Lexus 430 convertible

Lexus 430 convertible DEFAULT

We've been meaning to get these two squared off since the Lexus SC430 made its debut just over a year ago, and a quick scan of the stats will tell you why: Rarely do we encounter two combatants that seem so equally matched. In price, in power-to-weight ratio, in objective performance.

But why, you may ask, are we limiting ourselves to a mere pas de deux? Aren't there other sporty two-plus-two luxo-convertibles that would probably be on the same shopping list? The Jaguar XK8, for example? Or the Porsche 911 cabrio? The answer is yes—and no. Yes, if you're not too concerned about money. No, if you're trying to keep the prices within hailing distance of one another, which is something we try to do in all our comparos. Pricing for the fresh-air versions of the Jag and Porsche starts well north of our two testers—$76,024 for the former, $79,516 for the latter. The as-tested price for the SC430 was $61,661; the CLK430 cost $61,398. So the XK8 and the 911 sat on the sideline.

We had another problem. Although Mercedes was finally able to produce a proper test car—it turned out to be the only CLK430 cabrio in its U.S. fleet—the car was parked in Atlanta, rather than in California, where we'd hoped to have a livelier selection of roads. And as we were making our plans, including scheduling a suitable test track, Atlanta was being pelted with sleet, snow, and other wintry stuff—not the right sort of meteorology for testing or wind-in-the-hair motoring.

About the roads. Everyone knows Florida provides winter temperatures conducive to top-down cruising, but assessed as a place to drive, the roads are about as interesting as a first-hour introduction-to-statistics lecture class. Sort of like driving across Kansas, but without the elevation changes. As our man Bedard observes, "It's an excellent place to check out on-center steering feel." (To be fair, you also get to check steering feel just off-center, during lane changes and passing.)

To make it even more like work, our trek took place a few weeks ahead of the annual hormone festival known as Spring Break, a Florida beach tradition that would have lent much more entertaining elements to a convertible test. Skin. Hard bodies. Etc.

We compensated for the shortage of entertaining roads by covering lots of miles—1640 of them, from Atlanta to Panama City in the Florida panhandle, then to Ft. Myers, a perennial Spring Break magnet; onward to Moroso Motorsports Park near West Palm Beach; to St. Augustine, the oldest European city in the U.S.; then back to Atlanta. Essentially, it was One Lap of Florida—plus.

Moroso gave us a chance to see what both cars would do at their limits, and the rest of the schlepping left us thoroughly familiar with their cruising credentials. And even though both cars were very close in every measurable category, when we dropped them off at Atlanta's Hartsfield International Airport, we were unanimous on the top choice. In almost any contest of equals, one will emerge as more equal than the others, and so it proved here.

The distinctions were paper-thin, but still, the Lexus prevailed in almost all the acceleration categories, was quicker in the emergency lane change, turned in the better skidpad number, and repeatedly stopped slightly better than its opponent from Stuttgart—especially if you factor in on-track performance, as the Benz was a bit more prone to fade on Moroso's road course. In fact, we set its pads on fire after just a few laps and had to adjust our braking points accordingly.

Beyond that, the SC held the edge in features—more goodies baked into its as-tested price, including a very good satellite nav system (a $2000 option), an in-dash CD changer (as distinct from the CLK's trunk-mounted changer), and, of course, a hardtop that folds itself up like aluminum origami at the touch of a button. Although Mercedes pioneered the revival of the hardtop convertible, the CLK's lid is fabric.

So why does the Lexus languish in the runner-up spot? It comes down to two elements: styling and vehicle dynamics. Both fall into the realm of the subjective, and there's no doubt that our responses to this car don't necessarily reflect the market at large. In fact, the only car in recent memory that's attracted more positive attention during a road test is the Audi TT. Nevertheless, our own responses to the SC430's styling and dynamics were uniform and unanimous: very nice, but not for us.

The SC isn't a sports car, nor does it claim to be one. This first-ever Lexus convertible falls into that vague category called GT, for grand touring, which means fast and sporty, but not really at home on a racetrack, and that is precisely where our vague preference for the Mercedes hardened into certainty. Although the SC430's brakes provided better pedal feel and more power, its deportment in hard cornering and quick transitions was reluctant at best, marked by lifeboat body roll and resolute understeer.

