needed income and profits, others they’d like to do better, and one or two image vehicles that increase brand visibility and hopefully cause prospective buyers to choose something more affordable and/or practical in the lineup. Once in a while a vehicle achieves both objectives, but such isn’t the case with the stunning new Lexus LC 500 and LC 500h.
Lexus leans on its NX and RX compact and mid-size crossover SUVs for mass volume, and hopes its new UX will soon add to its popularity. To lesser extent its sedans add volume too, especially the compact IS and mid-size ES, but its GS mid-size performance sedan and beautiful LS full-size luxury sedan don’t do well at all, while its RC sports coupe struggles too. Lexus also offers a GX mid-size sport utility that hardly gets noticed, but its LX full-size SUV pulls respectable numbers from a market segment that’s smaller by nature, albeit profitable, actually managing to pull itself up to sixth place within the Lexus lineup, right behind the just-noted EX.
By comparison, the LC could be seen as a runaway success next to the LFA, Lexus’ previous image car. That near-exotic sport model was purposely limited to a mere 500 examples globally over two model years between 2010 and 2012, of which 10 came to Canada. The LC, on the other hand, after launching in 2017 for the 2018 model year, is closer to a sales homerun thanks to seven units driven out of Lexus Canada dealerships last month alone, not to mention nine the month before that. Altogether, Lexus sold 55 LC 500 and 500h models through the first seven months of this year, making it second-to-last for popularity in Japanese premium brand’s arsenal, right next to the last-place LS and its lacklustre 51-unit total. On the positive, the LC was hardly the slowest selling sport/luxury car in the country.
Poorest of the poor goes to the rather rich Maserati GranTurismo, which found just 14 takes this year so far, while this LC also improved on the Acura NSX’ 17-unit tally, plus the Nissan GT-R’s total of 36, and the 54 Audi R8 examples sold. Nevertheless, Mercedes-Benz found 99 SL-Class customers so far this year, while BMW pulled in 160 buyers for its all-new 8 Series, Jaguar attracted 181 newcomers to its latest F-Type, Mercedes wowed everyone with 258 AMG GT deliveries (superb sales for a $170k car), and Porsche won over 587 new clients for its outgoing 2019 911. Interestingly, that last number (587, not 2019 or 911) represented a 31.74-percent downgrade in popularity for the quintessential Porsche sports car when compared to the first seven months of 2018, due to most customers waiting for the completely redesigned 2020 911 that’s now in the midst of arriving.
Incidentally, the iconic Porsche wasn’t the only sports car to lose sales, with the R8 plummeting some 70.97 percent, the GranTurismo plunging 48.15 percent, this LC deep diving 48.11 percent, the F-Type caving 29.30 percent, the GT-R pulling back 21.74 percent, and the SL dipping 16.10 percent. The AMG GT was the only car in its glass to gained year-over-year sales, up 55.42 percent over the same seven months, while the new 8 Series will need to wait a year for comparison. I also got a kick out of learning that Lexus’ parent brand, Toyota, found 66 new $65k-plus Supra buyers during the same period.
Of course, other cars compete in this class, but some, such as the BMW i8 and Mercedes-Benz S-Class Coupe, have their sales numbers combined with other models in their respective lines (the i8 paired up with the i3, and the S-Class Coupe with the S-Class Sedan), while the Aston Martin DB11, Bentley Continental GT, and Rolls-Royce Wraith are much pricier models. Blue-oval fans will appreciate hearing that Ford found three customers for its Markham, Ontario-assembled mid-engine GT supercar, while Dodge even pulled in one lucky buyer for its now two-year deceased Viper, and speaking of American supercars, the Corvette pulled in 840 new clients so far this year, and I’m willing to bet the slightly more expensive mid-engine C8 will shortly be flying out of Chevy showrooms, making it even harder for great cars like the LC to gain any sales traction.
