ISF001

Rick is right, and I need to man up in this one: the 2014 ruling made the F1 mandated weight distribution ruling approximately 45% front and 55% rear.

ISF001

Lexus RC-F coupe
A V8-powered haunting halo
By Mark Maynard

This review is based on logging 200 miles in the RCF. His times were reasonably good considering his lack of familiarity with the car.

Article

The high-performance RC-F uncovers a performance pulse itching to get out of this lux division of Toyota.

Lexus has played it safe for so long that I had little expectations for a test drive of its new RC-F coupe. Evolutionary improvements, not-quite-there performance (the LFA supercar excluded), the flourish of cosmetic styling cues and that big “spindle” grille do not a fast car make. Until now, at least.

The high-performance RC-F uncovers a performance pulse itching to get out of this lux division of Toyota. It is the halo of the new RC coupe lineup, which shares some architecture with the IS sedan, but it’s built as a sports car.

Coupes – the two-door, four-style format – are a “lifestyle” vehicle and appeal to a limited group of buyers. They are sexy to behold but high-maintenance partners, mostly due to long doors, hard suspensions, low seats, compromised sightlines and cruise-ship turning circles.

Got a tall friend who wears a cowboy hat? He’ll fit comfortably in the 10-way power adjustable passenger seat. Sightlines over the hood and at the side mirrors are remarkably uncomplicated (for a coupe)

It can’t be dumb luck that the RC coupe resolves all of those issues. It’s the engineering that makes this car a contender with such coupes as the Audi A5, BMW 4-Series, Cadillac ATS, Infiniti Q60 and Mercedes-Benz C-Class.

It is sold in mainstream versions of the RC 350 and RC 350 F-Sport, both with a 306-horsepower V-6 and a choice of rear- or all-wheel drive. RWD gets an eight-speed automatic; the AWD a six-speed. Pricing starts at $43,715 and the sportier looking RC F-Sport at $48,800, including the required packages. AWD adds $2,235. Special colors, such as Molten Pearl (metallic orange), Infrared or Ultrasonic Blue Mica 2.0 are $595 options. Pricing includes the $925 freight charge from Japan.

Driving enthusiasts will be happy to pay for the 350 F-Sport with its Adaptive Variable Suspension, rear-wheel steering, Sport-plus driving mode and the range of badass and in-your-face styling extras.

467-hp, 5.0-liter V-8: 0-60 mph in 4.4 seconds.
But it is the RC-F that gets pumped into sex-jet status. The test car stickered at $73,535, which seemed a fair price when a Corvette will cost as much and has less function.

The 467-hp, 5.0-liter V-8 in the RC-F is an advanced design with direct and port injection and variable valve timing for intake and exhaust. But the power peaks at a high 7,100 rpm and the peak 389 foot-pounds of torque is high but constant from 4,800 to 5,600 rpm.

The Brembo brakes are track ready with high-friction pads.
Lexus cites 0-60 mph in 4.4 seconds, but at times the launch force seems flat-footed. And why stop at 467-hp and not the new benchmarks of 500-hp and higher?

Fuel economy of 16 mpg city, 25 highway and 19 mpg combined is acceptable and I was averaging 20-plus. Premium fuel is required.


While there is power in the package, it’s still a couple of calibrations away from visceral. Sport-plus is a half-step up from Sport, but it’s not as intense as the Sport-plus that Acura gives its TSX sedan. And the RC-F is a stout car, weighing 3,958 pounds. When hard on the gas, an engine sound resonator kicks in and sounds ferocious – but it also sounds canned.

The RC-F may be heavier than some in the segment and not as powerful or as intense, but it more than compensates with everyday drivability.

Got a tall friend who wears a cowboy hat? He’ll fit comfortably in the 10-way power adjustable passenger seat. And those front seats are fully supportive and well bolstered – and without giving a wedgie when sliding into position. Nor does the entry height require yoga flexibility to drop in or hoist out of the car.

The interior design is contemporary and advanced-looking with speed lines, bevels, flat-finishes, carbon fiber, touch-sensitive controls, LCD gauges, pseudo suede and a black headliner. All necessary controls are within finger’s reach.

I racked up an enjoyable 200 miles on a Saturday on variety of road surfaces, including concrete and rain-grooved Interstates, and the suspension responded with calm and compliance. It’s firm but never jarring. The Michelin Pilot Sport PS2 tires are smooth rolling with tenacious grip.

Sightlines over the hood and at the side mirrors are remarkably uncomplicated (for a coupe), and that means no guesswork to nail the apex – or not nailing the pedestrian in the crosswalk. The steering weight is right and responsive in each performance mode. And the brakes are track ready with high-friction pads and Brembo 15-inch vented front discs with six-piston calipers and 13.6-inch vented discs rear with four-piston calipers. There wasn’t a brake squeal or grab in my week of driving. And the turning circle of 35.4 feet is unreal, compared to 40 feet for the BMW M4.

