RC F automotive reviews thread
06-21-15, 07:07 PM
#1157
Lexus RCF drifting without right foot, right hand and eye! (ENG subtitles) - YouTube
Driving Impaired Drifting ����
Driving Impaired Drifting ����
06-25-15, 05:12 AM
#1160
Lexus Champion
Thread Starter
Alister & Paine: Lexus RC F Review
http://alisterpaine.com/2015/06/24/r...f-sport-coupe/
There’s something primitive and pure about driving a truly powerful car. The way it growls beneath your heels, the instinctive way it knows how you need it to move, the eerie way it can almost read your mind. The knowledge that there is an extraordinary beast beneath you, and you hold the reins.
2015 Lexus RC F
That’s what driving the 2015 Lexus RC F feels like, at any rate. A super smooth ride with aggressive, daring and unreserved power the RC F boasts the most powerful V8 engine ever developed by Lexus, pumping out 467 hp and more than 383 lb.-ft. of torque. It breaks the rules on what a performance coupe can do, showcasing luxury and confidence while emulating racetrack power.
2015 Lexus RC FThe inception of the RC lineup started with throwing out preconceived notions of performance cars and focused on exhilarations, not limitations. Lexus designers and engineers were given the freedom of a blank canvas, unconstrained by dictates, inhibitions and convention. The result is a serious powerhouse.
Aggressively styled inside and out, the RC F takes design cues from the Lexus LFA supercar. With an entirely new platform, new nameplate, and new performance experience, it provides a refreshingly new take in a category of traditional and established choices.
The RC F uses a Torque Vectoring Differential (TVD), another first for Lexus, which operates in three modes: standard, slalom (for nimble steering) and track (for consistent stability) to help with traction. Unique manufacturing techniques include body adhesives and laser screw welding to enhance body rigidity, which ensure the RC F grips the road with supreme efficiency in almost any condition.
The RC series is all about finding common ground and blasting right by it. Take the RC F’s active rear wing, which automatically deploys above 50 mph to provide down force. The technology, adopted from the LFA, highlights this beast’s aerodynamics.
We put this bad boy to the test and found that it lived up to the hype and then some. It’s rare to find a vehicle so luxurious, so smooth and yet so powerful and racetrack ready. We’re partial to the traffic stopping blue, but it looks pretty sexy in any color.
Get ready to make the rest of the road very, very envious.
There’s something primitive and pure about driving a truly powerful car. The way it growls beneath your heels, the instinctive way it knows how you need it to move, the eerie way it can almost read your mind. The knowledge that there is an extraordinary beast beneath you, and you hold the reins.
2015 Lexus RC F
That’s what driving the 2015 Lexus RC F feels like, at any rate. A super smooth ride with aggressive, daring and unreserved power the RC F boasts the most powerful V8 engine ever developed by Lexus, pumping out 467 hp and more than 383 lb.-ft. of torque. It breaks the rules on what a performance coupe can do, showcasing luxury and confidence while emulating racetrack power.
2015 Lexus RC FThe inception of the RC lineup started with throwing out preconceived notions of performance cars and focused on exhilarations, not limitations. Lexus designers and engineers were given the freedom of a blank canvas, unconstrained by dictates, inhibitions and convention. The result is a serious powerhouse.
Aggressively styled inside and out, the RC F takes design cues from the Lexus LFA supercar. With an entirely new platform, new nameplate, and new performance experience, it provides a refreshingly new take in a category of traditional and established choices.
The RC F uses a Torque Vectoring Differential (TVD), another first for Lexus, which operates in three modes: standard, slalom (for nimble steering) and track (for consistent stability) to help with traction. Unique manufacturing techniques include body adhesives and laser screw welding to enhance body rigidity, which ensure the RC F grips the road with supreme efficiency in almost any condition.
The RC series is all about finding common ground and blasting right by it. Take the RC F’s active rear wing, which automatically deploys above 50 mph to provide down force. The technology, adopted from the LFA, highlights this beast’s aerodynamics.
We put this bad boy to the test and found that it lived up to the hype and then some. It’s rare to find a vehicle so luxurious, so smooth and yet so powerful and racetrack ready. We’re partial to the traffic stopping blue, but it looks pretty sexy in any color.
Get ready to make the rest of the road very, very envious.
06-25-15, 05:24 AM
#1161
Lexus Champion
Thread Starter
REVIEW: Lexus RC F Carbon
http://www.leicestermercury.co.uk/RE...ail/story.html
"There's a perception many high-performance cars are hard to drive.