When a car doesn’t gain much popularity, like this LC, I find it a good idea to point out that not doing well on the sales chart doesn’t necessarily reflect its good qualities or bad issues. The way I see it, the very fact it’s a Lexus should bring it respect, and other than the aforementioned fourth-generation LS luxury sedan, which incidentally is only the second model to ride on Toyota’s New Global Architecture or TNGA (specifically TNGA-L or GA-L), the LC is by far the most impressive Lexus ever created.
Its greatest asset has to be its styling. The LC takes the Lexus’ trademark spindle grille to new depths and widths, but the look becomes even more abstract to each corner, with headlights that seem as if they’re alien-implanted mechanical growths, albeit the actual lighted areas are small and filled with threesomes of neatly stacked LED bulbs. All the unusual appendages are just glossy black trim, other than the “arrowhead” daytime running lights just underneath.
More Lexus trademark styling cues can be found toward the rear, with the LC’s C-pillars getting a similar blacked-out “floating roof” design to that found on other models such as the previously noted RX SUV. It’s further adorned with premium polished nickel brightwork, while sharply edged tail lamp prongs closely resemble the so-called “L-shaped” headlights, albeit infused with 80 separate LEDs per corner instead of just three. Lexus shares some of the LC’s taillight design with the previously noted LS sedan, not to mention the iconic Toyota Prius and category topping Camry in its XSE trim line. While each element appears a bit strange on its own, the package on the whole melds together in one wonderfully elegant and intensely attractive whole.
You know something? I almost never comment on styling, unless the design team managed to get something especially right or horribly wrong. Fortunately the Newport Beach, California-based Calty Design Research centre’s team got the LC very right. We can thank studio boss Ian Cartabiano, as well as Edward Lee who was responsible for the sensational exterior design, plus William Chergosky and Ben Chang where were in charge of the interior, albeit not specifically of the LC, but rather the LF-LC Concept that inspired it. The LC was near perfectly transformed from jaw-dropping prototype to equally gorgeous LC 500 and LC 500h production models with hardly a change made to the exterior design, the final result quite possibly the nearest any road-going model has ever resembled its conceptual beginnings.
The production LC’s cabin underwent a total redesign, mind you, although it maintained some of the concept’s general styling cues including its LFA-like pod-shaped digital gauge cluster, its horizontally penned instrument panel incorporating a recessed widescreen centre infotainment display, its driver-centric cockpit that’s partially enclosed by a buttress-type centre console extension that doubles as a front-passenger grab-handle in the production car, the downward-flowing alcantara suede door panels, the deeply bolstered set of front sport seats, the similarly styled sport buckets in back, plus more.
Lexus’ effort was quickly rewarded by the LC’s placement on the WardsAuto 10 Best Interiors list after it arrived in 2017, and I certainly can’t argue against that. It’s a fresh, contemporary design that deliveries big on refinement, luxury and high-tech wizardry, all of which should be expected at its $102,750 starting point in 2019 LC 500 trim, or $103,050 in upcoming 2020 form, or alternatively $118,850 as the 2019 LC 500h hybrid shown on this page, or $118,950 in 2020 LC 500h trim (learn about Lexus LC 500 and 500h pricing right here on CarCostCanada for both the 2019 and 2020 model years, plus find out about available rebates as well as dealer invoice pricing that could save you thousands).
There are no major changes from the 2019 model year to 2020, except for cancelation of the $14,800 Inspiration Series package with Flare Yellow semi-aniline leather upholstery and more for the LC 500, plus a new Bespoke White interior theme that’s also added to the conventionally powered model. All six exterior colours remain the same no matter the powertrain, with Infrared being the sole paint option at $650, whereas all three remaining interior colour themes continue forward as well.
In case you were wondering, Lexus priced my 3.5-litre V6-powered hybrid LC 500h test model higher than the 5.0-litre V8-powered LC 500 version, despite adding 113 horsepower to the eight-cylinder engine, and no doubt providing a more dramatic exhaust note, plus fitting it with a faster shifting, more engaging gearbox than the hybrid’s electronic continuously variable transmission (E-CVT), because of all the extra features that come standard, starting with the regular LC 500’s $13,500 Performance package.
