RC F automotive reviews thread
05-08-15, 12:16 PM
#1083
http://blog.lexus.co.uk/lexus-torque...ial-explained/
I am not sure it can be transferred at 100%. This is an excellent video on TVD.
I am not sure it can be transferred at 100%. This is an excellent video on TVD.
Here is a description of the torque vectoring system used in the Focus RS (https://media.ford.com/content/fordm...-focus-rs.html):
"The control unit in the rear drive unit continuously varies the front/rear and side-to-side torque distribution to suit the current driving situation, monitoring inputs from multiple vehicle sensors 100 times per second. A maximum of 70 percent of the drive torque can be diverted to the rear axle. Up to 100 percent of available torque at the rear axle can be sent to each rear wheel."
05-08-15, 12:36 PM
#1084
Lexus Champion
Thread Starter
You probably are correct. The lateral torque distribution in the rear wheels likely runs between ratios of 100:0 and 0:100 for propulsion and cornering maneuvers.
I sincerely believe that the reviewer who stated that the Lexus TVD "...shifts power to different wheels, up to 70% in fact" is incorrect. IMO, the reviewer is likely confusing the specs of the Lexus version of the TVD with the upcoming Ford Focus RS which also has its own version of the rear TVD unit (that is made by the same manufacturer, GKN Driveline).
Here is a description of the torque vectoring system used in the Focus RS (https://media.ford.com/content/fordm...-focus-rs.html):
Since the design of the rear TVD for both vehicles are near identical and the RC-F doesn't have to split its torque between the front and rear axles like the RS (30% Front / 70% Rear), I'm fairly confident that the RC-F is also capable of transferring 100% of its available torque to either rear wheel just like the Focus RS. Unfortunately, Lexus has yet to provide us with detailed specs on the TVD besides the typical marketing jargon of its features.
Here is a description of the torque vectoring system used in the Focus RS (https://media.ford.com/content/fordm...-focus-rs.html):
Since the design of the rear TVD for both vehicles are near identical and the RC-F doesn't have to split its torque between the front and rear axles like the RS (30% Front / 70% Rear), I'm fairly confident that the RC-F is also capable of transferring 100% of its available torque to either rear wheel just like the Focus RS. Unfortunately, Lexus has yet to provide us with detailed specs on the TVD besides the typical marketing jargon of its features.
05-11-15, 10:43 AM
#1085
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Autoblog Associate Editor Jonathon Ramsey hops in the passenger seat of a 2015 Lexus RC F to do a ride along of the latest Shut Up and Drive course, Highway 141 in Colorado.
Host of Fox Sports Shut Up and Drive discusses the latest episode of the hit show.
05-13-15, 06:07 PM
#1087
Lexus Champion
Thread Starter
Track Day Beast Unleashed
Lexus RC F Review: A Track Day Beast Unleashed
by Tim O'Brien
INTERIOR 1
ON THE ROAD 2
TMR VERDICT | OVERALL 3
What's hot: Stonking quad-cam V8, brilliant chassis, simply beautiful premium interior.
What's not: Heavier than the M4 (but much cheaper), tightly controlled traction settings.
X-FACTOR: It's not one of ‘the' Germans, but, on track and on-road, the RC F can chest up to them for performance.
Vehicle style: High-performance premium coupe
Price: $133,500 - $147,500
Engine/trans: 351kW/530Nm 5.0 litre V8 | 8spd sports auto
Fuel consumption listed: 10.9 l/100km | tested: 18.2 l/100km
OVERVIEW
How good is this? Bury the shoe from the apex at Forrest's Elbow, then full noise down Conrod Straight: 180, 220, 240… and still accelerating.
Full noise here, at Mt Panorama, this sacred ground of V8 racing, is “full noise". It's not a car we're driving, this new Lexus RC F, here, it's a V8 firestorm.
The howl that fills the cabin is glorious; it rises from a deep growl to a howling wail at the 7300rpm limiter. From 4000rpm and beyond, the 5.0 litre V8 simply pummels its 351kW and 530Nm to the tarmac.
Lexus has a very good one here with this car, the RC F, and is very proud of it.
We met it at it launch, and let it off the leash around the hallowed mount. The way the RC F goes, turns and stops is simply sensational. Awesome, in fact.
On the face of it, here is a car that is certainly capable of a head-to-head stoush with the Bavarian gruntmeister, the M4, and his twisted brethren (from Audi and Mercedes Benz).
Fast, it is certainly, sublimely balanced, no question, but also fastidiously luxurious. And something of a bargain (though I could never afford it).
At $133,500, the Lexus RC F holds a $33,000 price advantage over its most logical German opponent, that amazing M4 (at $166,900), and is nearly $40,000 cheaper than the RS 5 ($175,300).
That's not small change.
There are two models, the RC F GT and RC F Carbon edition, the latter at $147,500 with carbon fibre composite bonnet, roof and rear wing, and fibre-weave trims to the interior (among other up-spec features).
In the rarified air of prestige high-performance track-day weapons, the RC F surely buys itself.
Lexus plans to sell around ten a month. Ten? This car at that price, that's a shoo-in.