"In fact, they're easy in the right hands because they've been purpose-built for the skill level of their drivers. It's the same with the RC F, which I have built to be enjoyed by all enthusiasts, no matter what their level of expertise.
"Electronics can be modified instantly on board to provide performance and protection appropriate to each driver's abilities. But even in its basic settings, it's a blast," said Lexus RC F chief engineer Yukihiko Yaguchi.
What he didn't say, and what I have to confess to, is feeling just a little bit embarrassed as the V8 powered Lexus burbled into the car park.
The Japanese premium car manufacturer has blown conservative into the weeds with the arrival of the RC F.
With the exception of the LFA supercar, Lexus has tended to avoid the extravagant, instead favouring sharp, modern designs shrouding refined technologies, the IS saloon for example.
But here, that particular rule book seems to have been torn up and the racing department's parts stores raided.
Carbon fibre body panels, an adjustable rear wing and flared wheel arches all add to the street racer silhouette of the RC F. A silhouette that houses Lexus's best technologies ramped up to 11.
And in a change of direction and maybe a further declaration of the Toyota Corporation's stated intention to build more driver focused cars – the RC F features just one power unit.
You will find no hybrid powertrains here, oh no. Just the acoustically-enhanced rumble of five litres of V8 petrol power, and a claimed 471bhp squeezed via an eight-speed auto transmission and to the rear wheels.
This outrageous combination of styling and performance would suggest the company
intends to go racing and the production model is there to meet the homologation criteria of the GT3 race series.
Here, the RC F will compete with cars such as Porsche's 911 GT3, Nissan's GT-R, Ferrari's 458 and McLaren's 650s, so no room for complacency then? The road going version is no doubt a considerable distance away from anything Lexus will put on the track, it's unlikely any of the technology available in the showroom will make it into a car stripped for racing, although it is entirely feasible to track the standard car – and I use the term standard car loosely.
Lexus has stretched the budget to build the RC F, with a trick differential, a hat full of driving modes from "eco" to "sport plus" and an eight-speed auto transmission.
You will be hard pressed to find anything lacking on the RC F, even more so on the Carbon version, which replaces certain body parts with carbon-fibre enhanced plastics to reduce weight. Will you notice visually? Yes. Weight wise? Probably not, although you will certainly notice the extra £8k the Carbon model sucks from your bank account over the standard version.
Is the carbon worth the extra investment? That really depends on how ostentatious you are. Whichever version of the RC F you opt for, there's an element of extravagance.
But with Carbon, there will be additional equipment beneath the skin that you'll either exploit, or occasionally switch on, because you can.
For example, Torque Vectoring Differential (TVD) offers three operating modes – standard, slalom and track.
They pretty much speak for themselves, how often you would employ anything other than standard is debatable. And that can be applied to the driving modes, too.
After an opening dabble with sport plus, in which the electronic dash changes to red and various systems tighten for your driving pleasure, eco was reapplied and remained that way from then on.
Eco, along with standard on TVD, comes with more than enough performance for any of Her Majesty's highways.
It can leave you feeling like a bloke with a grape press and no vineyard.
Lexus has once again proved it knows how to stuff immense amounts of hi-tech equipment into a 4mx2m box, only this time, it's all about the experience rather than the environment.
I'd like to give a special mention to the Mark Levinson audio system fitted to the Carbon model, but unfortunately it was constantly upstaged by the tyre roar on rougher roads and acoustic avalanche that accompanied every exuberant press of the accelerator.
Initial reservations about the larger than life personality of the RC F as it arrived were usurped by the driving experience.
It has it flaws, no doubt. It is not the everyday usable car Lexus would have us believe.
Visibility is less than great - you will need the parking sensors and parking camera and, rear legroom is at a premium.
But these are minor gripes.
What RC F is, is a demonstration of how well-considered technology can make heroes of us all – if we can afford it!
Read more: http://www.leicestermercury.co.uk/RE...#ixzz3e4lghxox
Follow us: @Leicester_Merc on Twitter | leicestermercury on Facebook
"There's a perception many high-performance cars are hard to drive.
"In fact, they're easy in the right hands because they've been purpose-built for the skill level of their drivers. It's the same with the RC F, which I have built to be enjoyed by all enthusiasts, no matter what their level of expertise.
"Electronics can be modified instantly on board to provide performance and protection appropriate to each driver's abilities. But even in its basic settings, it's a blast," said Lexus RC F chief engineer Yukihiko Yaguchi.