This means that four-wheel active variable gear ratio steering is standard, as is a Torsen limited slip differential, a set o f 21-inch forged alloy wheels on Michelin performance tires (that replace standard 20s), a carbon-fibre roof panel instead of a standard glass roof, an active rear spoiler, carbon-fibre reinforced polymer kick plates, an alcantara suede headliner, more heavily bolstered sport seats, and an eight-way powered driver’s seat in place of the LC 500’s base 10-way design, and lane change assist, which gets added to a comprehensive menu of standard driver assistive technology on both trims including a pre-collision system with autonomous emergency braking, lane departure alert with steering assist, blind spot monitoring with rear cross traffic alert, auto high beams, and adaptive cruise control.
This is a good time to run over a shortlist of standard convenience and luxury highlights, including LED cornering lamps within the triple-LED headlight clusters mentioned before, a tidy little credit card-sized intelligent key for cabin access via proximity sensing, a head-up display unit to go along with the full digital gauge package noted earlier, power-folding outside mirrors, a heated steering wheel that even allows for temperature adjustment, a power-adjustable steering column that connects through to the front seat memory, ventilated front seats (plus, of course, heatable front seats), partially-automated self-parking, etcetera, etcetera.
Additionally, a 10.3-inch high-resolution centre display comes standard too, complete with a dynamic guideline-infused backup camera, a navigation system with very accurate route guidance, Apple CarPlay smartphone integration (yes, Android Auto users are out of luck), a brilliant 13-speaker Mark Levinson high resolution surround-sound audio system, satellite radio, two USB ports, traffic and weather information, the Lexus Enform App Suite 2.0 featuring Slacker, Yelp, Sports, Stocks, plus Fuel apps, the Enform Destination Assist app with a single-year subscription, and Enform Safety Connect with Automatic Collision Notification, a Stolen Vehicle Locator, an Emergency Assistance / SOS button, and Enhanced Roadside Assistance with a four-year subscription.
You’d need to stretch a long way in order to touch the centre display, so Lexus doesn’t bother with a touchscreen at all. Instead, the brand’s Remote Touch Interface touchpad gets added to the lower console, and while it works well enough once acclimatized, thanks to some quick-access buttons and audio controls around the touchpad, I can’t say it’s my favourite infotainment system. On the positive, there were many other reasons to appreciate this LC.
For one, it’s pretty large and fairly roomy, at least up front. As noted earlier, it’s based Toyota’s TNGA-L platform architecture, which is the same as the full-size LS luxury sedan, but take note the LC is quite a bit smaller unless measuring width. It spans across an additional 20 mm (0.8 in) at 1,920 mm (75.6 in), and you’ll immediately notice how spacious it is from side-to-side, especially if someone’s sitting next to you. The LC’s wheelbase is abbreviated by 255 mm (10.0 in) to 2,870 mm (113.0 in), however, whereas its nose-to-tail length is a significant 475 mm (18.7 in) shorter, plus it’s nowhere near as tall, the LC lower by 116 mm (4.5 in).
As for how it measures up to its competition, it’s not only a lot smaller than Mercedes’ S-Class Coupe, the LC is actually smaller than the German brand’s mid-size E-Class Coupe too, except for its width. The Lexus comes closer to the BMW i8 and Aston Martin DB11 in overall dimensions, with slightly greater wheelbase, length and height than the shapely German and more exotically branded Brit, but a bit less width this time around.
The LC’s longer length and wheelbase results in a car that can house four adults, but I’d make sure you don’t try to stuff someone too tall into the rear seats. I’m only five-foot-eight with longer legs than torso, but I was forced to kink my neck over to the side in order to fit in, with my head still pushing up against the back glass. The seats are comfortable enough, and I had enough space for my legs and feet, plus my shoulders and hips, which made it a shame that medium-sized adults won’t be able to ride in the rear.