Our general lack of enthusiasm for the SC430's clubroom seats came into sharp focus during the track session. All but devoid of lateral support, they force the driver to use the steering wheel to keep himself centered when the g-loads start coming at odd angles. The bottom line: By C/D standards, the SC430's fun-to-drive index is below par.

We were a little underwhelmed by ride quality, too, although it was interesting to note that our test car's Dunlop Sport performance tires were more forgiving than the run-flats (supplied by both Bridgestone and Goodyear, a $400 option) we've experienced on other SCs. Lexus has been touting them to save space in the tiny trunk by eliminating the spare tire. Still, for a car with soft springs and relaxed damping, the SC430's reaction to sharp bumps is disappointingly harsh.

We were impressed, once again, with the performance of the SC's sweet 4.3-liter DOHC 32-valve aluminum V-8. Augmented by Toyota's VVT-i variable valve-timing system, the Lexus eight generates 300 horsepower and 325 pound-feet of torque, an edge of 25 ponies and 30 pound-feet over the Benz's three-valves-per-cylinder V-8, even though the latter is all but identical in terms of displacement.

Although the SC's five-speed automatic takes its time serving up kickdowns for passing, this portly cruiser (3910 pounds) can hurry when prodded. We were a little disappointed with its 0-to-60 time—6.6 seconds versus the 5.9 seconds forecast by Lexus—but it can't be called slow, and the engine asserts itself smoothly and quietly right up to the redline.

Quiet operation, of course, is one of the big benefits of a hardtop convertible, and quiet is always a Lexus hallmark. We were also impressed with the serenity of the cockpit with the top open; the little glass spoiler just behind the rear seat does a good job of reducing wind buffeting and backdraft. The rest of the interior is pure Lexus, done up sumptuously in good leather and genuine walnut trim. The ergonomics are above reproach, the steering column tilts and telescopes (in contrast to the Benz's, which lacks a tilt feature), and the optional nav system was more helpful than most (although in certain light conditions the touch-screen commands leave a plethora of fingerprints that make the display look like a freshly dusted crime scene).

We do have one major reservation about the interior: the rear seats, which are snug to the point of uselessness. Lexus calls the SC430 a two-plus-two, but the plus-two could only apply to a pair of hobbits.

The trunk, too, is extremely limited, thanks to the top and its mechanism, but the same can be said for the Benz. And in case you were wondering, the Lexus hardtop goes up and down quicker than the Benz's soft one. The SC430 has an advantage of 7.3 seconds raising the top and 3.3 lowering it.

As far as its styling goes, we think it makes a better-looking coupe than convertible. Dropping the top accentuates the hefty haunches, and if we didn't know better, it wouldn't be at all difficult to believe the SC430 belonged to the Buick family, in spirit as well as appearance. In fact, one logbook comment summed up our collective reaction: "Is this the next Riviera?"

The last (and only other) CLK cabrio to contend in a C/D comparo ("Four Showstoppers," December 1998) was a CLK320 propelled by a 215-hp V-6. It gave a good account of itself, finishing a close second in a four-car field and winning top marks for styling. Now, that same styling, augmented by AMG wheels and body add-ons, can still win the hearts of our test crew, and the CLK430's SOHC 24-valve V-8 generated just enough grunt to keep pace with the more powerful Lexus: 6.7 seconds to 60 mph, 16.3 seconds to 100. It trailed the SC430 by 0.1 second in both those sprints, and there was a little more refined menace in its exhaust note.

Built by Karmann, the German custom coachbuilder, the CLK rides on a modified version of the previous-generation Mercedes C-class chassis. We judged it to be the stiffest platform in that four-way shootout back in 1998, and it won rigidity honors this time around, too. Although the Lexus is a newer design, it exhibited mild shudders and shakes over the few rough sections of pavement we encountered, stretches that seemed to bother the Mercedes not at all.

