The problem is clearly to do with Lexus’s choices on suspension tuning as well, because the LC500 is fairly firmly sprung and bushed for a big coupé – and it feels it. That’s mitigated a little if you keep the adaptively damped suspension in Comfort mode, but it’s always a present bugbear.
Now for the better news. The LC has the sort of finely balanced, delicately adjustable, nicely agile handling you’d sooner associate with a mid-engined Porsche than a two-tonne Toyota.
The four-wheel steering system and active variable-ratio steering rack are integrated into its driving experience with subtlety, and neither stops its limit handling from being progressive or its major controls from feeling connected to its extremities.
The car’s stability control systems are fully switchable and, when they’re deactivated on a track, remarkable things can happen.
The absorbing balance and delicacy of the LC’s handling can surface on the road, as well, of course, but here it’s overlaid on a ride that’s simply too lively and excitable to have a place on a gran turismo.
Given how much it weighs and how much torque its engine makes, the LC500’s lap time around a slightly damp MIRA Dunlop circuit speaks volumes about the poise and progressiveness of its handling.
Here, the car is well capable of carrying the sort of apex speeds to give its adaptive dampers a hard day at the office but, although it rolls a little, it stays as benign and controllable as many a sports car we could mention.
The car’s stability control system isn’t particularly intrusive, and in Sport+ mode, it allows you to adjust its corner trajectory and attitude a little bit using power — but it must be switched out completely to appreciate how benign the car is ultimately.
There isn’t quite enough torque here to move the rear axle around as easily as you might in, say, a Mercedes-AMG C63 S Coupé, but the handling is deliciously mobile and indulgent all the same.