How about trunk space? The LC 500h is smaller than the non-hybrid LC 500, providing just 132 litres (4.7 cu ft) instead of 153 (5.4 cu ft), so therefore you’ll need to stow a second set of clubs in the rear seating area when taking a friend along to the golf course.
Just in case you don’t fully understand the personal luxury coupe market segment, being able to take more than one set of golf bags to the course that is a critically important make-or-break factor, so it’s quite possible that, together with its lack of rear seat room, LC sales are being hurt by its lacklustre practicality. This Lexus isn’t a pureblooded performance car anyway, particularly in as-tested hybrid form, but instead is a luxurious personal coupe that just happens to ramp up speed quickly and manage corners with deft prowess. This makes the LC more like BMW’s i8 than anything else in the class. It takes off well enough and handles like a well-mannered sports car, but it’s built more for luxury than slaying the cones on weekend autocross course. When it comes to comfort, its suede-like alcantara-clad driver’s seat provides wrap-around comfort and good support all over, while was fully adjustable and complete with ample side bolstering for keeping me in place during aggressive manoeuvres.
Initially I was scheduled for a week in both the LC 500 and 500h, but someone did something naughty to the V8-powered version just ahead of receiving it, so instead of enjoying its 467 horsepower and 398 lb-ft of torque firsthand, not to mention its reportedly quick-shifting 10-speed automatic, I was moved into something else for that week, never to experience the LC 500 at all. Sad as that may be, soon I got into this LC 500h, which is a bit more docile with just 354 horsepower at the rear wheels, but it still felt plenty potent under full throttle.
The V6 portion of its hybrid power unit makes just 295 horsepower and 257 lb-ft of torque, which is in fact less than the same engine produces in the Toyota Camry XSE, but before I criticize Lexus for utilizing such a seemingly plebian engine in its most alluring model, consider that a more tautly strung version of this mill makes 430 reliable horsepower in the mid-engine Lotus Evora, so at least it’s in well respected company.
Of course, the lithium-ion battery and electric motor fulfill their torque-rich purpose too, the latter capable of a near immediate 177 horsepower and 221 lb-ft of torque, for a net 472 horsepower and, er, well let’s not even try to calculate its combined internal combustion and electric output, because net horsepower and net torque don’t exactly compute that way. Lexus officially estimates 354 horsepower while other testers are claiming approximately 370 lb-ft of torque. I believe they’re being ultra-conservative, being that the regular V8 shoots from zero to 100km/h in 5.1 seconds and this hybrid takes just 0.5 seconds longer resulting in a sprint time of 5.6, and this is despite the 500h adding 77 kilos (170 lbs) to its 2,012-kg (4,436-lb) curb weight over the 1,935-kg (4,266-lb) 500.
No matter which model you’re driving, make sure to choose the standard Drive Mode Select system’s most entertaining Sport S+ setting, which may not be as edgy as the sportiest mode in one of BMW’s M cars, or Lexus’ own RC F for that matter, but it nevertheless provides higher engine revs between shifts ahead of swapping cogs faster than it otherwise would. Lexus includes a set of large metal steering wheel-mounted paddle-shifters for the latter, which worked ideally in Sport mode as well, but unlike most cars I test I actually kept it in Sport S+ mode more often than not. Along with its increased performance and better feel, the rorty noises emanating from the engine bay and exhaust pipes were downright addictive, particularly when revs rise, and the transmission’s “gear changes” felt considerably more direct.
This was one of the most engaging continuously variable transmissions I’ve ever tested, although even factoring in its sophisticated 10-speed Simulated Shift Control technology, which includes a conventional-type multi-gear box within, it can’t completely eradicate all CVT tendencies. Yes, even in its sportiest drive mode its shifts come on so fast between intervals, albeit without the expected positive engagement otherwise experienced in most sport-tuned automatics and dual-clutch automated gearboxes, that it’s almost like nothing has happened at all, plus the V6 makes a habit of whining up and down with the same rubber band effect in between. In a nutshell, if you’re a serious performance fan you’ll want to opt for the V8-powered LC 500, which leaves folks who want to make their environmental mark choosing this hybrid, because let’s face it, anyone paying $100,000-plus for a personal luxury coupe isn’t going to care about saving fuel for the sake of saving dollars.
