Maserati MC20 VS Lexus LC500H
Maserati MC20
Likes
- Brilliant performance
- Clean, sporty looks
- Purity of design and purpose
Dislikes
- Lacks standard safety gear
- Luggage space precludes long road trips. One cupholder
- Scissor doors impede access for taller folk
Lexus LC500H
Likes
- Cracking interior
- Awesome ownership perks
- Comfortable when you want it to be
Dislikes
- Not as angry as V8
- Probably less sporty than it looks
- Cabin tech still fiddly
Summary
Maserati MC20
With Ferrari leaving the Fiat-Chrysler family and becoming an independent entity in 2016, Maserati was left without a technology partner.
Suddenly, the Trident brand had to go it alone and come up with its own engines for the first time in more than 20 years. The MC20 sports-car is the result of that rebirth.
While there’s no doubt the Maserati brand has the currency to pull this off, the MC20 is also a big step outside the company’s usual grand-tourer box.
The new coupe is aimed at McLaren, Porsche and even Ferrari buyers, so can the first true Maserati sports car since the MC12 of 2004 walk the walk? And let’s not forget that the MC12 was Ferrari Enzo-based…
No-compromise cars are often the ones that impose the most compromises, and in that sense, the MC20’s shattering on-paper performance means its greatest attributes can’t be enjoyed on a public road.
That’s why this review was conducted entirely on Philip Island’s 4.4km Grand Prix layout. As a result, we can’t tell you much about parking ease or highway fuel consumption. But as for the things that give a super-sports car its identity, read on.
| Safety rating | |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 10.3L/100km |
| Seating | 2 seats |
Lexus LC500H
For those merely gazing up to the lofty, ivory-tipped towers of high society, it would be easy to think that the mere ownership of a plush, premium vehicle, like the Lexus LC 500h for example, is a reward in and of itself.
The truth, though, is that Australia's premium manufacturers then sweeten the ownership pot even further, often inviting new owners into a secret club filled with tickets to exclusive events, seats at the fanciest of dining tables and concierge-style car maintenance, to name but a few of the perks on offer.
Lexus, though, sits atop the pile when it comes to offering ownership perks to its owners, and now more than ever, with the brand's existing Encore Club today welcoming a new and more-exclusive tier, called Encore Platinum.
We'll circle back to all of this under our 'Ownership' sub heading, but the short answer is that anyone who has bought a RC F, GS F, LX, LS or LC, like this 500h, since January 1 this year is automatically signed up, and is in line for some serious goodies.Â
Perhaps the most pressing question, though, is will it be the new ownership program that lures customers into a LC 500h? Or can the luxurious Lexus performance coupe stand on its own four wheels?Â
Let's find out.Â
| Safety rating | |
|---|---|
| Engine Type | 3.5L |
| Fuel Type | Hybrid with Premium Unleaded |
| Fuel Efficiency | 6.7L/100km |
| Seating | 4 seats |
Verdict
Maserati MC206.5/10
With a 320km/h-plus top speed and the ability to get from rest to 100km/h in under three seconds, there’s no doubting the MC20 meets or exceeds its performance brief. But when you’re paying these prices, there must be more than just the measurable stuff going on.
And there is. The MC20 brings a big dollop of purity to the ranks of current supercars, doing away with all-wheel drive and hybrid tech and relying instead on and old-school approach in terms of handling and overall feel.
Anybody who wants to argue that call has plenty of alternatives to the MC20 from other manufacturers, and for some of us, that less-is-more thing will ring true.
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
Lexus LC500H7.8/10
A truly fuel-efficient performance car, who’d have thought? There are some obvious trade-offs for trying to exist in two seperate worlds, but the Lexus LC 500h largely handles its dual roles with aplomb.
Design
Maserati MC208/10
Perhaps the most striking thing about the MC20’s design is that it’s so restrained. You won’t find wings, vents, fins and diffusers all over the car, but rather an overall shape that creates downforce, rather than that job falling to tacked on additions.