The correlation between chassis rigidity and athletic handling has long since ceased to be a mystery—one is a prerequisite for the other—and it paid off in this encounter with better ride quality and distinctly better balance during our Moroso thrash. Although the ESP stability control continued to intervene at extreme moments even when switched off, something we've noticed in other cars so equipped, the Benz was willing to rotate a bit on corner entries and slide across apexes, in marked contrast to the dogged resistance of the SC430. We also preferred the Benz's Touch Shift five-speed manumatic transmission, which provided at least some measure of manual control, although not much.

We could wish for better braking performance—as noted, it was far too easy to provoke fade and fire—and the SC430's bigger rear rotors (12.1 inches versus 11.4) gave the Lexus stoppers a much more decisive feel. We could also wish for more steering-column adjustability; the CLK's telescoping-only column made it difficult to achieve a comfortable driving position, even though the seats hug their occupants with far more authority than those in the Lexus.

But despite its shortcomings, one of them fairly serious, the CLK delivered a measure of Germanic sporting character that was absent in the Lexus. And it was that distinction that gave the crown to the kid from Stuttgart.

Still, the Lexus did win some rounds in this bout. Despite its leather upholstery and black bird's-eye-maple trim, the interior of the CLK430 looked pretty severe next to the opulence of the Lexus, and we found the Benz's wind blocker—it stows in the trunk when the top is up—to be something of a nuisance. Like snap-on tonneau covers, it's the sort of thing many owners tend to ignore, although it does a good job of quelling cockpit turbulence. And almost speaking of the convertible top, the logbook had more than one mention of the CLK's narrow rear window. It's glass, which is a plus, but it limits rear vision. A lot.

On the other hand, this is a high-quality, beautifully lined softtop that does an excellent job of sealing out wind, weather, and noise. And it's attached to a car that looks cool, top up or down. The CLK doesn't attract nearly as much attention as the SC430, but we think it's one of the classiest convertibles in the land, with the added benefit of rear seats that are actually habitable by two adults.

Assessed in terms of features and amenities, the CLK430 isn't as much of a bargain as the Lexus, and we view the SC430's nav system as a much more useful extra than the integrated cell phone and CD changer that added $2190 to the as-tested price of the Benz. The price-to-value index definitely favors the SC430, and if you advance a prestige argument in favor of the CLK's three-pointed-star emblem, you'll find plenty of people today who think the Lexus logo packs just as much panache.

But that's beside the point, to wit: One convertible is conceived for people who are passionate about driving; the other seems dedicated to cruising in sybaritic comfort, and being noticed while doing so. What's important to you? We know which is more important to us.

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Lexus SC

Motor vehicle

The Lexus SC (Japanese: レクサス・SC, Rekusasu SC) is a grand tourer that was retailed by Lexus (a luxury vehicle division of Toyota), and built from 1991 through 2010. It features a front-engine, rear-wheel-drive design and seating for up to four passengers. The first-generation SC debuted as the V8-powered SC 400 in 1991, and the I6-powered SC 300 was added in 1992. Both first-generation models were produced until 2000. The second-generation model, the SC 430, went into production in 2001. The SC 430 features a hardtop convertible design and a V8 engine. The first-generation SC was largely styled in California at Calty, and the second-generation SC was mainly conceived at design studios in Europe.

In Japan, the related third-generation Toyota Soarer, with which the first-generation SC originally shared body design and multiple components, featured a separate line-up of vehicle configurations and different powertrains. The third generation Soarer sport coupe, largely identical to the SC 430, was superseded by its Lexus counterpart in Japan when the Lexus marque débuted there in 2005. The SC was the sole coupé in the Lexus lineup until the arrival of the IS C.[1] According to Lexus, the SC designation stands for Sport Coupe.[2] The LC replaced the SC lineup in 2017.