On that note, the LC 500h’s claimed fuel economy rating is very good for the class, coming in at 9.0 L/100km city, 7.1 highway and 8.1 combined, compared to 15.1 in the city, on the 9.5 highway and 12.6 combined for the regular LC 500.
No doubt the lighter LC 500 aids agility through fast curves when compared to the LC 500h, but either way the long, wide, low and fairly large coupe is a great handler, taking up plenty of real estate yet able to manage corners with precise skill. This is its strength, the LC delivering the same type of relaxed high-speed confidence-inspiring stability found in a big Mercedes-Benz coupe, yet with its own Japanese luxury flair. Its wonderfully balanced chassis is nice and easy on one’s backside too, with ride quality that’s much more comfortable than its large wheels, performance tires, and sporty low-slung design suggests, while its also serenely quiet when the aforementioned driving mode selector is switched from Sport+ or Sport to Comfort or Eco.
There’s no question whether the Lexus LC is worthy of a premium luxury coupe buyer’s attention or not, but no matter what I think its sales numbers don’t lie. As impressive as this car is, the people have spoken and the result is less than ideal. Even in the U.S., where Lexus is amongst the strongest selling luxury brands, the LC only attracted 764 sales since the January 1, 2019, which slightly better per capita than here in Canada, but nothing to get excited about either. Talk about a new stronger performing LC F model arriving later this year or early next could help pull more eyeballs toward this somewhat forgotten nameplate, as will an stylish new convertible version that’s beginning to be teased online, but who knows? The beautiful LC might just end up as another image-building car that never enjoys much sales traction, good for making Lexus’ well-respected brand name even more desirable, but incapable of making profits on its own.
All said, the LC makes for an especially exclusive example of rolling artwork, which i must say caused more attention from passersby than plenty of pricier cars with more prestigious branding that I’ve driven this year, pulling more long stares, causing more pointing fingers, and resulting in more gaping mouths from astonished onlookers than I was able to count, not to mention an unabashedly overcome German tourist that just had to have me take a photo of him next to it.
Unlike the types of exotic machinery that normally cause such an emotional outpouring, mind you, the LC provides impressively dependable performance as well, which just might be the type of priceless feature that makes owning one worthwhile. If you’d like something undeniably beautiful, that’s also totally unique in the premium marketplace, look no farther than this Lexus LC. Whether suited up in V8-powered 500 or 500h hybrid trim, it’s one thoroughly impressive personal luxury coupe.
Finally! Every time I’ve been given the opportunity to test the new Kia Stinger something got in the way. The test model was either damaged by another journalist, or got put out to pasture before I could get into it, the latter due to me being out of country, but just a matter of days back from my regular winter warming in my favourite tropical isle had me ogling a beautiful California Red painted Stinger GT-Line parked in front of my temporary left coast home.
I have to say the Stinger looks impressively upscale. Even in my tester’s base GT-Line trim, it comes standard with automatic dual-function LED headlamps, LED daytime running lights, LED positioning lamps, body-wide bar-type LED tail lamps, classy dark chrome exterior trim details with the same darkened chrome used for the side mirror housings, these also enhanced with slim LED turn signals, while sharp looking 18-inch machine-finished alloy wheels on 225/45 rubber round out the look, as does a set of chromed exhaust pipes at back.
While base, it should be noted that the entry-level Stinger starts at a considerable $39,995 plus freight and fees, but despite its less than prestigious Kia branding it really comes across as something much closer to premium than most anything in its mid-size segment.