And, like any modern supercar worth its salt, the MC20 is based around a carbon-fibre tub for rigidity and low weight. From that tub structure are hung aluminium front and rear subframes which, in turn, mount the suspension and other mechanical bits.
The wind tunnel still got a huge workout in the car’s development, of course, but the aim was to integrate the downforce-inducing elements rather than having them demanding your optical attention.
As a result, the whole car is an upside-down wing, if you want to simplify it. But a very pretty upside-down wing.
This gives the MC20 a smooth, sleek look that stands it apart from the rent-a-racer crowd and supports the theory that sometimes, less is, indeed, more.
Some of the detailing is lovely, too. The vents cut into the Perspex rear windscreen form Maserati’s trademark trident shape, there’s lots of visible carbon-fibre inside the door jambs, there’s lashings of Alcantara inside and the two-tone body kit breaks up the shape perfectly.
Elements we’re not so sure about include the 'Park' button mounted way down low under the dashboard, and the swing-up, scissor-type doors, which, if your more than about 180cm tall, still require you to duck under them.
On the upside, the carbon-and-leather steering wheel with its integrated controls is gorgeous to hold and gaze at.
Lexus LC500H7/10
It's a little curious, the LC 500h. For mine, it's stunning from a distance. All gleaming alloys and bulging rear arches and sharp snout angled downward like its caught the scent of its prey.
But weirdly, it can start to look a little less impressive the closer you get to it - a little swollen and vague in its lines. It's very likely it's eye-of-the-beholder stuff (fellow CarsGuide scribe Richard Berry adores it from every angle, for example).
Inside, the front of the cabin is a busy but stylish space, with multiple textures layered on top of each other to produce a premium-feeling, sporty space. The low-feeling dash juts out, giving the front passengers an ensconced, cockpit feel.
Everything is predictably leather-wrapped and lovely, and while it's not as streamlined as, say, an Audi interior, it's not without a genuine sense of Japanese charm in the cabin.
Practicality
Maserati MC202/10
Although the MC20 has a front and rear luggage compartment, they’re both small enough to be pretty much useless. This is a shame, because as a long-weekend getaway car, the Maserati otherwise makes a strong case for itself.
The other area that suffers for the car’s art is the interior practicality. While the driving position is great and the pedals and wheel relationship is spot on, when it comes to storing anything, you’re on your own. Best the MC20 can offer is a single cupholder at the rear of the central tunnel.
The mid-engined layout also means there’s precious little vision through the back window. To counter that, Maserati has fitted the MC20 with an interior rear-view mirror that can act as a conventional mirror (you can still see only the engine) or as a screen for the rear-mounted camera.
The catch is the image projected to the 'mirror' lacks depth of field and forces the driver to refocus on the image rather than simply glance at it.
Lexus LC500H7/10
It's not really. Especially in the backseats, which would make more sense if they were painted on. I'm no giant, but even my 175cm-tall head was pushed into the ceiling, and while there’s ample shoulder space for two adults, you’re unlikely to be able to convince two to get back there.Â
Lexus has included something called the "Easy Access" function for 2020, which sees the front seats slide forward automatically to help with accessing the rear seats, and they do lower the Cirque du Soleil antics required to get back there, but this realistically not a car for carrying more than two adults, save an emergency. There are two ISOFIX attachment points in the rear, so child seats can be locked in there.Â
That's not necessarily a drawback, though. This is a two-door sporty coupe, after all, and elsewhere, the sizeable dimensions (4770mm length x 1920mm width x 1345mm height) provide plenty of space for up-front riders.
You'll also find hidden cupholders, bottle holders in the doors, and all the power and connection points you need.Â
A word on the tech, though. The LC 500h is crying out for a touch screen, though the brand's traditional mousepad system is improving.