What he didn't say, and what I have to confess to, is feeling just a little bit embarrassed as the V8 powered Lexus burbled into the car park.
The Japanese premium car manufacturer has blown conservative into the weeds with the arrival of the RC F.
With the exception of the LFA supercar, Lexus has tended to avoid the extravagant, instead favouring sharp, modern designs shrouding refined technologies, the IS saloon for example.
But here, that particular rule book seems to have been torn up and the racing department's parts stores raided.
Carbon fibre body panels, an adjustable rear wing and flared wheel arches all add to the street racer silhouette of the RC F. A silhouette that houses Lexus's best technologies ramped up to 11.
And in a change of direction and maybe a further declaration of the Toyota Corporation's stated intention to build more driver focused cars – the RC F features just one power unit.
You will find no hybrid powertrains here, oh no. Just the acoustically-enhanced rumble of five litres of V8 petrol power, and a claimed 471bhp squeezed via an eight-speed auto transmission and to the rear wheels.
This outrageous combination of styling and performance would suggest the company
intends to go racing and the production model is there to meet the homologation criteria of the GT3 race series.
Here, the RC F will compete with cars such as Porsche's 911 GT3, Nissan's GT-R, Ferrari's 458 and McLaren's 650s, so no room for complacency then? The road going version is no doubt a considerable distance away from anything Lexus will put on the track, it's unlikely any of the technology available in the showroom will make it into a car stripped for racing, although it is entirely feasible to track the standard car – and I use the term standard car loosely.
Lexus has stretched the budget to build the RC F, with a trick differential, a hat full of driving modes from "eco" to "sport plus" and an eight-speed auto transmission.
You will be hard pressed to find anything lacking on the RC F, even more so on the Carbon version, which replaces certain body parts with carbon-fibre enhanced plastics to reduce weight. Will you notice visually? Yes. Weight wise? Probably not, although you will certainly notice the extra £8k the Carbon model sucks from your bank account over the standard version.
Is the carbon worth the extra investment? That really depends on how ostentatious you are. Whichever version of the RC F you opt for, there's an element of extravagance.
But with Carbon, there will be additional equipment beneath the skin that you'll either exploit, or occasionally switch on, because you can.
For example, Torque Vectoring Differential (TVD) offers three operating modes – standard, slalom and track.
They pretty much speak for themselves, how often you would employ anything other than standard is debatable. And that can be applied to the driving modes, too.
After an opening dabble with sport plus, in which the electronic dash changes to red and various systems tighten for your driving pleasure, eco was reapplied and remained that way from then on.
Eco, along with standard on TVD, comes with more than enough performance for any of Her Majesty's highways.
It can leave you feeling like a bloke with a grape press and no vineyard.
Lexus has once again proved it knows how to stuff immense amounts of hi-tech equipment into a 4mx2m box, only this time, it's all about the experience rather than the environment.
I'd like to give a special mention to the Mark Levinson audio system fitted to the Carbon model, but unfortunately it was constantly upstaged by the tyre roar on rougher roads and acoustic avalanche that accompanied every exuberant press of the accelerator.
Initial reservations about the larger than life personality of the RC F as it arrived were usurped by the driving experience.
It has it flaws, no doubt. It is not the everyday usable car Lexus would have us believe.
Visibility is less than great - you will need the parking sensors and parking camera and, rear legroom is at a premium.
But these are minor gripes.
What RC F is, is a demonstration of how well-considered technology can make heroes of us all – if we can afford it!
Read more: http://www.leicestermercury.co.uk/RE...#ixzz3e4lghxox
Follow us: @Leicester_Merc on Twitter | leicestermercury on Facebook
06-30-15, 04:28 AM
#1162
Lexus Champion
Thread Starter
TopSpeed: 2015 Lexus RC F -- Driven
http://www.topspeed.com/cars/lexus/2...-ar170067.html
Lexus isn’t an old automotive brand, but in its 26 years of existence, it’s become known as “reliable luxury” with a big emphasis on soft, cushy sedans . However, in the last few years, the young automaker has worked to reverse that stereotype, adding a sharp degree of sport and fun into its chassis designs. With the introduction of the RC coupe for 2015, the sporty fun bar got raised even higher. The only problem is whether the car appealed to the typical Lexus buyer or if the automaker had to steal customers from its European rivals.