The Stinger is a mid-size sedan, by the way. I’ve noticed some consider it compact because it utilizes the same underpinnings as the Genesis G70, which is a compact luxury model going up against BMW’s 3 Series, Mercedes’ C-Class, Audi’s A4, et al, but in spite of having similar wheelbase lengths of 2,910 mm (114.4 in) compared to 2,835 mm (111.6 in), both being longer than the Optima’s 2,805-mm (110.4-in) wheelbase, the Stinger’s 4,830 mm (190.2 in) nose-to-tail length spans 145 mm (5.7 in) farther than the G70’s, while it only measures 20 mm (0.8 in) shorter than Kia’s Optima family sedan.
Also notable, at 1,870 mm (73.6 in) the Stinger is 20 mm (0.8 in) wider than the G70 and 10 mm (0.4 in) narrower than the Optima, while it stands 1,400 mm (55.1 in) tall, which is identical to the G70 and 70 mm (2.7 in) lower than the Optima. Those still choosing to call the Stinger compact will also want to take note that it’s 190 mm (7.5 in) longer than the Forte sedan (a reasonable large compact itself), with a 210-mm (8.2-in) longer wheelbase, while it’s 70 mm (2.7 in) wider too. So it’s obviously a mid-size model, even offering up a longer wheelbase and more width than the Toyota Camry and Honda Accord, although slightly less length and height.
The Stinger’s long, low and wide dimensions make it more of a four-door coupe-like sedan, its sporty profile backed up by dynamic styling and a premium cabin, at least for its volume branded pedigree (or lack thereof). I should mention this isn’t Kia’s first premium-like entry, or for that matter its most luxurious. We only need to look to the Mercedes S-Class/BMW 7 Series-sized K900 for Kia’s highest-end car, a model that might only be outmaneuvered amongst pedestrian brands for all out premium cachet by the Volkswagen Phaeton, but like that outrageous VW the K900 didn’t garner enough popularity to enjoy prolonged availability in Canada, so therefore is now history north of the 49th.
Where the K900 was a seriously impressive luxury sedan, it couldn’t even come close to the Stinger’s viability here in Canada. It comes down to affordability, its more popular mid-size market segment, and a greater focus on performance than luxury. Size aside, I would’ve previously said it comes closest to mirroring the Dodge Charger in spirit than anything else in its class, at least until Volkswagen showed up with its new Arteon a few months ago. The Arteon, that’s based on the European Passat, just replaced the outgoing CC four-door coupe. The two are near identical in size and similarly powered, so are therefore going after the same sport-oriented customers, in the Stinger’s base trim at least, but with its base price more than $8,000 loftier than the Stinger’s aforementioned window sticker, the new Arteon is reaching up much further into premium territory.
By the way, the Stinger weighs in between 1,729 and 1,782 kilograms (3,812 and 3,929 lbs) with its as-tested 2.0-litre turbocharged four-cylinder, or 1,873 and 1,889 kg (4,129 and 4,165 lbs) with its optional V6, whereas the Arteon hits the scale at 1,748 kilos (3,854 lbs) and the larger and heftier Charger offers more mass for your dollars at 1,823 to 1,980 kg (4,021 to 4,530 lbs). While lighter than the Charger, the all-wheel drive Stinger and Arteon are significantly heavier than the previously noted mid-size front-drive family sedans, giving the car being reviewed here, at least (I’ve yet to drive the Arteon that’s scheduled for August 26), more of a substantive, premium-like feel.
Kia really does manage to pull off a near luxury brand level of refinement inside thanks to details like cloth-wrapped A, B and C pillars, a soft, pliable dash top with a really well-finished padded instrument bolster crossing the entire dash front, as well as premium-level soft composite door uppers front to back. All of the Stinger’s button, knobs and switches are nicely fitted with good damping as well, with some aluminized for an especially upscale look and feel, while this base model’s standard perforated leather upholstery is definitely up to par for a volume-branded sedan.