INTERIOR
Moon roof (not available Carbon model)
Smart key card entry, ambient lighting (touch sensitive switching)
Heated and ventilated electric front seats with leather accented trim
7-inch electro-multivision screen
Sat-nav, Bluetooth, DAB+ radio, audio streaming
17-speaker Mark Levinson audio, iPod, USB connectivity
‘Two layer' climate control system
Front and rear parking sensors, reversing camera
Blind spot monitor, cross traffic alert and lane change assist
Luxurious, sporting, the workbench for the RC F is beautifully and fastidiously crafted. Trim materials everywhere - dash, seats, doors and console - are of the finest Lexus quality and fit.
The sports seats too are superb: hip-hugging, trimmed in finely-grained leather and shaped right for the track, they are beautifully comfortable.
The leather trim on the seats and doors can be specified in choices of red, ‘Moonstone', white, or black (the RC F Carbon edition adds grey alcantara), and are highlighted with elaborate contrasting stitch patterns.
We can also find no fault with the purposeful, sports wheel. Electrically adjusted for reach and rake, its size and feel is just right, as is the weighting on road.
And, if you need some distraction from the intoxicating gruff rumble from the 5.0 litre straining at the leash under the bonnet, there's a 17-speaker Mark Levinson audio system that will fill the cabin with the thumping high-fidelity sounds of the DAB+ radio, streamed via Bluetooth or from your iPod or USB.
And, like all in the Lexus range, there is a (touchy) touch-pad for accessing its functions, complemented by button controls for manual operation.
There is also a simple rotary controller for accessing the performance settings for the transmission, engine management (Eco, Normal, Sport, Sport+ and ‘Expert') and torque vectoring differential (Standard, Slalom or Track).
Extensively and intelligently equipped, and beautiful in its execution, it is very hard to fault this premium Lexus interior. Quite simply, compared to its German competitors, the RC F gives more for less.
ON THE ROAD
2UR-GSE quad-cam V8/8-spd direct shift sports transmission
351kW @ 7100rpm/530Nm @ 4800-5600rpm
Torque vectoring differential with three operating modes: Standard, Slalom, Track
19-inch alloys: Michelin SuperSport 255/35 front tyres, 275/35 rear
Double wishbone front suspension; multi-link rear (with suspension brace)
Monotube dampers with internal rebound spring and Teflon-coated piston band
On road, this car is a spear. If you overtake too enthusiastically, you will see 160km/h in a heartbeat.
Few cars will launch like the RC F out of an apex. Down below is a superb rigid chassis and rear-end balance, and it can, as its maker intended, simply “blast through a set of corners".
There is perhaps not quite the ‘thread the needle' accuracy of the M4 to the RC F's steering, but there are scant margins in it, and there is a settled feel to the RC F that may prove the better companion on the long highway run.
Down below are 19-inch alloys (or 20-inch on the Carbon edition).
Even over the rattier secondary back-roads around Bathurst - and we gave it a good run here - the double wishbone front end and multi-link rear is free of jarring while also isolating the premium cabin from road noise and coarse bitumen. (It also does this somewhat better than its German counterparts.)
And the pumped guards over the wide rear haunches not only look sensational, but the nailed-down rear-end and torque-vectoring differential that sits below them is unshakeable at speed.
Even on the ‘loosest' traction setting, the lateral grip at speed is incredible.
We gave it a bit of a thumping, as you would, and smashed the fuel economy.
While the V8 in the snout switches from Atkinson to Otto cycles depending upon the demands being put through the accelerator, the 10.9 l/100km listed consumption probably won't be achievable for anything but a feather touch on the pedal.
There is always a cost, and it's to do with simple physics, for performance like this.
Mt Panorama Track Test
It is 6.213 kilometres of funnelling corners, steep climbs, heart-stopping drops and blistering straights.
The real tussle here is of ‘mind' and ‘machine'. Even seasoned racers attest that few ever fully know this track; they can learn it, but the mountain, lying in wait for the briefest moment of inattention, will always surprise.
And it is, of course, quintessentially the home of V8 Supercar racing in this country.
This then is the place to put the premium track-day thoroughbred through its paces. It helps, of course, that Lexus is toying with an involvement in V8 Supercar racing, but here we let it off the leash.
And here, it is an absolute heart-stopping hoot of a drive.
With a sub-five-second 0-100km/h sprint, 4.5 seconds in fact, the RC F is far from a slouch when given the shoe. (We recorded an unscientific 4.8 seconds.)
And that 5.0 litre quad-cam V8 under the bonnet will sit hard up against the redline without complaint in the track-focussed Sport+ setting.
In this setting, gear changes are ‘electric', it simply fires through changes in response to the paddles with DSG-like lightning shifts.
And it allows some movement down below; the RC F will ‘drift' on exit if you get the boot in early, but is incredibly well-stuck. Turn-in response is equally electric.
Here, though, its character is different to the M4. That car allows far greater lateral movement - it will really hang the tail - than the RC F.
For point-to-point track times, however, there can surely be little between them.
We had the RC F howling up the mountain, running tight through the cutting, drifting wide across Skyline, hard down through ‘the Esses', then flying down Conrod.