First generation (Z30; 1991)[edit]

Motor vehicle

First generation (Z30)
1996 Lexus SC 300 3.0L front 6.13.18.jpg

1994-1996 Lexus SC 300

Also calledToyota Soarer
Production21 April 1991 – 7 July 2000[3]
Model years1992-2000
AssemblyJapan: Susono, Shizuoka (Higashi Fuji plant);[4]Toyota, Aichi (Motomachi plant)[3]
DesignerErwin Lui and Denis Campbell (1988–1989)
Body style2-door coupé
RelatedToyota Supra (A80)
Engine3.0 L 2JZ-GEI6 (SC 300)
4.0 L 1UZ-FEV8 (SC 400)
Transmission4-speed A340E (1992-00 SC 300, 1992-97 SC 400) / A341E (1992-99 SC 400 GT-L) automatic
5-speed A650Eautomatic (1998-00 SC 400)
5-speed W58manual (1992–97 SC 300)
Wheelbase105.9 in (2,690 mm)
Length191.3 in (4,859 mm) (1992–97)
192.5 in (4,890 mm) (1998-00)
Width70.5 in (1,791 mm) (1992–97)
70.9 in (1,801 mm) (1998-00)
Height52.4 in (1,331 mm) (1992–94 SC 300)
52.6 in (1,336 mm) (1995–97 SC 300 & 1992–97 SC 400)
53.2 in (1,351 mm) (1998-00 SC 300/400)
Curb weight3,485 lb (1,581 kg) (1992 SC 300 manual)[5]
3,505 lb (1,590 kg) (1992 SC 300 automatic)
3,604 lb (1,635 kg) (1992 SC 400)


In the early 1990s,[6] following the début of Lexus, automotive press reports indicated a forthcoming Full-size Lexus coupé to compete with other luxury GT coupés of other marques like the Mercedes-Benz CL, Acura Legend coupe and later the Acura CL, Mazda Eunos Cosmo, Buick Riviera, Cadillac Eldorado, Lincoln Mark VIII, Jaguar XJS, Bentley Continental, Maserati Shamal/Ghibli, Ferrari 456 and BMW 8 Series coupe. At that point, Toyota had no genuine luxury coupés in its model range. A coupe would complement the successful Lexus flagship model, the V8-powered, rear-wheel drive LS 400 sedan.[6] The coupé was going to be targeted towards the American market,[7] and the development effort for its exterior design was handed over to the Calty Design Research center in California in 1987.[6]

The American Calty design team took a different approach to designing the car,[8] using plaster molding shapes to design the body,[6] and working three-dimensionally instead of the traditional 2-D sketch approach.[6] As described by design chiefs Denis Campbell and Erwin Lui,[6] the result was a car that was based on "emotion and feeling" rather than linear aesthetics. The resulting design possessed almost no straight edges, and produced a drag coefficient of Cd=0.31.[6][9] The production design concept by Lui was approved at the beginning of 1989, resulting in Lui being sent back to Japan for 4 months to assist in completion of the production design.[10] According to automotive journalist Bill Russ, the SC design was considered influential among automotive designs of the time.[7]

Production of the Soarer started in April 1991 at the Motomachi plant in Toyota, Aichi,[3] with the Lexus SC produced alongside the Soarer at a second Higashi Fuji plant at Susono, Shizuoka.[4] Motomachi-sourced cars lasted until April 1997.[3] The Lexus SC platform was used to develop Toyota's next generation Supra, both vehicles were manufactured in the same plant.[11]

The SC 400 débuted on 1 June 1991 in the United States as a 1992 model. The SC 400's 4.0 L V81UZ-FE, the same engine as used in the LS 400, was reported to have cost over US$400,000,000 in research and development.[12] The engine sits behind the front axles, which makes it a front mid engine rear wheel drive vehicle. The SC 400 was honored as the Motor TrendImport Car of the Year for 1992. It also made Car and Driver magazine's Ten Best list from 1992 through 1996.