The RC is an interesting car with a fascinating engineering background. It stands alone in the Lexus lineup as the only coupe – that is, if you don’t count the aging 2015 Lexus IS C hard-top convertible. Not that you would; the IS C leans far more towards a beach boulevard cruiser rather than back-road runner. Though the IS C is available in F Sport trim, it doesn’t fall in the same class as even the base trim RC powered by the V-6. The RC is a far better handler.
But more to the engineering point, the RC enjoys the front subframe section from the GS sedan and rear section of the new IS sedan. Its suspension shares similar tuning and its ride is more sport-oriented than the typical Lexus of yesteryear. The RC’s midsection, ironically enough, is pulled from the IS C. The hard-top convertible’s extra-ridged center section directly translates to a more sturdy structure for the coupe. What’s more, I’d bet a reasonable sum that Lexus will eventually drop the IS C and replace it with a hardtop convertible version of the RC. But that’s just an educated guess.
So what’s it like to live with the hopped-up, V-8 version of the RC, the RC F? I spent a week with a fully loaded example to find out, so keep reading for more.
This marks my second time with the Lexus RC. I had the chance to sample the car in the rolling hills of New York and along the sweeping turns and long back straight of the Monticello track when the car debuted in the fourth quarter of 2014.
The car’s design is well integrated and looks purposeful.
Just as it did then, the RC F proved to be a handsome looker. It’s sharp, angular and angry grille is flanked by menacing HID headlights and Nike-like swoosh marks acting as the LED daytime running lights. It’s active aero package helps keep components cool while giving it a more aggressive look than everything this side of the LFA.
Even the rear is sculpted like a sports car. An active air diffuser rises from the deck lid at higher speeds, quad exhaust pipes protrude from under the glossy black bumper trim, and the fishhook-like taillights seem to have a tight squeeze on the rear end, keeping its shape in check.
The optional 19-inch, 20-spoke alloy wheels add depth to the side view thanks to their two-tone color scheme. Lastly, the large side gill is not only functional in pulling hot air from the front brakes, but sets up a character line that runs to the rear of the car. The car’s design is well integrated and looks purposeful.
Anyone familiar with the 2014 redesign of the 2014-2015 Lexus IS sedan will instantly recognize the RC’s interior. The sloping center console meets the twin air vents just below the slanted infotainment screen. The low-slung seats are encased between high windowsills and a tall center tunnel, giving the driver a sense of oneness with the car. Much of the dashboard is also familiar, especially on the passenger side.
The RC F does offer four seats and a trunk, but like any 2+2 coupe, the back seats are best left for the kids on occasion.
Things are a bit different for the driver’s gauge cluster. Gone is the IS sedan’s LFA-like sliding tachometer and TFT displays, replaced by a stationary tach centered between a tiny speedometer to the right and a large TFT display to the left. It’s a bit disappointing to not have the fancy gauge cluster in the RC, though it likely makes IS owners feel a touch more special.
Beyond aesthetics, the RC F’s cabin is very functional. All the buttons and controls are where you’d expect them and things are generally easy to reach. The only real exceptions are the cup holders and the infotainment system’s track pad. You’ll have to get used to adjusting your shoulder up and elbow back in order to use the track pad.
Still, the cockpit is a great place to spend time. The seats are nicely bolstered and hold you tight during hard cornering. The view outside is generous for a 2+2 coupe and the side mirrors are large enough to nearly eliminate any blind spots. This gives the car an easy-to-toss feeling not always found in sports cars today.
As with all current Lexus products, the Enform software pulls duty in the infotainment screen. Menus are logically arranged and easy to find. Navigating between menus is done with the laptop-like track pad on the center console. It works well for those used to computers, but might prove to have a learning curve for folks not used to that style of input device. (Then again, what sports coupe buyer isn’t these days?) I did find the track pad easiest to use when set to the mid-range setting of sensitivity and the feedback vibrations turned off. Those vibrations, which are designed to confirm clicks, gave my finger an odd feeling that resembled getting shocked. Thankfully the settings menu is easily found and the feedback is quickly defeated.
Speaking of easy to use, the RC F does offer four seats and a trunk, but like any 2+2 coupe, the back seats are best left for the kids on occasion. The trunk, on the other hand, offers a decent amount of space. The hinge arms are tucked away so groceries aren’t crushed and several tie-downs are in place for securing larger items. A decent opening width also makes loading a week’s worth of luggage in an oversized bag a breeze.