Price and features
Maserati MC205/10
Maserati has followed the lead of many a high-end carmaker by using the options list to ramp up the profitability of the MC20. Of course, that’s after the MSRP of $438,000 has been dealt with by your accountant.
The point is that you kind of need to suspend disbelief when it comes to supercars and their value-for-money credentials. By any sane, conventional measure, they’re seriously over-priced, but within its peer group, the Maserati is neither the cheapest nor the most expensive way to go this fast.
But back to those options: Again, it’s all a case of throwing away what you think you know, because there are several options for the Maserati that cost more than a good, brand-new hatchback.
The carbon-fibre engine cover alone will cost you a staggering $13,164, and according to Maserati management, it’s a popular option.
Then, there are the carbon-fibre brakes which not only cost $28,961, but if you want the yellow-painted calipers, that’ll be another $2962.
The hydraulic front-lifter which allows you to deal with driveways and speed humps is a monstrous $8721, but at least there’s some engineering in that. Unlike the black-roof option which is, er, a black roof at $10,202. And the external carbon-fibre kit? A cool $92,806!
Lexus LC500H8/10
Value is all about perspective, of course, and viewed the right way, the $195k sticker price of the Lexus LC 500h does provide a certain amount of value.
Yes, it's a lot of money. But Lexus' flagship coupe doesn't just get a performance-focused hybrid setup (pairing with a thumping V6 engine), but also just about every high-end feature the brand has in its deep bag of tricks.
It starts outside with giant 21-inch alloys, a glass roof with a sun blind, Â LED headlights with cornering lights, hidden door handles, keyless entry, and rain-sensing wipers.
Inside, you'll find leather-accented seats, a colour head-up display, a 10.3-inch multimedia screen with Apple CarPlay and Android Auto, another 8.0-inch screen in the driver's binnacle, a heated steering wheel, heated and cooled front seats, DAB+, satellite navigation system with live traffic, and a killer 13-speaker, 918-watt Mark Levinson stereo.
Under the bonnet
Maserati MC209/10
Previous generations of Maseratis borrowed Ferrari (both brands were once part of the extended Fiat Chrysler family) technology for their drivelines in a deal that allowed both brands to share the cost of development.
And since having a Ferrari-built engine in your car was never seen as a sale hindrance, it was a sweet deal for Maserati. But when Ferrari was spun off and became a publicly-owned company in 2016, Maserati’s supply of engines dried up.
The solution was to take engine design in-house and the twin-turbocharged 3.0-litre V6 in the MC20 is one of the first fruits of that.
While it’s undoubtedly a high-tech powerplant, in other respects it’s fairly conventional. Maserati, for instance, has a long history with the V6 layout, and there’s no hybrid element to the driveline. Nor is there a hybrid option.
Maserati claims the V6 is the world’s most powerful six-cylinder production-car engine and, with no less than 463kW at 7500rpm and 730Nm between 3000 and 5500rpm, that’s a credible statement.
Technical details that you won’t see on most road cars include a dry-sump lubrication system (where the engine oil lives in a remote tank rather than the hot sump of the engine itself) and a sophisticated fuel injection system with two injectors per cylinder.
The real trick, however, is an ignition system with two spark plugs per cylinder. There are also effectively two combustion chambers, the first ensuring multiple flame fronts to achieve a more complete burn of the fuel in the main combustion chamber.
The rest of the driveline is similarly aimed at the purists out there; the transmission is an eight-speed dual-clutch, driving not all four wheels, but only the rears through a mechanical limited-slip differential.
Selectable drive modes from GT (the default setting) through to 'Wet', 'Sport', 'Corsa' (Track) and 'ESC Off' tailor the shift points, throttle sensitivity and suspension behaviour, but still allow for full engine power.
Lexus LC500H7/10
The LC 500h is powered by a hybrid setup that combines a 3.5-litre V6 engine with a 650-volt "Lexus Hybrid Drive" system and a lithium-ion battery. That setup delivers 264kW of power, and somewhere north of 350Nm in torque when the engine and motor outputs combine.