In July 1992, the SC 300, a smaller-engined version of the SC 400, premiered in the United States. The SC 300 was equipped with a 3.0 L inline 62JZ-GE.[13] Lexus' traction control system, TRAC, was offered as an option.[13]

The first-generation SC lasted in production until 7 July 2000, over nine years, quite long compared to the other cars of the 1990s.[2] Even with the SC's long production cycle, only minor exterior changes were made. New tail lighting and a modified spoiler design was part of the mid-cycle vehicle refresh. A front grille was added in 1996, along with a redesigned front bumper, side skirts and rocker panels. The SC 400 produced 250 hp (186 kW)/260 lb⋅ft (353 N⋅m) from 1991 to 1995.[14] The original 1991–1997 engines for the 2JZ-GE-powered SC 300 were rated at 225 hp (168 kW)/210 lb⋅ft (285 N⋅m). The output of the SC 300 was 5 horsepower more than the equivalent engine used in the Toyota Supra.[15]

In 1996, the SC 400's 1UZ-FE engine design was upgraded to 260 hp (194 kW) from 250 hp (186 kW). These engines were coupled with a 4-speed automatic transmission on both the SC 300 and SC 400 models. A 5-speed manual transmission was only offered on the SC 300 from its debut until 1997.

By the end of the decade, North American SC sales began dwindling due to the lack of significant design updates since the car's introduction and marketplace changes that led to loss of interest in coupes.

In 1997 (1998 model year), both the SC 300 and 400 were upgraded with VVT-i and thus the ratings were raised to 290 hp (216 kW)/300 lb⋅ft (407 N⋅m) of torque for the SC 400 and 225 hp (168 kW)/220 lb⋅ft (298 N⋅m) of torque for the SC 300. Tests conducted on the new engines showed an acceleration for the SC 400 for years 1992–1995 of 0–60 mph in 6.9 seconds, years 1996–1997 in 6.7 seconds, and years 1998–2000 in 6.1 seconds. For the SC 300 an acceleration 0–60 mph in 6.8 seconds with the 5-speed manual and 7.2 seconds with the 4-speed automatic for all years.[16] This 1997 upgrade included the replacement of the four-speed automatic on the SC 400 to a five-speed unit. With the replacement of the five-speed unit those models also got a new differential with a final drive of 3.27 improving both fuel economy and top speed.

Sales of the automatic transmission SC 300 and SC 400 models formed the vast majority of models purchased.[17] The Lexus SC 400 was never officially sold in the British Isles, but many examples found their way across the Atlantic as personal imports.[18]

Second generation (Z40; 2001)[edit]

Motor vehicle

Second generation (Z40)
Lexus SC 430.jpg

2001–2005 Lexus SC 430 (US)

Also calledToyota Soarer (Japan, 2001–2005)
ProductionJanuary 2001[19][20] – July 2010[4]
Model years2001-2010
AssemblyJapan: Susono, Shizuoka (Higashi Fuji plant)[4]
DesignerSotiris Kovos[21] (1997–1998)
Body style2-door coupé convertible
Engine4.3 L 3UZ-FEV8
Transmission5-speed A650Eautomatic (2002–05)
6-speed A761Eautomatic (2006–10)
Wheelbase103.1 in (2,619 mm)
Length177.8 in (4,516 mm) (2002–05)
178.5 in (4,534 mm) (2006–10)
Width72.0 in (1,829 mm)
Height53.1 in (1,349 mm)
Curb weight3,840 lb (1,742 kg)


At the 1999 Tokyo Motor Show, Lexus displayed its Sport Coupe concept, a V8-powered convertible, signifying its plans for a replacement for the first-generation SC 300/400.[2] The production version of its new sports coupe-convertible, the SC 430, debuted at the New York Auto Show in April 2000.[22] The car was scheduled to go on sale in the second quarter of the following year.[23] Power was provided by a 4.3 L 3UZ-FE V8 engine with variable valve timing (VVT-i) mated to a five-speed automatic transmission. This engine was the same model as that found in the UCF30 Lexus LS. The SC 430's V8 could produce 288 hp (215 kW) and 430 N⋅m (317 lb⋅ft) of torque, allowing the coupe to go from 0–60 mph in 6.2 seconds.[24]

In contrast with the previous generation model, the redesigned Lexus SC was intended as a convertible from its inception.[25] The development team was led by chief engineer Yasushi Nakagawa from 1996 to 2000. Lexus designers from Europe and Japan worked together to create a streamlined design. A design theme was chosen in 1997 developed by Sotiris Kovos, who in return was named chief designer. Led by Kovos, designers travelled to the Côte d'Azur to develop the vehicle's exterior shape, and studied the region's architecture, lifestyle, and harbors.[23] The resulting convertible of 1998 received character lines similar to the region's yachts, in contrast with traditional waveform lines.[26] The vehicle's side profile, the product of extensive wind tunnel testing, was intended to channel air around the passenger compartment at high speed during top-down driving. Design patents were filed in Japan, at the Japan Patent Office on 14 June 1999 under patent number 1095312.[26]