While the standard Lexus RC comes powered by the 3.5-liter V-6 that makes 306 horsepower and 277 pound-feet of torque, the RC F enjoys a heavily reworked version of the naturally aspirated 5.0-liter V-8 found in the last-generation 2014 Lexus IS F. The new mill kicks out 467 horsepower and 389 pound-feet of torque – 51 more horsepower and 18 more pound-feet than before. The high-revving V-8 reaches its peak horsepower at 7,100 rpm while making peak torque at 4,800 revs. Still, there is an adequate amount of torque down low, even just off idle.
The RC F enjoys a heavily reworked version of the naturally aspirated 5.0-liter V-8 found in the last-generation 2014 Lexus IS F.
The V-8 boasts a variable air induction system that opens up at higher rpm, allowing more intake noise into the cabin and air into the intake manifold. When not pushed, the V-8 slips into an Atkinson combustion cycle, helping it conserve fuel on the highway. Lightweight titanium valves reside in all 32 positions and are complemented by the new lightweight crankshaft and connecting rods. The upgraded parts add an additional 500 revs to the 5.0-liter’s max rpm over the IS F’s, leading to a mighty 7,800 revs at full tilt. A larger throttle body and high-flow fuel injectors finish off the improvements.
The V-8 is mated to Lexus’ own eight-speed automatic transmission with paddle shifters. The steering wheel-mounted paddles offer quick shifts when in Sport and Sport+ modes, though not as quick as a dual clutch unit or ZF’s eight-speed auto. Out back, the RC F comes standard with a Torsen limited-slip differential while a high-tech torque vectoring diff is optional. My tester came with the standard limited-slip. Only those dead-set on track-day events or canyon carving would benefit from the torque vectoring unit, as the pink slip daddy does a good job of getting power to both rear tires.
For those curious about fuel economy, the RC F is rated by the EPA to get 16 mpg city, 25 mpg highway, and 19 mpg combined. After a week of rather cautious driving, I managed to average 20.5 mpg. Stay buried in the throttle, though, and the 5.0-liter will drink premium fuel with a purpose.
Driving Impressions
Lexus RC F - Driven
My time at the track showed the RC F is a good handler when pushed hard. It’s Michelin Pilot Super Sport tires do a great job of holding the asphalt while its sport-tuned suspension keeps the car flat through the corners. Its large, six-piston Brembo front brakes clamp slotted and ventilated front rotors, while the rear, four-piston calipers clamp non-slotted but vented discs. The brakes do an amazing job at slowing the heavy car and are fairly resistant to fade.
Casual driving during the week proved those race-ready components are livable on a daily basis. The brakes offer a solid pedal feel without being grabby, and the tires are surprisingly resistant to hydroplaning in torrential Florida downpours. The fat Michelins do give off plenty of road noise, making the cabin very un-Lexus like.
Acceleration is fantastic, but only with a generous amount of throttle, as the quick-revving V-8’s power lives up high.
The suspension also falls into that un-Lexus-like category, especially on broken pavement. The ride is sports-car stiff, but not to the point of being uncomfortable or tiresome. Steering is sharp and direct with a decent amount of communication from the tires. On-center feel is crisp and is absent of any dead space.
Acceleration is fantastic, but only with a generous amount of throttle, as the quick-revving V-8’s power lives up high. That aspect does make in-city driving rather smooth thanks to a relaxed throttle travel. Nighttime driving proves the worth of HID headlights. The RC F’s white-toned beams illuminate far into the distance with a wide pattern up close. Click on the high beams and you’d think Lexus installed some LED off-road lights behind the grille.
All told, the RC F makes a great GT car, though its suspension is slightly stiffer than what would normally be preferred for cruising. Still, the RC F is rewarding to drive.
Pricing
Lexus RC F - Driven
The standard Lexus RC starts at $42,790. That’s not a bad deal considering the V-6 makes 306 horsepower. The RC F, however, ups the ante to $62,400. That price, as on the base car, can quickly escalate when adding options. My tester came fitted with the Premium Package ($4,400), navigation and Mark Levinson audio upgrade ($2,840), 19-inch wheels ($1,500), leather seat upgrade ($800), and the moonroof ($1,100).
A $925 destination charge is then tacked on, pushing the as-tested MSRP to $73,965.
Lexus isn’t an old automotive brand, but in its 26 years of existence, it’s become known as “reliable luxury” with a big emphasis on soft, cushy sedans . However, in the last few years, the young automaker has worked to reverse that stereotype, adding a sharp degree of sport and fun into its chassis designs. With the introduction of the RC coupe for 2015, the sporty fun bar got raised even higher. The only problem is whether the car appealed to the typical Lexus buyer or if the automaker had to steal customers from its European rivals.