Watching the speedo is a mug's game on a track like this, but quick glances saw 245km/h and still accelerating down Conrod Straight.
(With ace steerer Neal Bates at the wheel - showing how to really drive this track - that speedo was nudging 263km/h before he lifted in Caltex Chase.)
So, yes, this car is fast. Incredibly fast in fact; and certainly fast enough and nailed down hard enough to dish out some serious pain as a track day weapon.
Lastly, but importantly, it has been engineered for track-day durability. The claim is there ‘in black and white' in Lexus marketing - surely signalling a clear intent to stand behind the claim.
TMR VERDICT | OVERALL
If there was one word for the RC F, it would be “consummate".
Individual, muscular, this is such a complete and wholly satisfying high-performance luxury coupe.
Its greatest failing, for some, will be that it isn't German (but that isn't the RC F's failing).
Look beyond the price advantage, the premium craftsmanship and fastidious attention to detail, and you'll find a raw-boned V8 heart that puts its 530Nm to the tarmac with an iron fist.
The RC F sounds great, it looks sensational, it sticks like glue and it is a missile on road or track.
I've driven it, and I'd have one in a heartbeat. (Ah… but for that collapsed wallet…)
PRICING (excludes on-road costs)
RC F - 5.0 litre V8 - $133,500
RC F Carbon - 5.0 litre V8 - $147,500
MORE: RC F News & Reviews | Lexus RC | Performance Cars
by Tim O'Brien
INTERIOR 1
ON THE ROAD 2
TMR VERDICT | OVERALL 3
What's hot: Stonking quad-cam V8, brilliant chassis, simply beautiful premium interior.
What's not: Heavier than the M4 (but much cheaper), tightly controlled traction settings.
X-FACTOR: It's not one of ‘the' Germans, but, on track and on-road, the RC F can chest up to them for performance.
Vehicle style: High-performance premium coupe
Price: $133,500 - $147,500
Engine/trans: 351kW/530Nm 5.0 litre V8 | 8spd sports auto
Fuel consumption listed: 10.9 l/100km | tested: 18.2 l/100km
OVERVIEW
How good is this? Bury the shoe from the apex at Forrest's Elbow, then full noise down Conrod Straight: 180, 220, 240… and still accelerating.
Full noise here, at Mt Panorama, this sacred ground of V8 racing, is “full noise". It's not a car we're driving, this new Lexus RC F, here, it's a V8 firestorm.
The howl that fills the cabin is glorious; it rises from a deep growl to a howling wail at the 7300rpm limiter. From 4000rpm and beyond, the 5.0 litre V8 simply pummels its 351kW and 530Nm to the tarmac.
Lexus has a very good one here with this car, the RC F, and is very proud of it.
We met it at it launch, and let it off the leash around the hallowed mount. The way the RC F goes, turns and stops is simply sensational. Awesome, in fact.
On the face of it, here is a car that is certainly capable of a head-to-head stoush with the Bavarian gruntmeister, the M4, and his twisted brethren (from Audi and Mercedes Benz).
Fast, it is certainly, sublimely balanced, no question, but also fastidiously luxurious. And something of a bargain (though I could never afford it).
At $133,500, the Lexus RC F holds a $33,000 price advantage over its most logical German opponent, that amazing M4 (at $166,900), and is nearly $40,000 cheaper than the RS 5 ($175,300).
That's not small change.
There are two models, the RC F GT and RC F Carbon edition, the latter at $147,500 with carbon fibre composite bonnet, roof and rear wing, and fibre-weave trims to the interior (among other up-spec features).
In the rarified air of prestige high-performance track-day weapons, the RC F surely buys itself.
Lexus plans to sell around ten a month. Ten? This car at that price, that's a shoo-in.
INTERIOR
Moon roof (not available Carbon model)
Smart key card entry, ambient lighting (touch sensitive switching)
Heated and ventilated electric front seats with leather accented trim
7-inch electro-multivision screen
Sat-nav, Bluetooth, DAB+ radio, audio streaming
17-speaker Mark Levinson audio, iPod, USB connectivity
‘Two layer' climate control system
Front and rear parking sensors, reversing camera
Blind spot monitor, cross traffic alert and lane change assist
Luxurious, sporting, the workbench for the RC F is beautifully and fastidiously crafted. Trim materials everywhere - dash, seats, doors and console - are of the finest Lexus quality and fit.
The sports seats too are superb: hip-hugging, trimmed in finely-grained leather and shaped right for the track, they are beautifully comfortable.
The leather trim on the seats and doors can be specified in choices of red, ‘Moonstone', white, or black (the RC F Carbon edition adds grey alcantara), and are highlighted with elaborate contrasting stitch patterns.
We can also find no fault with the purposeful, sports wheel. Electrically adjusted for reach and rake, its size and feel is just right, as is the weighting on road.
And, if you need some distraction from the intoxicating gruff rumble from the 5.0 litre straining at the leash under the bonnet, there's a 17-speaker Mark Levinson audio system that will fill the cabin with the thumping high-fidelity sounds of the DAB+ radio, streamed via Bluetooth or from your iPod or USB.