The SC 430 chassis featured a double-wishbone setup for both the front and rear wheels.[25] The vehicle platform shared elements with the GS 430 sport sedan, including variable-assist power rack-and-pinion steering.[26] Safety systems ranged from traction control to vehicle stability control.[25] The convertible received a ULEV emissions certification rating.[25]

Interior, 2005–2010 Lexus SC 430 (Japan)

The SC 430 featured a retractable aluminium hardtop, all-leather interior with brushed-aluminum accents, navigation screen with folding wood panel, and 18-inch aluminium wheels.[26] Chrome Lexus emblems were mounted on the back of the front seat headrests.[25] The coupe has four seat belts and could technically seat four, but rear-seat space is limited.[27] The hardtop fully retracts in 25 seconds.[25] Standard luxury features include Burl Walnut or Bird's Eye Maple wood trim, a Mark Levinson premium sound system, DVD-based navigation system, and headlamp washers. For additional trunk space, as an option the SC 430 could be equipped with run-flat tires.[25]

At its launch, the SC 430 was marketed as the "jewel of Lexus", and as the marque's first convertible, was intended as a more ostentatious addition to the Lexus lineup.[25] Reviewers from Car and Driver magazine praised the SC 430 for 2002 as "an unqualified success", calling it "comfortable, fast, smooth, and quiet" with "all of the virtues expected in a patrician roadster."[28]

In 2004, Lexus unveiled the Lexus SC "Pebble Beach Edition", a limited-production model of the SC. The special edition SC was produced in partnership with the Pebble Beach Company , and featured a unique exterior and interior color combination which changed with each model year. This edition was offered for model years 2004 through 2009 production of the Pebble Beach edition was limited to varying units each year (see table below for counts). Each Lexus SC Pebble Beach edition coupe exhibited: unique colors (changed each year), special badging (featuring the "Lone Cypress" logo) on the front fenders, center console, and floor mats. For the 2006 model, a rear spoiler and spider alloy wheels was also included. In October 2009 Road & Track published some pictures of that model year.[29]

In 2004 and 2005, J.D. Power and Associates' Initial Quality Survey awarded the SC 430 as the highest ranked premium luxury vehicle.[30][31]Kelley Blue Book gave the SC 430 its Best to Hold Value Award in 2002.[32] In June 2004, a custom-designed Carolina Herrera SC 430 was shown at the Madrid Motor Show.[33] The special edition SC 430 CH used a 'Testa di Moro' body color, with matching interior leather and carpeting, along with designer logos on the wheels and door sills.[34] A line of accessories was also developed for the vehicle.

In 2012, Top Gear presenters Jeremy Clarkson and James May chose the Lexus SC 430 as the worst car ever built in their film The Worst Car in the History of the World. They criticized its handling, ride and style, with May calling the ride "absolutely diabolical", and stated that a big manufacturer should have known better.

2005–2010 Lexus SC 430 (Germany)


In 2005 for the 2006 model year, the SC 430 was updated, with changes that included redesigned alloy wheels and the introduction of Bluetooth capability. In late 2005, the SC 430 premiered along with the Lexus marque in Japan; it was manufactured at the Kanji (Kanto Jidosha) assembly site in Japan.[35] The SC 430 was sold in North America, Europe, Oceania, and Asia; unlike its predecessor, the SC 430 was officially imported to the British Isles;[36] the old SC 400 had been a popular personal grey import.[18]

In 2010, a final special edition model for Japan, the SC 430 Eternal Jewel edition, was produced, limited to 200 units.[37] The 2010 model was the last automobile from any major manufacturer in the United States to ship with a cassette tape deck.[38]

Production of the second-generation SC ended in July 2010 after nine years of production, but Lexus was still using them in the Super GT until the 2013 season ended.[39]


In July 2008, Edmunds InsideLine had reported that Lexus had cancelled the next generation SC due to slowing sales.[40] A company spokesman did not confirm or deny the rumors, but called the report in the possible replacement with the introduction of the Lexus LFA as "unfounded speculation."[41] Lexus subsequently announced the production of the SC 430 model for 2009,[42] and in 2010.