The RC is an interesting car with a fascinating engineering background. It stands alone in the Lexus lineup as the only coupe – that is, if you don’t count the aging 2015 Lexus IS C hard-top convertible. Not that you would; the IS C leans far more towards a beach boulevard cruiser rather than back-road runner. Though the IS C is available in F Sport trim, it doesn’t fall in the same class as even the base trim RC powered by the V-6. The RC is a far better handler.
But more to the engineering point, the RC enjoys the front subframe section from the GS sedan and rear section of the new IS sedan. Its suspension shares similar tuning and its ride is more sport-oriented than the typical Lexus of yesteryear. The RC’s midsection, ironically enough, is pulled from the IS C. The hard-top convertible’s extra-ridged center section directly translates to a more sturdy structure for the coupe. What’s more, I’d bet a reasonable sum that Lexus will eventually drop the IS C and replace it with a hardtop convertible version of the RC. But that’s just an educated guess.
So what’s it like to live with the hopped-up, V-8 version of the RC, the RC F? I spent a week with a fully loaded example to find out, so keep reading for more.
This marks my second time with the Lexus RC. I had the chance to sample the car in the rolling hills of New York and along the sweeping turns and long back straight of the Monticello track when the car debuted in the fourth quarter of 2014.
The car’s design is well integrated and looks purposeful.
Just as it did then, the RC F proved to be a handsome looker. It’s sharp, angular and angry grille is flanked by menacing HID headlights and Nike-like swoosh marks acting as the LED daytime running lights. It’s active aero package helps keep components cool while giving it a more aggressive look than everything this side of the LFA.
Even the rear is sculpted like a sports car. An active air diffuser rises from the deck lid at higher speeds, quad exhaust pipes protrude from under the glossy black bumper trim, and the fishhook-like taillights seem to have a tight squeeze on the rear end, keeping its shape in check.
The optional 19-inch, 20-spoke alloy wheels add depth to the side view thanks to their two-tone color scheme. Lastly, the large side gill is not only functional in pulling hot air from the front brakes, but sets up a character line that runs to the rear of the car. The car’s design is well integrated and looks purposeful.
Anyone familiar with the 2014 redesign of the 2014-2015 Lexus IS sedan will instantly recognize the RC’s interior. The sloping center console meets the twin air vents just below the slanted infotainment screen. The low-slung seats are encased between high windowsills and a tall center tunnel, giving the driver a sense of oneness with the car. Much of the dashboard is also familiar, especially on the passenger side.
The RC F does offer four seats and a trunk, but like any 2+2 coupe, the back seats are best left for the kids on occasion.
Things are a bit different for the driver’s gauge cluster. Gone is the IS sedan’s LFA-like sliding tachometer and TFT displays, replaced by a stationary tach centered between a tiny speedometer to the right and a large TFT display to the left. It’s a bit disappointing to not have the fancy gauge cluster in the RC, though it likely makes IS owners feel a touch more special.
Beyond aesthetics, the RC F’s cabin is very functional. All the buttons and controls are where you’d expect them and things are generally easy to reach. The only real exceptions are the cup holders and the infotainment system’s track pad. You’ll have to get used to adjusting your shoulder up and elbow back in order to use the track pad.
Still, the cockpit is a great place to spend time. The seats are nicely bolstered and hold you tight during hard cornering. The view outside is generous for a 2+2 coupe and the side mirrors are large enough to nearly eliminate any blind spots. This gives the car an easy-to-toss feeling not always found in sports cars today.
As with all current Lexus products, the Enform software pulls duty in the infotainment screen. Menus are logically arranged and easy to find. Navigating between menus is done with the laptop-like track pad on the center console. It works well for those used to computers, but might prove to have a learning curve for folks not used to that style of input device. (Then again, what sports coupe buyer isn’t these days?) I did find the track pad easiest to use when set to the mid-range setting of sensitivity and the feedback vibrations turned off. Those vibrations, which are designed to confirm clicks, gave my finger an odd feeling that resembled getting shocked. Thankfully the settings menu is easily found and the feedback is quickly defeated.
Speaking of easy to use, the RC F does offer four seats and a trunk, but like any 2+2 coupe, the back seats are best left for the kids on occasion. The trunk, on the other hand, offers a decent amount of space. The hinge arms are tucked away so groceries aren’t crushed and several tie-downs are in place for securing larger items. A decent opening width also makes loading a week’s worth of luggage in an oversized bag a breeze.
