Lexus Considering More Potent RC F Variant
10-03-14, 07:13 PM
#16
I come from road racing motorcycles. Cars, for the most part, are really slow. I was riding 8 and 9 second 1/4 mile bikes in 1990 because I worked in a shop building the engines for them. My fully street legal bike ran 11.04 at 126 mph in 1991 with me on it and I'm not small or light. The IS-F does not feel fast to me, nor will the RCF. It doesn't mean there are not fast cars out there - I have friends with APU Supras as quick and much faster than the bikes I built 24 years ago. So I have some pretty hard to beat benchmarks.
I'll test drive an RCF, you can count on that, but I won't expect it to be anything like the Supras of yore. Even they were difficult to tune at first, and impossible to tune with the factory ECM. With the advent of Toyota's own operating system, I really doubt there is any hope for getting more from any Toyota platform without massively breaking functionality because they design so much interdependence into their multitude of ECUs in their late model cars.
I'll test drive an RCF, you can count on that, but I won't expect it to be anything like the Supras of yore. Even they were difficult to tune at first, and impossible to tune with the factory ECM. With the advent of Toyota's own operating system, I really doubt there is any hope for getting more from any Toyota platform without massively breaking functionality because they design so much interdependence into their multitude of ECUs in their late model cars.
10-04-14, 05:05 AM
#17
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I'll test drive an RCF, you can count on that, but I won't expect it to be anything like the Supras of yore. Even they were difficult to tune at first, and impossible to tune with the factory ECM. With the advent of Toyota's own operating system, I really doubt there is any hope for getting more from any Toyota platform without massively breaking functionality because they design so much interdependence into their multitude of ECUs in their late model cars.
I hope this is the case and suspect this since I'm not sure how good a competitor a 460-470 hp GSF will be against the E63/M5/RS6...unkess their goal is to only compete with the normal 550/e550/S6 which could be their strategy as well. But then I wouldn't have it the F badge at that point.
10-04-14, 12:32 PM
#18
I'd be really interested in knowing how much more they can get out of this motor. Mercedes had a similar philosophy and hp differential with the naturally aspirated 6.2 L M156 V8, and the different rating in the c63 vs other AMGs, but we're the same engine just detuned.
I hope this is the case and suspect this since I'm not sure how good a competitor a 460-470 hp GSF will be against the E63/M5/RS6...unkess their goal is to only compete with the normal 550/e550/S6 which could be their strategy as well. But then I wouldn't have it the F badge at that point.
I hope this is the case and suspect this since I'm not sure how good a competitor a 460-470 hp GSF will be against the E63/M5/RS6...unkess their goal is to only compete with the normal 550/e550/S6 which could be their strategy as well. But then I wouldn't have it the F badge at that point.
10-04-14, 02:35 PM
#19
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If you've driven the 991, it doesn't really scare you at all unless you're REALLY trying hard. A lot of hardcore Porsche enthusiasts have actually complained that it's been made too safe. Porsche's reply has been that it's made the performance more accessible to the vast majority of it's market. It has the GT3/GT2 for the "hardcore" crowd.
10-04-14, 05:37 PM
#20
Actually, the 911 has actually been fairly easy to drive from the 996 onwards (except for the GT3, although that's been dialled back a little in the most recent variant). Have to go back to the 993 or earlier for it to actually bite.
If you've driven the 991, it doesn't really scare you at all unless you're REALLY trying hard. A lot of hardcore Porsche enthusiasts have actually complained that it's been made too safe. Porsche's reply has been that it's made the performance more accessible to the vast majority of it's market. It has the GT3/GT2 for the "hardcore" crowd.