Designated LF-LC for Lexus Future-Luxury Coupe, the concept two-door vehicle premiered in January 2012 at the North American International Auto Show. The vehicle's exterior and interior styling was created by the Calty Design Research center in Newport Beach, California, which previously developed the exterior styling of the first-generation Lexus SC coupe.[43]

The LF-LC features a front-engine, rear-wheel drive drivetrain layout, which incorporates a next-generation Advanced Lexus Hybrid Drive system.[44] The interior features a remote touchscreen control system linked to two liquid crystal display (LCD) screens that measure 12.3 inches (310 mm) in width.[44]Smartphone-size touchscreens are placed on the door armrests for additional controls.[45]

The LF-LC was produced as a design study for a driver-focused vehicle at the direction of the Lexus Center in Japan, and work began on the concept in May 2010.[43] The exterior appearance of the LF-LC was inadvertently leaked by Road & Track magazine several weeks prior to its scheduled auto show debut, when a preview of its February 2012 issue with the LF-LC on its cover (under the headline "Stunning! New Lexus Super Coupe") was posted to YouTube.[46]

A series production model inspired by the 2012 LF-LC Concept is being developed under the Toyota 950A development program. Introduced at the 2016 North American International Auto Show, it went on sale as the Lexus LC 500 in early 2017, based on the new Toyota GA-L modular rear-wheel drive platform and the fifth generation LS flagship.[47]

  • LF-LC with spindle grille


SC 430 ENEOSSuper GT racer.

In 2006 the SC 430 was entered in the (Super GT) race series in the GT500 class (cars with approximately 500 horsepower). Extensively modified from the factory car, the engine used is a modified version of the SC 430's 3UZ-FE V8 that was also used in the Toyota Supra racing car from previous years.

The new SC 430 based race cars were immediately competitive with former GT500 champion Juichi Wakisaka and no. 2 driver André Lotterer driving the Open Interface TOM's SC to victory at the opening round at Suzuka giving the SC 430 its first victory on its debut race.[48] Juichi Wakisaka and Andre Lotterer also won the GT500 class championship during the same year. In 2007, the Lexus SC fully replaced Supras in the Toyota side, a Zent Cerumo SC 430 driven by Yuji Tachikawa was victorious in the GT500 opening round race.[49]

SC 430 Petronas GT500 racer.

In 2008, a Zent Cerumo SC 430 driven by Yuji Tachikawa and Richard Lyons won the Fuji 500 race, round 3 of the Autobacs Super GT at Fuji Speedway.[50] In 2009, five SC 430s were entered in Super GT racing in the GT500 class, including the Petronas TOM's SC 430 driven by Juichi Wakisaka and André Lotterer, along with the Eneos SC 430, Kraft SC 430, Dunlop Sard SC 430, and Zent Cerumo SC 430.[51]

In 2009, the Lexus Team Petronas TOM's SC 430 driven by André Lotterer and Juichi Wakisaka was the championship winner in the GT500 series,[52] also the SC 430 was victorious in early rounds at the Suzuka Circuit.[53] In 2010, the SC 430 continued in Super GT competition, where the MJ Kraft SC 430 and other Lexus Team Kraft SC 430s won victories at the 2010 Autobacs Super GT at Fuji Speedway.[54] Starting from 2009 until 2013, the SC 430s used Toyota's 3.4L RV8KG V8 engine.

