2018 Mercedes E Class Vs 2018 Lexus LC 500

2018 Mercedes E-Class: Mercedes-Benz’s current product range is immense. With no fewer than 13 distinct Mercedes-Benz model lines in the U.S. alone for 2017, ranging from diminutive roadsters to giant SUVs—to say nothing of the Maybach and AMG spinoffs—there’s no premium-automobile customer Mercedes won’t attempt to woo. Among them are traditional luxury-coupe buyers, a small but influential group that has proved valuable to Benz for decades. Of late, Mercedes-Benz has tripled down on two-doors, offering coupe versions of its primary C-, E-, and S-class car lines. Mercedes clearly appreciates these customers, who should, in turn, appreciate the 2018 E-class coupe. Class-E: As we stated when Mercedes-Benz unveiled the new E coupe, the car is considerably larger than its predecessor. The new W213-generation E-class platform has grown 4.4 inches between the axles, 4.8 inches in length, 2.9 inches in width, and 1.5 inches in height, thus placing the new mid-size two-door neatly between the C- and S-class coupes. Compared with the E-class sedan, it is 1.5-inches lower on a 2.6-inch-shorter wheelbase. It also now has real presence. Despite the new E coupe sharing most of its styling DNA with those other Benz two-doors, design chief Gorden Wagener desired to simplify the aesthetic, resulting in the removal of the upper contour line found on nearly every other Mercedes. While some aesthetes (including your author) feared this might cheapen the car’s look, we needn’t have fretted. Other new elements have added substance back in, including the broad and rather shovel-like front apron; the long, straked hood; and the supersleek windshield that visually connects with the standard panoramic sunroof. The arcing roofline and the lack of a B-pillar remain hallmarks of the E-class coupe—as does the loathsome sliver of rear side glass mucking up what we wish was a full-length opening as on the S-class coupe. But that piece of glass was a necessary evil as designers sought to reduce the thickness of the C-pillars, a key contributor to the car’s breezy elegance. The result is a delicate greenhouse set atop a substantial yet clean lower body, an artful balance of visual strength and lightness that only a windswept two-door like this could pull off. So we’ll deal with the piece of glass.

2018 Lexus LC 500: The Lexus LC offers a choice no other premium coupe does: the LC 500 with a high-performance V8 or LC 500h with a new-generation Multi Stage Hybrid powertrain. In both, the focus is driving excitement, with the LC 500h offering higher fuel efficiency associated with the world’s luxury hybrid leader. Upon startup, exhaling through the variable Active Exhaust, the 5-liter naturally aspirated V8 issues a clarion call to driving enthusiasts. Based on the engine in the Lexus GS F an RC F high-performance models, the LC 500 version raises the output to 471 hp and 398 lb.-ft. of peak torque. The Lexus LC 500 can sprint from zero to 60 mph in less than 4.5 seconds. It’s a well-proven performance engine, with a low-mass reciprocating assembly using lightweight forged connecting rods, along with titanium intake and exhaust valves to allow a 7,300-rpm redline. The 32-valve cylinder heads, equipped with performance-tuned Variable Valve Timing (VVT-iE), take full advantage of the engine’s low internal friction and aggressive valvetrain specs. The D-4S injection system uses direct fuel injection that allows a high compression ratio (12.3:1), augmented by port fuel injectors to enhance low-speed response. Under acceleration, the LC 500 V8 reveals its character in a continuously rising power curve, with the 471 hp developed at 7,100 rpm and the torque peak sustained from 4,800-5,600 rpm. The fast-revving V8 issues a stunning soundtrack amplified by a special resonance tube connecting the intake to the firewall, plus a standard Active Exhaust that rumbles and roars like a high-performance GT should. The driver can adjust the natural exhaust sound level via the Drive Mode Select system. The V8 is a good citizen, too, switching to the Atkinson cycle to enhance fuel efficiency at cruising speeds and Otto cycle for higher performance levels when accelerating.

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