Being that we’re already talking about features, standard content includes a heated leather-clad flat-bottom sport steering wheel that’s sized perfectly for performance and feels great in the hands, plus a leather-wrapped and chrome-adorned shift knob, piano black interior accents, comfortable and supportive heatable eight-way powered front seats with four-way power-adjustable lumbar, an auto-dimming rearview mirror, power-folding outside mirrors, two-zone auto HVAC, LED cabin lighting, ambient mood lights, and a 7.0-inch infotainment touchscreen that’s my only cause for complaint, being that it’s too small and isn’t flush within its fixed mounting and therefore looks dated.
This display houses the usual backup camera, plus Apple CarPlay and Android Auto smartphone integration, and Kia’s exclusive UVO Intelligence connected car services, while nine-speaker audio provides good sound quality for a base stereo, even incorporating standard satellite radio, whereas the wireless device charger is a very impressive standard feature as well.
Proximity-sensing technology lets you in the car while a satin-silver button fires up the engine, again on the standard menu, while the electric parking brake releases automatically. The just noted rearview camera combines with standard rear parking sonar and rear cross-traffic alert to help keep the Stinger’s dazzling paintwork free from scratches and dents, the latter feature bundled together with blind spot detection. Once pointing forward choose from a list of Drive Mode Select settings including Smart, Eco, Comfort, Sport and Custom, slot the eight-speed Sportmatic automatic gearbox in Drive or move the lever over to manual mode in order to get the most out of the standard steering wheel paddle shifters, which is how I enjoyed all 255 horsepower and 260 lb-ft of torque generated by the Stinger’s standard direct-injection, turbocharged, 2.0-litre four-cylinder engine.
This might only be the base powertrain, but due to 100 percent of its torque arriving at only 1,400 rpm, plus each of its four wheels simultaneously gripping the pavement below, this most basic of Stingers moves away from a standing start quickly, and stays on the power to highway speeds and beyond. Its twin exhaust pipes make a nice sporty note, complementing the engine’s mechanical tone, the Stinger delivering an enjoyable soundtrack alongside its strong acceleration.
Of course, this base engine won’t be as brilliantly satisfying as the available twin-turbocharged 3.3-litre V6, that powerhouse providing 365 soul-stirring horsepower and 376 lb-ft of twist (the Arteon doesn’t offer an optional powertrain), but the turbocharged four is a compromise I’d be more than happy to live with, particularly when factoring in its much greater efficiency. Comparatively, the four-cylinder is rated at 11.1 L/100km city, 8.1 highway and 9.7 combined, whereas the V6 gets a claimed 13.6, 9.6 and 11.8 respectively, while both are assisted by an auto start/stop system that shuts the engine off when it would otherwise be idling.
I’m guessing the last thing you’ll want to be thinking about when flinging the Stinger through a set of fast-paced curves is fuel economy, the car’s fully independent MacPherson strut front and multi-link rear suspension featuring gas shocks and dynamic dampers that help to deliver an ideally firm yet compliant ride and handling combination that proves superb over all types of tarmac, from broken backroads to smooth-as-glass freeways.
Braking is also strong, with four-cylinder models benefiting from 320 mm (12.6 in) front vented discs and 314 mm (12.4 in) rear solid rotors, plus the V6 model improving binding power with a set of Brembo discs measuring 350 mm (13.8 in) and 340 mm (13.4 in) respectively, plus the addition of vented rotors in the rear.
While the Stinger looks fast standing still, its long and lean body capable of minimizing drag and amply maximizing downforce, it also provides more than enough rear headroom for most adults’ needs. I had about three inches above my five-foot-eight frame when seated behind the driver’s seat, so six-footers should have no problem. What’s more, cargo access is excellent due to its less conventional four-door coupe-style rear liftback, which opens up to 660 litres (23.3 cu ft) of volume behind the 60/40-split rear seatbacks or 1,158 litres (40.9 cu ft) of gear-toting space when they’re flipped forward. So the Stinger is not only good looking, fun to drive and beautifully finished inside, it’s also plenty practical.