In 2012, two years after production had ended the 430 continued to be a force in Motorsports. Namely in Formula Drift with the Achilles Radial Lexus SC430 powered by a 2JZ and piloted by Daigo Saito.[citation needed]

Sales and production[edit]

Sales and production data for the first and second generations, based on manufacturer's data:

Chassis code Model no(s). Calendar year Total sales, U.S. Production figures
SC 400 AT SC 300 AT (MT) Total
UZZ30/JZZ31 SC 400/300 1992 20,677[55][56]19,212 7,074 (1,601) 27,887[57]
1993 16,075[55]9,809 6,036 (910) 16,755[58]
1994 11,929[55]3,675 1,978 (227) 5,880[58]
1995 7,906[55]9,750 5,329 (793) 15,872[58]
1996 5,047[55]2,413 2,118 (232) 4,763[58]
1997 5,041[55]2,261 2,509 (120) 4,890[58]
1998 3,009[55]1,189 1,582 2,771[58]
1999 2,557[55]905 1,910 2,815[58]
2000 631[59]324 581 905[58]
Chassis code Model no(s). Calendar year Total sales, U.S. Total sales, Japan Production figures
SC 430 AT
SC 430 2001 14,333[60]

100 Neiman Marcus[61]

not sold n/a
2002 14,462[60]not sold 25,427[58]
2003 10,298[62]not sold 10,755[58]
2004 9,708[63]

400 Pebble Beach[64]

not sold 9,848[58]
2005 8,360[65]

600 Pebble Beach[64]

2006 5,847[65]

500 Pebble Beach[64]

2007 3,927[67]

400 Pebble Beach[64]

2008 1,986[67]

360 Pebble Beach[64]

2009 720[72]

300 Pebble Beach[64]

2010 328[75]not sold n/a
2011 18[76]not sold n/a
2012 2[76]not sold n/a

Technical specifications[edit]

Drivetrain specifications by generation
Model year(s) Model no. Chassis code(s) Engine type Engine code Transmission(s) Power Torque
1991–1995 SC 400 UZZ31 4.0 L V8 1UZ-FE4-speed AT 250 hp (186 kW)[57]260 ft⋅lbf (350 N⋅m) @4400 rpm[57]
1996–1997 SC 400 UZZ31 4.0 L V8 1UZ-FE4-speed AT 260 hp (194 kW)[58]270 ft⋅lbf (370 N⋅m) @4800 rpm[58]
1998–2001 SC 400 UZZ31 4.0 L V8 1UZ-FE5-speed AT 290 hp (216 kW)[58]300 ft⋅lbf (410 N⋅m) @4000 rpm[58]
1992–1997 SC 300 JZZ31 3.0 L I6 2JZ-GE4-AT/5-MT 225 hp (168 kW)[57]210 ft⋅lbf (280 N⋅m) @4800 rpm[57]
1998–2001 SC 300 JZZ31 3.0 L I6 2JZ-GE4-speed AT 225 hp (168 kW)[58]220 ft⋅lbf (300 N⋅m) @4000 rpm[58]
2002–2005 SC 430 UZZ40 4.3 L V8 3UZ-FE5-speed AT 300 hp (224 kW)[58]325 ft⋅lbf (441 N⋅m) @3400 rpm[58]
2006–2010 SC 430 UZZ40 4.3 L V8 3UZ-FE6-speed AT 288 hp (215 kW)[77]317 ft⋅lbf (430 N⋅m) @3400 rpm[77]



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  • Jackson, Terry (1992). Japanese Super Cars. London: Apple Press. pp. 6–11, 24–31. ISBN .

External links[edit]

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For the questioner's ears. Then she rolled gently onto her back and, standing up, wrapped her arms around the guard's neck. Someone whistled a simple, hilarious tune outside the door.

Convertible lexus 430

Then he walked them from top to bottom, assessing the woman and waking up his nature. Meanwhile, Alexey came up from behind and began kissing her neck, unbuttoning a button on her dress, raised her hands up, and took off all this. Silky playfulness. She was left standing in only small panties of bright purple color, and a bra of the same color, tightening her.

Here's Why The Lexus SC430 Is NOT \

The street was unusually quiet. Vasilisa turned into an alley and saw three women on the heap of a corner house. The aunts were about the same, Balzac age.

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Tanya carefully looked at the result of her labors: bright red with a network of large swollen veins somewhere 19. 5 cm, with a large head beveled down, about 4-4. 3 cm.

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