And, like all in the Lexus range, there is a (touchy) touch-pad for accessing its functions, complemented by button controls for manual operation.
There is also a simple rotary controller for accessing the performance settings for the transmission, engine management (Eco, Normal, Sport, Sport+ and ‘Expert') and torque vectoring differential (Standard, Slalom or Track).
Extensively and intelligently equipped, and beautiful in its execution, it is very hard to fault this premium Lexus interior. Quite simply, compared to its German competitors, the RC F gives more for less.
ON THE ROAD
2UR-GSE quad-cam V8/8-spd direct shift sports transmission
351kW @ 7100rpm/530Nm @ 4800-5600rpm
Torque vectoring differential with three operating modes: Standard, Slalom, Track
19-inch alloys: Michelin SuperSport 255/35 front tyres, 275/35 rear
Double wishbone front suspension; multi-link rear (with suspension brace)
Monotube dampers with internal rebound spring and Teflon-coated piston band
On road, this car is a spear. If you overtake too enthusiastically, you will see 160km/h in a heartbeat.
Few cars will launch like the RC F out of an apex. Down below is a superb rigid chassis and rear-end balance, and it can, as its maker intended, simply “blast through a set of corners".
There is perhaps not quite the ‘thread the needle' accuracy of the M4 to the RC F's steering, but there are scant margins in it, and there is a settled feel to the RC F that may prove the better companion on the long highway run.
Down below are 19-inch alloys (or 20-inch on the Carbon edition).
Even over the rattier secondary back-roads around Bathurst - and we gave it a good run here - the double wishbone front end and multi-link rear is free of jarring while also isolating the premium cabin from road noise and coarse bitumen. (It also does this somewhat better than its German counterparts.)
And the pumped guards over the wide rear haunches not only look sensational, but the nailed-down rear-end and torque-vectoring differential that sits below them is unshakeable at speed.
Even on the ‘loosest' traction setting, the lateral grip at speed is incredible.
We gave it a bit of a thumping, as you would, and smashed the fuel economy.
While the V8 in the snout switches from Atkinson to Otto cycles depending upon the demands being put through the accelerator, the 10.9 l/100km listed consumption probably won't be achievable for anything but a feather touch on the pedal.
There is always a cost, and it's to do with simple physics, for performance like this.
Mt Panorama Track Test
It is 6.213 kilometres of funnelling corners, steep climbs, heart-stopping drops and blistering straights.
The real tussle here is of ‘mind' and ‘machine'. Even seasoned racers attest that few ever fully know this track; they can learn it, but the mountain, lying in wait for the briefest moment of inattention, will always surprise.
And it is, of course, quintessentially the home of V8 Supercar racing in this country.
This then is the place to put the premium track-day thoroughbred through its paces. It helps, of course, that Lexus is toying with an involvement in V8 Supercar racing, but here we let it off the leash.
And here, it is an absolute heart-stopping hoot of a drive.
With a sub-five-second 0-100km/h sprint, 4.5 seconds in fact, the RC F is far from a slouch when given the shoe. (We recorded an unscientific 4.8 seconds.)
And that 5.0 litre quad-cam V8 under the bonnet will sit hard up against the redline without complaint in the track-focussed Sport+ setting.
In this setting, gear changes are ‘electric', it simply fires through changes in response to the paddles with DSG-like lightning shifts.
And it allows some movement down below; the RC F will ‘drift' on exit if you get the boot in early, but is incredibly well-stuck. Turn-in response is equally electric.
Here, though, its character is different to the M4. That car allows far greater lateral movement - it will really hang the tail - than the RC F.
For point-to-point track times, however, there can surely be little between them.
We had the RC F howling up the mountain, running tight through the cutting, drifting wide across Skyline, hard down through ‘the Esses', then flying down Conrod.
Watching the speedo is a mug's game on a track like this, but quick glances saw 245km/h and still accelerating down Conrod Straight.
(With ace steerer Neal Bates at the wheel - showing how to really drive this track - that speedo was nudging 263km/h before he lifted in Caltex Chase.)
So, yes, this car is fast. Incredibly fast in fact; and certainly fast enough and nailed down hard enough to dish out some serious pain as a track day weapon.
Lastly, but importantly, it has been engineered for track-day durability. The claim is there ‘in black and white' in Lexus marketing - surely signalling a clear intent to stand behind the claim.
TMR VERDICT | OVERALL
If there was one word for the RC F, it would be “consummate".
Individual, muscular, this is such a complete and wholly satisfying high-performance luxury coupe.
Its greatest failing, for some, will be that it isn't German (but that isn't the RC F's failing).
Look beyond the price advantage, the premium craftsmanship and fastidious attention to detail, and you'll find a raw-boned V8 heart that puts its 530Nm to the tarmac with an iron fist.
The RC F sounds great, it looks sensational, it sticks like glue and it is a missile on road or track.