That power is sent to the rear wheels via a CVT automatic, and will produce a sprint to 100km/h of around 5.0 seconds.Â
According to Lexus, 10 clear improvements were made the way the 2020 LC 500h drives, including a new transmission tune, more structural bracing added for rigidity, new suspension components and spring rates, and altered stabiliser bars.Â
Has it made a difference? Read on.Â
Efficiency
Maserati MC207/10
Fuel economy is probably not going to be top of mind for most MC20 buyers, but the official combined figure of 11.6 litres per 100km is still pretty greedy by 2022 standards.
Balanced against the available performance, however, and an engine making more than 600 old-fashioned horsepower with that combined fuel-economy number is still cause to reflect on modern technology and efficiency.
The MC20 has a 60-litre fuel tank, making it a handy cross-country car for weekends away.
Lexus LC500H8/10
Lexus says the LC 500h will sip 6.8 litres per hundred kilometres on the combined cycle - very impressive for what is ostensibly a performance coupe - and emit 152g/km.Â
The LC 500h is equipped with an 82-litre fuel tank.Â
Driving
Maserati MC209/10
Here’s where your half-a-million bucks has gone.
The MC20’s acceleration is absolutely shattering and is all the more amazing for the fact the car uses neither all-wheel drive grip nor hybrid torque to achieve its sprinting abilities.
While the V6 is not the most sonorous of powerplants, it does manage to sound high-end and pretty sophisticated and it’s never as shouty as some of its opposition which seem to confuse decibels with kiloWatts.
While the sheer thrust confirms the existence of two turbochargers, the lack of lag (or throttle delay) and the ability to charge into the rev limiter in the lower gears does not.
Even though power peaks at 6500rpm (as with many a modern turbo motor) the MC20 will happily smash on to the redline at 8000rpm; sometimes too happily if you don’t have your finger over the upshift paddle. As with other good modern turbocharged units, this one doesn’t actually feel overtly turbocharged.
See more on the MC20
The transmission shifts relatively smoothly in GT mode, but as you crank up the mode selector to Sport, the shifts become very fast with an accompanying jolt through the backrest as each gear clicks home. The shifting process is fairly foolproof, although you do get full over-ride, so you need to pay attention.
Both the cars we were able to sample at Philip Island were sporting the optional carbon-ceramic braking package, and one was also fitted with the optional 'birdcage' alloy wheels which are lighter.
Each of them needed a firm shove on the pedal to slow things down, but it’s true the lighter wheels seem to be worth their almost-$3000 ask as that car required less leg-pressure for the same result.
The lack of a hybrid element to the driveline, as well as the rear-drive layout, suggests a degree of purity of purpose in the car’s design. And that’s backed up by its behaviour in the first corner.
Fundamentally, instead of just hurling it at an apex and allowing the electronics to sort it all out for you, the Maserati requires a more 'classical' technique if it’s to really shine.
It doesn’t, for instance, reward trail-braking (where you continue to brake once you’ve turned into a corner) and would much prefer you get your braking over and done with before applying any meaningful steering lock.
Ignore this, and the rear weight bias of the mid-engined layout can see the car try to yaw, with the rear end becoming light and the vehicle over-rotating (which is a spin, to you and I).
Similarly, getting on the power before you’ve actually got the MC20 turned, can unload the front end and send the front wheels ploughing (ploughing is an exaggeration, but at the speeds we’re dealing with here, even a small degree is a big deal) towards the outside of the turn.
Ultimately, then, the technique becomes a text-book case of brake, turn and then power out, at which point the MC20 reveals itself to be huge fun and incredibly fast. The only thing to deal with then is the knowledge that whatever happens next is going to happen extremely quickly.