While the standard Lexus RC comes powered by the 3.5-liter V-6 that makes 306 horsepower and 277 pound-feet of torque, the RC F enjoys a heavily reworked version of the naturally aspirated 5.0-liter V-8 found in the last-generation 2014 Lexus IS F. The new mill kicks out 467 horsepower and 389 pound-feet of torque – 51 more horsepower and 18 more pound-feet than before. The high-revving V-8 reaches its peak horsepower at 7,100 rpm while making peak torque at 4,800 revs. Still, there is an adequate amount of torque down low, even just off idle.
The RC F enjoys a heavily reworked version of the naturally aspirated 5.0-liter V-8 found in the last-generation 2014 Lexus IS F.
The V-8 boasts a variable air induction system that opens up at higher rpm, allowing more intake noise into the cabin and air into the intake manifold. When not pushed, the V-8 slips into an Atkinson combustion cycle, helping it conserve fuel on the highway. Lightweight titanium valves reside in all 32 positions and are complemented by the new lightweight crankshaft and connecting rods. The upgraded parts add an additional 500 revs to the 5.0-liter’s max rpm over the IS F’s, leading to a mighty 7,800 revs at full tilt. A larger throttle body and high-flow fuel injectors finish off the improvements.
The V-8 is mated to Lexus’ own eight-speed automatic transmission with paddle shifters. The steering wheel-mounted paddles offer quick shifts when in Sport and Sport+ modes, though not as quick as a dual clutch unit or ZF’s eight-speed auto. Out back, the RC F comes standard with a Torsen limited-slip differential while a high-tech torque vectoring diff is optional. My tester came with the standard limited-slip. Only those dead-set on track-day events or canyon carving would benefit from the torque vectoring unit, as the pink slip daddy does a good job of getting power to both rear tires.
For those curious about fuel economy, the RC F is rated by the EPA to get 16 mpg city, 25 mpg highway, and 19 mpg combined. After a week of rather cautious driving, I managed to average 20.5 mpg. Stay buried in the throttle, though, and the 5.0-liter will drink premium fuel with a purpose.
Driving Impressions
Lexus RC F - Driven
My time at the track showed the RC F is a good handler when pushed hard. It’s Michelin Pilot Super Sport tires do a great job of holding the asphalt while its sport-tuned suspension keeps the car flat through the corners. Its large, six-piston Brembo front brakes clamp slotted and ventilated front rotors, while the rear, four-piston calipers clamp non-slotted but vented discs. The brakes do an amazing job at slowing the heavy car and are fairly resistant to fade.
Casual driving during the week proved those race-ready components are livable on a daily basis. The brakes offer a solid pedal feel without being grabby, and the tires are surprisingly resistant to hydroplaning in torrential Florida downpours. The fat Michelins do give off plenty of road noise, making the cabin very un-Lexus like.
Acceleration is fantastic, but only with a generous amount of throttle, as the quick-revving V-8’s power lives up high.
The suspension also falls into that un-Lexus-like category, especially on broken pavement. The ride is sports-car stiff, but not to the point of being uncomfortable or tiresome. Steering is sharp and direct with a decent amount of communication from the tires. On-center feel is crisp and is absent of any dead space.
Acceleration is fantastic, but only with a generous amount of throttle, as the quick-revving V-8’s power lives up high. That aspect does make in-city driving rather smooth thanks to a relaxed throttle travel. Nighttime driving proves the worth of HID headlights. The RC F’s white-toned beams illuminate far into the distance with a wide pattern up close. Click on the high beams and you’d think Lexus installed some LED off-road lights behind the grille.
All told, the RC F makes a great GT car, though its suspension is slightly stiffer than what would normally be preferred for cruising. Still, the RC F is rewarding to drive.
Pricing
Lexus RC F - Driven
The standard Lexus RC starts at $42,790. That’s not a bad deal considering the V-6 makes 306 horsepower. The RC F, however, ups the ante to $62,400. That price, as on the base car, can quickly escalate when adding options. My tester came fitted with the Premium Package ($4,400), navigation and Mark Levinson audio upgrade ($2,840), 19-inch wheels ($1,500), leather seat upgrade ($800), and the moonroof ($1,100).
A $925 destination charge is then tacked on, pushing the as-tested MSRP to $73,965.
07-03-15, 09:51 AM
#1166
Smoking tire and
Funny Smoking Tire's Matt Farah and Aaron Gold podcast on Lexus RC F. They go on a lot tangents. They make fun of Justin Bell and it is quite hilarious.