I've driven it, and I'd have one in a heartbeat. (Ah… but for that collapsed wallet…)
PRICING (excludes on-road costs)
RC F - 5.0 litre V8 - $133,500
RC F Carbon - 5.0 litre V8 - $147,500
MORE: RC F News & Reviews | Lexus RC | Performance Cars
05-14-15, 04:32 AM
#1088
Lexus Champion
Thread Starter
Meet the man that brought you the 2015 Lexus RC F and Supra
Torque News Story http://www.torquenews.com/1083/meet-...rc-f-and-supra
Yukihiko Yaguchi is the Chief F cars designer at Lexus. Here’s why he matters to Lexus fans.
French cuffs and no tie. If that doesn’t sum up the Lexus RC F as a metaphor, what does? Formal, but relaxed at the same time. We noticed this was Yukihiko Yaguchi’s look when we pulled the above profile image off of one of his many public social media pages. The RC F is a very interesting vehicle, but the man behind that car is even more interesting.
..What makes the 2016 RC F special is that it was designed for you – the person who loves to drive and who buys pricey performance Grand Touring cars, but who is not a professional racer. The individual who laid the foundation for that whole concept is Mr. Yaguchi.
Yes, the RC F has now shown the world that it can hang with the best sports coupes in the world, possibly by accident. It’s track time at the hands of an expert rounds to within a second of the BMW M4 on a race track. Independent track testing found the RC F to be slightly faster on-track than the M4 and also the Audi RS 5. Motorweek tested the RC F, and they too say it is capable of hanging with the best on any racetrack. That is not what makes the RC F so special though. The really unusual thing about the RC F is that you would be fastest, and likely have the most fun, driving this car on a track compared to its peers – assuming you don’t make your living as a racer.
Here at Torque News we often call the RC F the modern-day Supra. In fact, shortly after Mr. Yaguchi joined Toyota in 1977 after his mechanical engineering studies were complete he worked on the Supra. He went on to be part of the team that developed all four generations of the Supra. Following that he created a prototype premium car using the Supra’s suspension and engine. That project later morphed into the IS.
Stepping back a bit, Mr. Yaguchi was at Toyota when Lexus was created. Eventually, he was the company’s head of development and planning. He asked to leave that key position to be the lead designer on the IS F.
From the standpoint of a Toyota and Lexus enthusiast what makes Mr. Yaguchi special is that he wants the cars he designs to be for us, not for the mainstream motor press. In an interview on Facebook, he answered a question about the IS F design by asking the interviewer “How do you think we did?” Here is the first hint of his concern for the actual owners and drivers of the cars he designs.
In an Automobile Magazine interview, he further explained the philosophy of F cars saying “The GS F will offer a Lexus F brand performance experience with a focus on fun and an easy-to-drive experience while balancing its street and track character.” Again the emphasis is not on having the best specification sheet, but the best driving experience.
In an excellent story done by Motor Trend that highlighted the vast gap in philosophies between BMW and Lexus, Mr. Yaguchi spells the truth out in plain English when asked about what cars in the market he benchmarked the RC F against, saying “No benchmark. I don't care about the competitors. I want to create what I want, which is a really high-performance car offering driving pleasure to anybody, even regular drivers.”
What we find so interesting about Mr. Yaguchi is that he is designing cars for enthusiasts and “regular drivers” that we can enjoy on public roads and track days. By comparison, some of Lexus’ competitors are simply designing racecars that can be made street-legal. Both have their place in the market, it is just nice that someone out there is designing cars for folks like us to actually enjoy, as opposed to designing street cars that are faster than the competition at all costs.
Yukihiko Yaguchi is the Chief F cars designer at Lexus. Here’s why he matters to Lexus fans.
French cuffs and no tie. If that doesn’t sum up the Lexus RC F as a metaphor, what does? Formal, but relaxed at the same time. We noticed this was Yukihiko Yaguchi’s look when we pulled the above profile image off of one of his many public social media pages. The RC F is a very interesting vehicle, but the man behind that car is even more interesting.
..What makes the 2016 RC F special is that it was designed for you – the person who loves to drive and who buys pricey performance Grand Touring cars, but who is not a professional racer. The individual who laid the foundation for that whole concept is Mr. Yaguchi.
Yes, the RC F has now shown the world that it can hang with the best sports coupes in the world, possibly by accident. It’s track time at the hands of an expert rounds to within a second of the BMW M4 on a race track. Independent track testing found the RC F to be slightly faster on-track than the M4 and also the Audi RS 5. Motorweek tested the RC F, and they too say it is capable of hanging with the best on any racetrack. That is not what makes the RC F so special though. The really unusual thing about the RC F is that you would be fastest, and likely have the most fun, driving this car on a track compared to its peers – assuming you don’t make your living as a racer.
Here at Torque News we often call the RC F the modern-day Supra. In fact, shortly after Mr. Yaguchi joined Toyota in 1977 after his mechanical engineering studies were complete he worked on the Supra. He went on to be part of the team that developed all four generations of the Supra. Following that he created a prototype premium car using the Supra’s suspension and engine. That project later morphed into the IS.
Stepping back a bit, Mr. Yaguchi was at Toyota when Lexus was created. Eventually, he was the company’s head of development and planning. He asked to leave that key position to be the lead designer on the IS F.