If you've driven the 991, it doesn't really scare you at all unless you're REALLY trying hard. A lot of hardcore Porsche enthusiasts have actually complained that it's been made too safe. Porsche's reply has been that it's made the performance more accessible to the vast majority of it's market. It has the GT3/GT2 for the "hardcore" crowd.
and don't ever forget the porsche gt
10-04-14, 05:38 PM
#21
I'd be really interested in knowing how much more they can get out of this motor. Mercedes had a similar philosophy and hp differential with the naturally aspirated 6.2 L M156 V8, and the different rating in the c63 vs other AMGs, but we're the same engine just detuned.
I hope this is the case and suspect this since I'm not sure how good a competitor a 460-470 hp GSF will be against the E63/M5/RS6...unkess their goal is to only compete with the normal 550/e550/S6 which could be their strategy as well. But then I wouldn't have it the F badge at that point.
I hope this is the case and suspect this since I'm not sure how good a competitor a 460-470 hp GSF will be against the E63/M5/RS6...unkess their goal is to only compete with the normal 550/e550/S6 which could be their strategy as well. But then I wouldn't have it the F badge at that point.
10-06-14, 10:36 AM
#22
Lexus Champion
I think they put the power at a resprectable level for this class. Its not hard to get more from this engine. If the gt3 is making 540hp, then thats 70hp more than the street car. Itll be interesting to see what the gt3 version revs to! That may give us an idea of what can be done. Gt3's are pretty close to production in terms of engine, with a few modifications allowed.
10-06-14, 02:30 PM
#23
Yaguchi will only open this up if he uses the right components and materials, and I believe we are now into $100,000 for the car. An Additional $15,000 might be justified if you are racing it. I am not racing my RCF TVD. It's for fun...period.
10-06-14, 02:38 PM
#24
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With the right stroke, 5 liters can make 625 hp fairly reliably, but not Lexus reliably. More like Ferrari reliably.
A wise engine builder named John Lingenfelter said many years ago, the first task in building an engine is to decide where in the rpm range it needs to make best torque. Street and race have very different requirements. The more race, the more the torque is narrow and focused on high rpm to deliver the most possible power while still being useful at the track, and without a lot of concern for service life. The more street, the more torque is mid-range, flat, and broad to allow the driver the convenience of not having the engine sound frantic when leisurely pulling away from a stop light and provide a service life with minimal maintenance and warranty claims in excess of 150k miles.
With the advent of all the computer controls over throttlebody and gearbox, the manufacturers can get away with things they would never be able to consider 10 or 15 years ago. People then had to be smart enough to take advantage of what they built. Today, they just need to know how to press on the gas and brake. Engine tuning is more for NVH and emissions control than anything else.
But soon enough we'll all have electric motors and we'll be talking about hotrodding armatures and coils. The good news is electric motors have absolutely flat torque curves, and they have full torque available at zero rpm.
A wise engine builder named John Lingenfelter said many years ago, the first task in building an engine is to decide where in the rpm range it needs to make best torque. Street and race have very different requirements. The more race, the more the torque is narrow and focused on high rpm to deliver the most possible power while still being useful at the track, and without a lot of concern for service life. The more street, the more torque is mid-range, flat, and broad to allow the driver the convenience of not having the engine sound frantic when leisurely pulling away from a stop light and provide a service life with minimal maintenance and warranty claims in excess of 150k miles.
With the advent of all the computer controls over throttlebody and gearbox, the manufacturers can get away with things they would never be able to consider 10 or 15 years ago. People then had to be smart enough to take advantage of what they built. Today, they just need to know how to press on the gas and brake. Engine tuning is more for NVH and emissions control than anything else.
But soon enough we'll all have electric motors and we'll be talking about hotrodding armatures and coils. The good news is electric motors have absolutely flat torque curves, and they have full torque available at zero rpm.
10-06-14, 08:53 PM
#25
With the right stroke, 5 liters can make 625 hp fairly reliably, but not Lexus reliably. More like Ferrari reliably.