Lexus LC500H8/10
There’s something very strange about hitting the start button in what is ostensibly a sports car, and being greeted not by the bark of an exhaust, but by the gentle whirring on the car’s electronics coming to life.
But then, the Lexus LC500h is not your average performance car.
It essentially trades the out-and-out grunt of its V8-powered sibling (which produces a monstrous 351kW and 540Nm) for a kind of best-of-both-worlds approach that pairs the punch of the V6 engine with the fuel efficiency of a hybrid powertrain.Â
If that sounds like an compromised approach to pure performance, you're right. But reframe the way you look at the LC 500h and it all starts to make a bit more sense.
Remember, this isn't a track-attack weapon, but a potent on-road bruiser, and the flow of power on offer always feels ample, and you never want for too much more off-the-line pace on public roads.Â
Among the biggest selling points of the LC 500h is the sheer distance between its various personalities. Engage Eco, or even Normal, drive modes, and it’s a quiet, mostly very comfortable (though it can be unsettled by bigger bumps) kilometre-eater, but engage Sport or Sport Plus and it rightly transforms into something significantly angrier.
It might not be the absolute sharpest tool in the performance car shed, but the LC 500h does bristle nicely when those modes are engaged, the hybrid factor seemingly replaced by a satisfyingly meaty exhaust note and an accelerator that’s suddenly far more sensitive to the touch.
The steering feel is nice and the inputs direct, but there is something about the car’s 1980kg weight that doesn’t inspire the deepest of confidence, at least not on the rain-slicked roads we were travelling along .
A pure performance coupe? Perhaps not. But a sporty, stylish and, when you want it to be, comfortable cruiser with the ability to turn the volume up when you come across a twisting road? Bingo.
Safety
Maserati MC207/10
Neither ANCAP nor Euro NCAP have tested the MC20 for crash safety, so we can’t give it a star rating.
But the lack of standard safety gear such as rear-cross traffic alert and blind-spot monitoring (it’s optional at $2797) can’t go unmentioned. That’s especially concerning when you consider the mid-engined layout makes for very poor rear visibility.
Lexus LC500H9/10
The Lexus LC 500h is yet to be ANCAP tested (the price would likely prove a sticking point), but the Japanese brand has fine form in attracting top marks, and there's certainly no shortage of safety features on offer here.Â
There's a total eight airbags and a reversing camera and parking sensors, as well as a host of high-tech kit like AEB, Lane Keep Assist, Blind Spot Monitoring, active cruiser control and a bonnet that will sense pedestrian and pop up before impact in an attempt to minimise injury.Â
Ownership
Maserati MC205/10
High-end cars often disappoint on the details, and the Maserati is no different here, offering just a three-year factory warranty (albeit with unlimited kilometres).
That trails even the most humble commuter cars these days, and suggests there’s still a degree of indifference from some carmakers. And, possibly, their customers.
There is, however, the option of fixed-price servicing for the MC20 with the first three years’ worth of servicing costing $4000.
Scheduled services are every 15,000km or 12 months, whichever comes first.
Lexus LC500H8/10
So, to ownership. Let's start with the basics first, before we move onto the new Encore Platinum benefits.Â
The LC 500h is covered by a four-year/100,000km warranty, and servicing (capped for three years at $595 a pop) is required every 15,000km.
You will know already the Lexus's stellar Encore ownership program includes handy features like valet (pick-up and drop-off) servicing, but the new Encore Platinum level for owners of its more exclusive models unlocks some seriously cool stuff.Â
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. So, say you own the LC 500h, but want to take the family to the snow and need a seven-seat 4WD like the RX L, then Lexus will lend you one at no charge, which you can keep for eight days.
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.Â
The One Demand service is available on four occasions over your first three years of ownership (which is also the length of the Encore Platinum membership).Â
The Platinum level also provides eight examples of free valet parking at select shopping centres, as well as hotel and restaurant benefits, and invitations to Lexus' drive days around the country.