From the standpoint of a Toyota and Lexus enthusiast what makes Mr. Yaguchi special is that he wants the cars he designs to be for us, not for the mainstream motor press. In an interview on Facebook, he answered a question about the IS F design by asking the interviewer “How do you think we did?” Here is the first hint of his concern for the actual owners and drivers of the cars he designs.
In an Automobile Magazine interview, he further explained the philosophy of F cars saying “The GS F will offer a Lexus F brand performance experience with a focus on fun and an easy-to-drive experience while balancing its street and track character.” Again the emphasis is not on having the best specification sheet, but the best driving experience.
In an excellent story done by Motor Trend that highlighted the vast gap in philosophies between BMW and Lexus, Mr. Yaguchi spells the truth out in plain English when asked about what cars in the market he benchmarked the RC F against, saying “No benchmark. I don't care about the competitors. I want to create what I want, which is a really high-performance car offering driving pleasure to anybody, even regular drivers.”
What we find so interesting about Mr. Yaguchi is that he is designing cars for enthusiasts and “regular drivers” that we can enjoy on public roads and track days. By comparison, some of Lexus’ competitors are simply designing racecars that can be made street-legal. Both have their place in the market, it is just nice that someone out there is designing cars for folks like us to actually enjoy, as opposed to designing street cars that are faster than the competition at all costs.
05-14-15, 06:18 AM
#1089
“No benchmark. I don't care about the competitors."
Not sure this is totally true. If it is, why are the RC F, the M4 and the RS5 all within a gnat's butt of one another in track performance? They just all happened to end up at the same level?
What he said may be true for overall drivability, not just the track.
Not sure this is totally true. If it is, why are the RC F, the M4 and the RS5 all within a gnat's butt of one another in track performance? They just all happened to end up at the same level?
What he said may be true for overall drivability, not just the track.
05-15-15, 09:41 PM
#1091
Lexus Champion
Join Date: Apr 2011
Location: CA™
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This Lexus RC F video review includes information about performance, handling, interior quality, pricing and how it stacks up to competitors.
http://www.speedhunters.com/2015/05/...-a-lexus-rc-f/
Lexus Australia had kindly left the car at the airport for me to collect. After withstanding the valet attendant’s barrage of questions relating to its value and power output, and convincing him that I was, in fact, the person intended to collect it, I tossed my gear in the trunk, settled into the red leather driver’s seat and set the GPS for Hobart’s town centre.
Initial impressions of the RC F were good – there was the typical Lexus quality to all surfaces and componentry, and the seating position was easily adjusted to to my slightly taller-than-average frame. Styling is subjective of course, but the understated aggression of the coupe was further accented by a metallic grey exterior that would allow the Lexus to blend in to the crowd when necessary. On closer inspection, muscular creases in the bodywork and digital details are revealed that people are sure to either love for their unique Japanese flavour or deplore for their brutal modernism.
I’d read all the reviews (including Dino’s from earlier in the year) and driven an RC 350 loan car a few weeks prior, and as a result my expectations were fairly well set. Cruising around the quiet streets of Hobart I could’ve been in an RC 350 as the visual similarities are strong and the car exhibits a very subdued personality at city speeds.
The cherry on top of this asphalt cake is that Tasmania’s relative remoteness and sparsity leaves the cross-country touring routes relatively free from traffic. Of course, when overtaking was occasionally required the 5.0-litre happily obliges with 467 horses to get the job done quickly and efficiently.
The engine is the star of the RC F show and above every other element of the car has made the strongest impression on this writer. It’s been said before, but I will echo the sentiment that the eventual replacement of these high-revving powerplants by the torquey and emissions-compliant turbo units will be a sad day. While you don’t receive the instant shove in the back that a turbo (think R35 GT-R) delivers, the way the engine builds to a powerful crescendo is absolutely intoxicating and engaging beyond what the VR38DETT could ever imagine. Even compared to another very special atmo’ V8 in an Aston Martin Vantage I drove a few years back, the Lexus V8 entices the driver to explore the upper rev ranges and does a much better job of rewarding him once there.
As is the case with any current-day performance car, the right sequence of switches, toggles or ***** must be adjusted to electronically configure the driving mode and extract the best from the car. By day two of the trip this was starting to make sense, but initially had me rather confused trying to find the sweet-spot between drive modes, auto/manual shifting, traction and differential settings. To save you my initial frustration apply the following: for cruising or ‘A to B’ transit don’t touch anything and stay in normal mode – the car is smarter than you.
For the winding ribbons of Tasmanian tarmac ‘Sports+’ with manual shifts is the best bet, but leave the differential and traction settings alone unless you have a particular disregard for the welfare of Michelin Pilot Super Sports or your family name is Tsuchiya. The car is still smarter than you but offers up a much greater sensation of control and involvement, ultimately resulting in a more rewarding drive experience.
The RC F is pure aggression in Sports+ mode, the 8-speed auto delivering brutal rapid-fire downshifts and a tightened dynamic platform (steering and suspension primarily) that had my co-driver and I grinning like teenage boys uncovering a stash of contraband. The beauty of these systems is that cosseting Lexus comfort is only a flick of the wrist away – which was an ideal match for our dual-purpose trip to Tasmania. The sacrifice, however, is a reduced level of feedback from the car especially as far as steering is concerned.