The RC is a red-hot poker in street view, but it’s not too hot to handle.

2015 Lexus RC-F
Body style: compact, 4-seat coupe in rear- or AWD

Engine: 467-hp, 32-valve, direct-injection 5.0-liter V-8; 389 lb.-ft. torque from 4,800-5,600 rpm

Transmission: 8-spd Sport Direct Shift automatic with paddle shifters and manual mode

0-60 mph: 4.4 sec.

Fuel economy: 16/25 mpg city/hwy.; premium required

Fuel tank: 17.4 gal.

Trunk space: 10.1 cu. ft.

Front head/leg/shoulder room: 36.5/45.4/54.7 in.

Rear head/leg/shoulder room: 34.6/27.3/50.8 in.

Length/wheelbase: 185.2/107.5 in.

Curb weight: 3,958 lbs.

Turning circle: 35.4 ft.

Standard equipment includes: keyless entry with push-button ignition, black NuLuxe interior, hand-finished aluminized interior trim, 10-way power driver seat, 8-way power front passenger seat, 19-inch forged BBS wheels and Michelin Pilot Sport PS2 (255/35 front, 275/35 rear), puddle lamps, scratch-resistant clear coat paint, power (heated) side mirrors, folding back seat, 10-speaker audio system, Lexus Enform app suite, Siri Eyes Free, power tilt-telescoping steering wheel, sound-absorbing sun visors with vanity mirrors

Safety features include: 8 air bags (including front knee bags), ABS, brake-force distribution, brake assist, traction and stability controls

Base price: $63,325, including $925 freight charge; price as tested $73,535

Options on test vehicle: torque vectoring rear differential $1,750; 19-inch hand-polished 20-spoke forged alloy wheels $1,500; leather trimmed seats $800; navigation system $1,760, includes a rearview camera; precollision system $500; premium package $3,900

Where assembled: Japan

Warranty: 4-years/50,000-miles bumper to bumper; 5-years/70,000-miles powertrain

I racked up an enjoyable 200 miles on a Saturday on variety of road surfaces, and the suspension responded with calm and compliance.
===========

Mark.Maynard@UTSanDiego.com and Facebook.com/MaynardsGarage.

ISF001

Welcome to the all-new Lexus RC F. With aggressive styling, outrageous paint schemes (subdued colors are available) and a naturally aspirated V8, the RC F is Lexus heavyweight challenge to the German sport coupe incumbents.

But first, we must bring up the elephant in the room. The one statistic that every petrolhead is talking about – weight. The RC F is by no means a lightweight sports coupe. In fact, it weights a whopping 3,958 pounds (without the optional torque vectoring differential). That figure, while not out of place in a modern luxury sedan, surely doesn’t seem suitable for a modern sports coupe. In a game of Top Trumps, the RC F wouldn’t be able to hold a candle to the likes of the BMW M4, which is approximately 360 pounds lighter (the M4 weighs in at just over 3,600 pounds).

So, why all this additional weight? The answer is actually a simple one – technical necessity and cost savings. Rather than develop a modified version of the already sport-tuned IS platform, Lexus engineers took a more radical approach. In order to achieve the rigid chassis required of a sports coupe, engineers created what we would colloquially refer to as a “mashup”. The chassis of the RC F is actually a combination of three different cars. The front section is borrowed from the wide-body GS, the middle portion is pulled from the previous generation IS convertible and the rear section is taken from the current-gen IS.

Utilizing the Frankencoupe (our term, not theirs) concept in the design of the RC F helped create an extremely rigid, workable chassis without incurring the expenses of developing or modifying a bespoke unit.

So how did Lexus overcome such a weight penalty? With pure-bred, naturally-aspirated V8 power. Under the hood sits a heavily tuned version of Lexus’s 5.0-liter V8 engine. While nearly all of its rivals are going the route of turbocharging, the RC F remains the last bastion of pure, unadulterated V8 horsepower. And for that, we applaud Lexus. While the engine in the RC F may, in spirit, be an off-the-shelf Lexus unit, the reality is much different. Compared to the V8 used in the IS F, the new version shares only the aluminum engine block. So, while the hot-rod concept of “just throw a V8 in it” may be an idyllic one, the reality here is much more precise and thought out.

2015 Lexus RC F Review Front

The V8 in the RC F produces a potent 467 hp and 398 lb-ft of torque thanks in part to new cams, headers, valves as well as a veritable Christmas list of other performance upgrades. The addition of these performance modifications allowed engineers to increase the redline from 6,800 to 7,300 rpm – and boy does this engine sing! Compared to the turbocharged, electronically enhanced engine note of the M4, the wash of noise from the RC F’s V8 is intoxicating.