A wise engine builder named John Lingenfelter said many years ago, the first task in building an engine is to decide where in the rpm range it needs to make best torque. Street and race have very different requirements. The more race, the more the torque is narrow and focused on high rpm to deliver the most possible power while still being useful at the track, and without a lot of concern for service life. The more street, the more torque is mid-range, flat, and broad to allow the driver the convenience of not having the engine sound frantic when leisurely pulling away from a stop light and provide a service life with minimal maintenance and warranty claims in excess of 150k miles.
With the advent of all the computer controls over throttlebody and gearbox, the manufacturers can get away with things they would never be able to consider 10 or 15 years ago. People then had to be smart enough to take advantage of what they built. Today, they just need to know how to press on the gas and brake. Engine tuning is more for NVH and emissions control than anything else.
But soon enough we'll all have electric motors and we'll be talking about hotrodding armatures and coils. The good news is electric motors have absolutely flat torque curves, and they have full torque available at zero rpm.
A wise engine builder named John Lingenfelter said many years ago, the first task in building an engine is to decide where in the rpm range it needs to make best torque. Street and race have very different requirements. The more race, the more the torque is narrow and focused on high rpm to deliver the most possible power while still being useful at the track, and without a lot of concern for service life. The more street, the more torque is mid-range, flat, and broad to allow the driver the convenience of not having the engine sound frantic when leisurely pulling away from a stop light and provide a service life with minimal maintenance and warranty claims in excess of 150k miles.
With the advent of all the computer controls over throttlebody and gearbox, the manufacturers can get away with things they would never be able to consider 10 or 15 years ago. People then had to be smart enough to take advantage of what they built. Today, they just need to know how to press on the gas and brake. Engine tuning is more for NVH and emissions control than anything else.
But soon enough we'll all have electric motors and we'll be talking about hotrodding armatures and coils. The good news is electric motors have absolutely flat torque curves, and they have full torque available at zero rpm.
10-07-14, 09:37 AM
#26
With the right stroke, 5 liters can make 625 hp fairly reliably, but not Lexus reliably. More like Ferrari reliably.
A wise engine builder named John Lingenfelter said many years ago, the first task in building an engine is to decide where in the rpm range it needs to make best torque. Street and race have very different requirements. The more race, the more the torque is narrow and focused on high rpm to deliver the most possible power while still being useful at the track, and without a lot of concern for service life. The more street, the more torque is mid-range, flat, and broad to allow the driver the convenience of not having the engine sound frantic when leisurely pulling away from a stop light and provide a service life with minimal maintenance and warranty claims in excess of 150k miles.
With the advent of all the computer controls over throttlebody and gearbox, the manufacturers can get away with things they would never be able to consider 10 or 15 years ago. People then had to be smart enough to take advantage of what they built. Today, they just need to know how to press on the gas and brake. Engine tuning is more for NVH and emissions control than anything else.
But soon enough we'll all have electric motors and we'll be talking about hotrodding armatures and coils. The good news is electric motors have absolutely flat torque curves, and they have full torque available at zero rpm.
A wise engine builder named John Lingenfelter said many years ago, the first task in building an engine is to decide where in the rpm range it needs to make best torque. Street and race have very different requirements. The more race, the more the torque is narrow and focused on high rpm to deliver the most possible power while still being useful at the track, and without a lot of concern for service life. The more street, the more torque is mid-range, flat, and broad to allow the driver the convenience of not having the engine sound frantic when leisurely pulling away from a stop light and provide a service life with minimal maintenance and warranty claims in excess of 150k miles.
With the advent of all the computer controls over throttlebody and gearbox, the manufacturers can get away with things they would never be able to consider 10 or 15 years ago. People then had to be smart enough to take advantage of what they built. Today, they just need to know how to press on the gas and brake. Engine tuning is more for NVH and emissions control than anything else.
But soon enough we'll all have electric motors and we'll be talking about hotrodding armatures and coils. The good news is electric motors have absolutely flat torque curves, and they have full torque available at zero rpm.
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