As I’m far from a ‘real’ motoring journalist who commutes to work in an Ariel Atom and uses the loaner Audi R8 for rainy days, it’s hard for me not to get excited about driving a 470hp sportscar and gushing positivity to anyone who will listen. Simply speaking as a driver though, I did feel there was a few aspects of the RC F that left a little to be desired. Firstly, the windscreen was a little bit too narrow for my liking – the A-pillar sometimes obscuring the view into long right-handers and leaving me feeling a little removed from the environment.
Secondly, the car’s weight. This has been a sticking point for quite a few journos who have taken issue with the near 2-tonne figure on the scales and the resulting lackluster performance on track. To be honest, the heft only really troubled me driving at or beyond 9/10ths where the car lacked the mid-corner adjustability that would come from being slightly lighter on its feet and could push into understeer.
Following the Targa Tasmania schedule meant early mornings and late nights, with plenty of distance covered in between. Although it felt a little bit wrong to use such a machine for this purpose, the RC F became quite the workhorse while we were on the trail of the rally. It swallowed up camera gear then catapulted us towards our next location repeatedly and without complaint. The cosseting interior became somewhat of a haven, and when driven in a relaxed manner the long drives were restorative rather than draining, which reinforced for me the RC F’s proposition of being a highly capable grand tourer.
We did our part contributing to the local economy mainly through the petrol stations located along our touring route. When kept in the upper rev range the Lexus V8 loves to drink premium unleaded and the digital fuel gauge can tend to move downwards at a frightening rate. This particular fuel station was actually in its second to last day of operation – come the weekend, the owner was closing up to enjoy his retirement in the beautiful Tasmanian countryside.
The car turned plenty of heads during our trip, not least because of the two shady characters driving it. Even amongst the tough motorsport crowd at the Targa events the Lexus badge clearly held some cred, and an obliging popped hood would attract silent nods and stroked chins. There’s not much to see in engine bays these days, but people still feel the need to look – an amusing relic of times past.
As for the car? Well I’ve added it to my exclusive ‘want’ list that just seems to get longer and longer the more cars I drive. Now to start planning the next road trip!
Initial impressions of the RC F were good – there was the typical Lexus quality to all surfaces and componentry, and the seating position was easily adjusted to to my slightly taller-than-average frame. Styling is subjective of course, but the understated aggression of the coupe was further accented by a metallic grey exterior that would allow the Lexus to blend in to the crowd when necessary. On closer inspection, muscular creases in the bodywork and digital details are revealed that people are sure to either love for their unique Japanese flavour or deplore for their brutal modernism.
I’d read all the reviews (including Dino’s from earlier in the year) and driven an RC 350 loan car a few weeks prior, and as a result my expectations were fairly well set. Cruising around the quiet streets of Hobart I could’ve been in an RC 350 as the visual similarities are strong and the car exhibits a very subdued personality at city speeds.
The cherry on top of this asphalt cake is that Tasmania’s relative remoteness and sparsity leaves the cross-country touring routes relatively free from traffic. Of course, when overtaking was occasionally required the 5.0-litre happily obliges with 467 horses to get the job done quickly and efficiently.
The engine is the star of the RC F show and above every other element of the car has made the strongest impression on this writer. It’s been said before, but I will echo the sentiment that the eventual replacement of these high-revving powerplants by the torquey and emissions-compliant turbo units will be a sad day. While you don’t receive the instant shove in the back that a turbo (think R35 GT-R) delivers, the way the engine builds to a powerful crescendo is absolutely intoxicating and engaging beyond what the VR38DETT could ever imagine. Even compared to another very special atmo’ V8 in an Aston Martin Vantage I drove a few years back, the Lexus V8 entices the driver to explore the upper rev ranges and does a much better job of rewarding him once there.
As is the case with any current-day performance car, the right sequence of switches, toggles or ***** must be adjusted to electronically configure the driving mode and extract the best from the car. By day two of the trip this was starting to make sense, but initially had me rather confused trying to find the sweet-spot between drive modes, auto/manual shifting, traction and differential settings. To save you my initial frustration apply the following: for cruising or ‘A to B’ transit don’t touch anything and stay in normal mode – the car is smarter than you.
For the winding ribbons of Tasmanian tarmac ‘Sports+’ with manual shifts is the best bet, but leave the differential and traction settings alone unless you have a particular disregard for the welfare of Michelin Pilot Super Sports or your family name is Tsuchiya. The car is still smarter than you but offers up a much greater sensation of control and involvement, ultimately resulting in a more rewarding drive experience.
The RC F is pure aggression in Sports+ mode, the 8-speed auto delivering brutal rapid-fire downshifts and a tightened dynamic platform (steering and suspension primarily) that had my co-driver and I grinning like teenage boys uncovering a stash of contraband. The beauty of these systems is that cosseting Lexus comfort is only a flick of the wrist away – which was an ideal match for our dual-purpose trip to Tasmania. The sacrifice, however, is a reduced level of feedback from the car especially as far as steering is concerned.