Accelerating from standstill, you will find yourself hitting 60 mph in just a hair under 4.5 seconds. In our testing, we were able to consistently hit a 0-60mph time in the range of 4.4-4.7 seconds. Keep your foot planted and you will hit an electronically limited top speed of 168 mph. Stopping power comes courtesy of 14.9” Brembo six-piston calipers in the front and 13.5” Brembo four-piston calipers in the rear.

Interior accoutrements are standard Lexus affair – lots of leather and refined materials. Dabs of alcantara and blue/white contrast stitching serve as a subtle reminder that you’re driving something a bit more special than your standard IS 250. The “F” spec sport seats, while not being quite as supportive as the offerings available from BMW (personal preference), are adequately bolstered for spirited driving. And on warm California days, the cooled seats are one of the options I’d likely tick on my order sheet (cooled seats come as part of the optional Premium Package).

2015 Lexus RC F Review Side

The electrically boosted power steering in the RC F is confidence inspiring at both low and high speeds and everywhere in between. And with how quickly this thing picks up speed, confidence-inspiring steering is of utmost importance. All of the clever engineering that went into the chassis of the RC F is apparent from the moment you hit the gas. When pushed, the chassis is stiff, compliant and predictable in its reactions to road surfaces, grip levels and steering inputs.

The low speed presence and high speed stability of the RC F means that the car is immediately more approachable than many other performance coupes in the segment. The predictable, workable nature of the RC F’s handling means that even drivers of average skill level can enjoy driving quickly without fear of the car snapping unexpectedly.

In essence, the RC F was not created to be an out-and-out track destroyer. Sure, it will demolish any track you put it on, but that doesn’t define the car’s personality in the way that some German cars do.

Is the suspension too stiff for some people? Probably. Is it the fastest, most track-focused sports coupe you can buy? Nope. Will it put a smile on your face every time you’re behind the wheel? Absolutely.

In a world dominated by lap times, sometimes you want a car that is just fun to drive every day. And that is what the RC F is – pure, unadulterated, V8-powered, fun.


- See more at: http://m.gtspirit.com/2015/05/07/201....9fSrN2E8.dpuf

ISF001

johnnyreb

Thanks for Sharing ISF! Your SPOT ON my Friend!

TsunamiF

ISF001

5.6? OMG...my mother is faster in the car.

ISF001

ISF001

just-auto homeNews & insightsAnalysis
VEHICLE ANALYSIS: Lexus RC F & future brand plans
By Glenn Brooks | 29 May 2015Font size Email Print

http://www.just-auto.com/analysis/le..._id158840.aspx


RC F costs from £60,995 (Azure Blue paint is another £625)
View 5 related images
Lexus sales are soaring in the UK, and all across the European continent, even in Germany. What's happened? New products, in short. Arguably the best of the lot is the F version of the RC, a true super-coupe.

At 4.7 metres long, the RC is Lexus’ answer to the BMW 4 Series, Audi A5/S5 and the future Mercedes-Benz C-Class coupe. In the UK, the shorter but very pricey F-TYPE is another rival. At 2,070mm across, including mirrors, the Japanese car is close to being too wide for Britain’s typically narrow parking spaces and garages. The Jaguar is wider still, which might be another reason why it’s still a rare sight on British roads despite having been on sale for two years now.

The width is surely one of the reasons why the RC F corners with almost no body roll. In as-tested form, there’s also little in the way of traction issues, despite drive being sent to just one axle. That’s due to the optional torque-vectoring differential, which costs a not insubstantial GBP3,500 on top of the GBP60,995 list price.

Is that diff worth the money? For anyone who intends to take part in a track day or two once a year, yes it is. For the rest of us…? Maybe not so much. It certainly helps massively with the fun factor of throwing this car around and being entertained by its complete unwillingness to lose traction.*

Other very impressive attributes include big Brembo brakes. These are 380 x 34 at the front and 345 x 28 at the back. The parking brake is electronic. Something else in the chassis department that’s now become the norm for most cars is electric rather than power-robbing hydraulic assistance for the steering. The downside can be a lack of feedback but in this Lexus that’s not the case. Aside from the much missed LFA, the RC F must surely be the division’s best sports car yet. And I would include the wickedly wild IS F.

The feral version of the old-shape IS was in fact the trailblazer for the RC F. It had the same stacked exhaust tips and its V8 engine was also a 5.0-litre V8, sending drive the rear wheels via an eight-speed automatic gearbox. We can blame Euro 6 emission laws for the mere 477hp (351kW) of the RC’s 4,969cc V8. This is delivered at 7,100rpm and yes, it does indeed scream its way to the redline. Torque? That’s 530Nm at a very un-V8 like 4,800-5,600rpm. This is certainly no old-school big capacity, lazy V8 - the IS F’s 500hp unit was tuned by Yamaha and you can well believe that this latest one is too.