What they say about the RC F is insightful and accurate.
Good - best looking car in its the class, it has its own personality (they didn't make a BMW), a practical day-to-day car, the V8, a good road car, lexus service and reliability
Bad - Needs to rev it out, it needs to be more raw on the track, understeer, uses a lot of technology to make it fun, conservative tuning
Starts at 69:20
http://shoutengine.com/TheSmokingTir...the-world-3665
What they say about the RC F is insightful and accurate.
Good - best looking car in its the class, it has its own personality (they didn't make a BMW), a practical day-to-day car, the V8, a good road car, lexus service and reliability
Bad - Needs to rev it out, it needs to be more raw on the track, understeer, uses a lot of technology to make it fun, conservative tuning
Starts at 69:20
http://shoutengine.com/TheSmokingTir...the-world-3665
07-03-15, 10:28 AM
#1167
Lexus Test Driver
Funny Smoking Tire's Matt Farah and Aaron Gold podcast on Lexus RC F. They go on a lot tangents. They make fun of Justin Bell and it is quite hilarious.
What they say about the RC F is insightful and accurate.
Good - best looking car in its the class, it has its own personality (they didn't make a BMW), a practical day-to-day car, the V8, a good road car, lexus service and reliability
Bad - Needs to rev it out, it needs to be more raw on the track, understeer, uses a lot of technology to make it fun, conservative tuning
Starts at 69:20
http://shoutengine.com/TheSmokingTir...the-world-3665
What they say about the RC F is insightful and accurate.
Good - best looking car in its the class, it has its own personality (they didn't make a BMW), a practical day-to-day car, the V8, a good road car, lexus service and reliability
Bad - Needs to rev it out, it needs to be more raw on the track, understeer, uses a lot of technology to make it fun, conservative tuning
Starts at 69:20
http://shoutengine.com/TheSmokingTir...the-world-3665
Moral of the story, when you throw out understeer as negative, you lose all credibility and apparently have no real track experience.
07-03-15, 09:01 PM
#1168
Lol, so you are criticizing a car for having understeer? I was a factory driver for Porsche from 84 until 92 when I decided to go to law school. I still raced for Porsche from 92 until 2001. Porsches are the king of understeer because there is no weight on the nose to get the front end to grip. I also raced Ferraris in the CCR and have a race prepped Lotus. They all understeer. Unless you put weight on the nose, the nose all plow so you learn to trail brake.
Moral of the story, when you throw out understeer as negative, you lose all credibility and apparently have no real track experience.
Moral of the story, when you throw out understeer as negative, you lose all credibility and apparently have no real track experience.
07-05-15, 02:52 AM
#1169
Lexus Test Driver
07-06-15, 05:41 PM
#1170
Lexus Champion
Thread Starter
Funny Smoking Tire's Matt Farah and Aaron Gold podcast on Lexus RC F. They go on a lot tangents. They make fun of Justin Bell and it is quite hilarious.
What they say about the RC F is insightful and accurate.
Good - best looking car in its the class, it has its own personality (they didn't make a BMW), a practical day-to-day car, the V8, a good road car, lexus service and reliability
Bad - Needs to rev it out, it needs to be more raw on the track, understeer, uses a lot of technology to make it fun, conservative tuning
Starts at 69:20
http://shoutengine.com/TheSmokingTir...the-world-3665
What they say about the RC F is insightful and accurate.
Good - best looking car in its the class, it has its own personality (they didn't make a BMW), a practical day-to-day car, the V8, a good road car, lexus service and reliability
Bad - Needs to rev it out, it needs to be more raw on the track, understeer, uses a lot of technology to make it fun, conservative tuning
Starts at 69:20
http://shoutengine.com/TheSmokingTir...the-world-3665
The RC F needs to do nothing. The driver NEEDS to understand how to set the car up and put it to work. It is a phenomenal and exciting car at high speed. Understeer...please. Most high performance cars--Porsche, Ferrari, Lamborghini's Huracan, etc. all have understeer. The car goes head to head with the M4 oversteer slip-and-slide king any day of the year. In the TVD, if the driver selects track and tucks the nose into the turns, it becomes a slot car at impressive cornering speeds...but you already know that.
Last edited by DaveGS4; 07-06-15 at 06:55 PM. Reason: Removed rude commentary towards another RC-F owner. You'll be asked to exit the thread next time you do this.