As I’m far from a ‘real’ motoring journalist who commutes to work in an Ariel Atom and uses the loaner Audi R8 for rainy days, it’s hard for me not to get excited about driving a 470hp sportscar and gushing positivity to anyone who will listen. Simply speaking as a driver though, I did feel there was a few aspects of the RC F that left a little to be desired. Firstly, the windscreen was a little bit too narrow for my liking – the A-pillar sometimes obscuring the view into long right-handers and leaving me feeling a little removed from the environment.
Secondly, the car’s weight. This has been a sticking point for quite a few journos who have taken issue with the near 2-tonne figure on the scales and the resulting lackluster performance on track. To be honest, the heft only really troubled me driving at or beyond 9/10ths where the car lacked the mid-corner adjustability that would come from being slightly lighter on its feet and could push into understeer.
Following the Targa Tasmania schedule meant early mornings and late nights, with plenty of distance covered in between. Although it felt a little bit wrong to use such a machine for this purpose, the RC F became quite the workhorse while we were on the trail of the rally. It swallowed up camera gear then catapulted us towards our next location repeatedly and without complaint. The cosseting interior became somewhat of a haven, and when driven in a relaxed manner the long drives were restorative rather than draining, which reinforced for me the RC F’s proposition of being a highly capable grand tourer.
We did our part contributing to the local economy mainly through the petrol stations located along our touring route. When kept in the upper rev range the Lexus V8 loves to drink premium unleaded and the digital fuel gauge can tend to move downwards at a frightening rate. This particular fuel station was actually in its second to last day of operation – come the weekend, the owner was closing up to enjoy his retirement in the beautiful Tasmanian countryside.
The car turned plenty of heads during our trip, not least because of the two shady characters driving it. Even amongst the tough motorsport crowd at the Targa events the Lexus badge clearly held some cred, and an obliging popped hood would attract silent nods and stroked chins. There’s not much to see in engine bays these days, but people still feel the need to look – an amusing relic of times past.
As for the car? Well I’ve added it to my exclusive ‘want’ list that just seems to get longer and longer the more cars I drive. Now to start planning the next road trip!
05-16-15, 07:08 PM
#1092
Lexus Champion
Thread Starter
Edmonds... please...the same old German "safe" story line. God forbid Lexus should break from the German pack...and they did.
He has wrong performance stats, and he does not strike me as being one to test the limits of any car on the road or track.
A 4.2 run is fast enough for me on the streets. It's the mid-range acceleration that separates this car from the lagging and boosting German competitors.
With that said, V8s are not for everyone. You actually have to work to extract the power and experience.
This whining editor's attempt to provide a deep review has resulted in a very shallow piece that obviously reflects nothing more than his daring jaunt through the countryside at the legal limits.
Sorry Edmonds, but this review makes little sense and reflects a lack of experience and understanding of how this car can outperform the German competition.
The very fact that he compares the RC 350 to the F is ridiculous. He is way out of his comfort zone.
He has wrong performance stats, and he does not strike me as being one to test the limits of any car on the road or track.
A 4.2 run is fast enough for me on the streets. It's the mid-range acceleration that separates this car from the lagging and boosting German competitors.
With that said, V8s are not for everyone. You actually have to work to extract the power and experience.
This whining editor's attempt to provide a deep review has resulted in a very shallow piece that obviously reflects nothing more than his daring jaunt through the countryside at the legal limits.
Sorry Edmonds, but this review makes little sense and reflects a lack of experience and understanding of how this car can outperform the German competition.
The very fact that he compares the RC 350 to the F is ridiculous. He is way out of his comfort zone.
Last edited by ISF001; 05-17-15 at 06:10 AM.
05-16-15, 08:40 PM
#1094
Would greatly appreciate it if we could just stop the bashing of every single unfavourable review, there are so many reviews out by now that we all know what to believe/what not to and most of us would have test driven the car by now. Just makes the whole forum seem immature and we can all form our own balanced opinions. Thank you.
05-17-15, 04:26 AM
#1095
Lexus Champion
Thread Starter
Sorry Mate, but there are superficial, quick-to-know reviewers who make assumptions based on little behind-the-wheel experience. It is amazing as to how much some think they can glean from a short-lived test drive.
The MotorWeek review based on days of hard driving is probably the most authentic to date.
Any writer needs to be held accountable. As such, we as not only car enthusiasts but critics have the right to question their assumptions, particularly if the foundation for such assumptions is weak. This contributes to arriving at balanced opinions. This is an analytical and not immature process.
The MotorWeek review based on days of hard driving is probably the most authentic to date.
Any writer needs to be held accountable. As such, we as not only car enthusiasts but critics have the right to question their assumptions, particularly if the foundation for such assumptions is weak. This contributes to arriving at balanced opinions. This is an analytical and not immature process.
Would greatly appreciate it if we could just stop the bashing of every single unfavourable review, there are so many reviews out by now that we all know what to believe/what not to and most of us would have test driven the car by now. Just makes the whole forum seem immature and we can all form our own balanced opinions. Thank you.
Last edited by ISF001; 05-17-15 at 06:11 AM.