The ears might thrill to the sound of the engine, and the downshifts will tingle the hairs on the back of your neck if you play with the paddles to decelerate, but there is additional pleasure to be had for your sense of touch. This comes from the haptic controller for the Navi system, with temperature adjustments made via a finger touch to the electrostatic switches. You can just slide them up and down too.

The interior is unlike that of its rivals, and that’s no bad thing. Lexus really is beginning to set some standards, while almost all competitors go off in the same direction as Audi. The German brand does of course come up with some marvellously elegant designs but it’s refreshing to see a totally different take on a sportscar’s cockpit.*

Outside, it’s even more of a strident statement. You almost feel as though you could scythe someone who brushes too close to the car, such is the angularity of the front end, sides and rear. There is some fuss to the detailing here and there - perhaps the aero pack is a tad OTT - but this is one distinctive design. And with only around 200 cars to be imported this year, you’re unlikely to see someone else in your neighbourhood twinning themselves with your sense of taste.

The basic shape of this coupe was previewed by the LF-CC concept at the Paris motor show in September 2012. The design study was powered by the first application of Toyota's 2.5-litre four-cylinder hybrid powertrain in a rear-wheel drive configuration.

While the F only went on sale in the UK a few months back, the RC itself was previewed at the Tokyo motor show in November 2013. The RC 350 Coupe and RC 300h Coupe were the first variants, with the F added following its debut at the Detroit auto show in January 2014. North America is this model series’ largest market, with 17,000 cars from the RC range expected to be sold by Toyota Motor Sales USA this calendar year.

What’s next, you ask? It’s believed to be an RC 460 to sit above the 350 and the hybrid but below the F. That should probably appear in calendar 2016 for North America’s 2017 model year. A convertible is surely also on the way, but Lexus is keeping quiet about this. Probably there will be a concept at the LA show in November.*

Other Lexus vehicles in the future product pipeline include a new generation of the big LX 4x4, which will again be based upon the Land Cruiser. This will be aimed mainly at the US and the Middle East, places where its rival the Cadillac Escalade sells well, along with Russia. Next year should also see the arrival of the TX, an additional crossover model. This seven-seater is to be based upon the new RX and it will also serve as the successor for the GX: this body-on-frame SUV is being phased out.

It’s going to be a fairly hectic 2016 for the brand, if the next generation LS also shows up then, as it is believed to be on schedule to do. Then within the following twelve months will be the launch of the second generation CT. This time around it should also offer a non-hybrid powertrain in some markets, as the petrol-electric and CVT combination of the current model hasn’t been to everyone’s taste.

It’s almost hard to imagine anyone not turning their head when an RC F goes past, especially at higher revs and you can’t say that of the smaller CT hatchback. In fact putting the two side by side shows just what a leap Lexus styling has made in the last two years. Buyers in Europe seem to love what’s going on with this new design direction: brand sales were up by 41% in April (source: ACEA) and 36% for the year to date, to 13,149. Much of that is down to the addition of the NX crossover but the RC is also putting in a far stronger appearance than the IS C, its coupe-cabrio predecessor ever did.*

British buyers are, as ever with Lexus, in the vanguard. In April, the brand sold over 1,000 vehicles here, these 1,044 registrations representing a surge of 51%. Just 108 more would have been enough to outsell Jaguar in its home market. It might have taken over 25 years in the UK and Europe in general but Lexus has definitely, finally arrived.

7No

iTrader: (1)

5.6?? My Audi SUV does 4.9 here in Colorado.

Venturi

again, they are over a mile above sea level, makes a huge difference in performance


I don't know about the rc f, but for the gtr, the software accommodated for altitude. Maybe there needs to be an update

DrRick

Forced induction is affected nearly as much by altitude as naturally aspirated vehicles...

05RollaXRS

Incorrect. N/A engines are affected by altitude far more than turbo engines. Video shot by these "Mash Up" guys showed a BMW 235i was quicker than a Lexus IS-F at 5000 feet above sea level despite having 100 more HP at the crank.

Similarly, in South Africa, an E92 M3 has actually been deemed only as quick as a 335i due to altitude.

Here is a good explanation of turbochargers vs N/A engines at high altitude

https://www.gtplanet.net/forum/threa...thread.119089/

4TehNguyen

iTrader: (1)

turbos can still make boost at high altitudes, but the thinner air means more turbo lag. I am an NA guy but if I lived at high altitude I would get a turbo. Good thing I live in texas

suprasupra

If I lived at high altitude I would get a Tesla it doesn't care how thin the air is