I’ll be spending a week with the new Arteon soon, and will let you know if it measures up to the Stinger for passenger and luggage space, plus if its loftier price range provides any benefits, but I’ll say right now the VeeDub will need to be very good in order to upstage this Stinger when it comes to performance, interior quality, features and value. As it stands, with all options included the Arteon costs just over $53k, which makes it pricier than the most expensive $51,495 Stinger GT Limited 20th Anniversary Edition that gets unique 19-inch alloys, carbon fibre décor trim, red Nappa leather, and custom red-stitched “Stinger” floor mats, while the mid-range Stinger GT starts at $44,995 and the regular GT Limited can be had for $49,995 (learn more about 2019 Kia Stinger trims, packages and standalone options right here at CarCostCanada, and don’t forget that we can help you save hundreds or even thousands via manufacturer rebates and dealer invoice pricing).
The last two trim lines get there own set of 19-inch alloys, an upgraded suspension with Dynamic Stability Damping Control (DSDC), noise-reducing front side glass, auto-dimming outer mirrors, stainless steel tread plates, stainless sport pedals, carbon fibre-style inlays (that replace the piano black ones), shift-by-wire transmission control (replacing the base model’s shift-by-cable gearbox) a power-adjustable tilt and telescopic steering wheel, driver’s memory, an under-floor storage tray, a large moonroof, a gesture-controlled power liftgate, plus a luggage net.
Finally, the GT Limited provides a special set of cornering headlights, rain-sensing windshield wipers, aluminum-finish trim (replacing the faux carbon fibre), a black roofliner, a 7.0-inch Supervision LCD/TFT digital instrument cluster, a heads-up display (HUD), a HomeLink universal transceiver, Nappa leather upholstery, cooled front seats, heated rear outboard seats, a driver’s seat upgrade with four-way “air cell” lumbar support, powered side bolsters, and a power-operated lower squab extension, an 8.0-inch infotainment touchscreen (that really should be standard) with a surround parking monitor system and navigation, 15-speaker Harman Kardon audio, dynamic cruise control, autonomous emergency braking (that’s usually standard in this class), lane keep assist, and driver attention alert.
You might be interested in knowing that year-over-year (YoY) Stinger sales slipped a bit during the first six months of this year in Canada, having dropped 14.38 percent due to just 750 units leaving Kia dealer lots, but this said it’s doing its job to boost the brand’s mid-size car sales now that the Optima has become 44.67 percent less popular over the same half year, with just 872 deliveries on the books. As for how the Stinger sells against regular front-drive mid-size sedans, the Camry took no prisoners over the same two quarters with 8,586 sales (an increase of 12.87 percent), whereas the Accord held second with 5,837 deliveries (dropping 9.71 percent). The Arteon, incidentally, found just 184 buyers so far in 2019, but to be fair it only came on the market this spring so we’ll need to wait and see how it fares over the long haul. This said if the Passat is any indicator, its poor Q1 and Q2 total of 474 deliveries should hardly give VW confidence, this number representing a 75.55 percent fall from grace compared to January through June of 2018.
Continuing on this theme, there are 14 different mid-size sedans fighting it out in this class, including the Stinger and Arteon, but not the aforementioned Charger that competes against cars like the Toyota Avalon, Nissan Maxima etcetera in the full-size or large sedan category. Of these 14, nine are in the red as far as growth goes, one (the Arteon) is to new to measure, and just four are in the black (positive), while the Stinger’s small decline is not as significant as many rivals, and more the result of the entire mid-size sedan category’s loss of favour than any lack of interest in this specific car.
In fact, I witness the polar opposite during my entire test week, with loads of smiling stares, positive nods of appreciation and general goodwill while driving by onlookers. Stinger owners can hold their heads high as this car garners a lot of respect, while it will no doubt benefit Kia’s overall brand image long-term as well. If you’re thinking about purchasing a new mid-size sedan, you may want to take a closer look at this innovative, well-sorted four-door coupe, because it delivers a higher level of style, refinement and features than most rivals, while it still should be practical enough for most peoples’ requirements.