RC F vs GS F, which would you choose?
03-26-15, 05:43 PM
#31
Very underwhelming Lexus, you could have, and should have... done better!
03-26-15, 05:58 PM
#32
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True. But I still firmly believe Lexus failed with the RCF and GSF. They needed to change the motor to either Turbo V8 or Turbo V6. Going with the same motor as the ISF with a new ECU tune *basically* was not enough to make us ISF owners upgrade... They failed to speak to us current owners to say, hey, come get another 150hp with a Turbo V8... The added weight of the RCF and GSF nullify any real gains of the new platform.
Very underwhelming Lexus, you could have, and should have... done better!
Very underwhelming Lexus, you could have, and should have... done better!
The RCF destroys the ISF and looks better/feels more comfortable doing it.
03-26-15, 06:03 PM
#33
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03-26-15, 06:24 PM
#34
03-26-15, 06:46 PM
#35
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I'm actually hoping that they come out with an RX F which would fill more of a need for me than the GS. Drop the same V8 from the RC F and GS F into the new RX and we could have something that could surpass the Macan Turbo with better reliability, better sound, at a lower price.
03-27-15, 04:51 PM
#36
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True. But I still firmly believe Lexus failed with the RCF and GSF. They needed to change the motor to either Turbo V8 or Turbo V6. Going with the same motor as the ISF with a new ECU tune *basically* was not enough to make us ISF owners upgrade... They failed to speak to us current owners to say, hey, come get another 150hp with a Turbo V8... The added weight of the RCF and GSF nullify any real gains of the new platform.
Very underwhelming Lexus, you could have, and should have... done better!
Very underwhelming Lexus, you could have, and should have... done better!
•Cylinder heads and cam covers
•Crankshaft: crank pin diameter, connecting rod big-end bearing size and crank counter-weight size are all reduced, to reduce reciprocating weight
•Crank main bearings and caps
•High-strength forged connecting rods
•Pistons and piston rings
•Titanium inlet and exhaust valves
•Intake manifold and throttle body
•Redesigned Variable Valve Timing-intelligent Electric motor (VVT-iE)
•Revised Lexus D-4S dual injection system
•Four-into-one exhaust headers and heat insulators
•Oil pan and baffle plate
•Alternator clutch system
•Engine and transmission oil coolers
•Spark plugs
Digging Into the Metal
•The new cylinder heads improve the 2UR-GSE engine’s breathing with improved porting and a high-flow/high tumble ratio. In addition, intake surge-tank capacity has been optimized, as have the intake manifold runner length and diameter.
•The new oil pan baffle shape reduces agitation and hence friction, while new air-to-oil coolers for the engine oil and transmission fluid increase track suitability.
•The Lexus D-4S dual-injection system has been redesigned, with higher injection pressure of 2,611 psi and improved fuel atomization.
•The throttle diameter was increased by 10 percent, from 3 to 3.3 inches (84 mm).
•A new intake camshaft profile increases valve lift and suits the Atkinson cycle, while improvements to the electronic VVT-iE system have expanded its range of operation for increased fuel economy and performance.
•New four-into-two exhaust headers help reduce interference and hence further improve engine breathing. The larger-diameter exhaust system is designed to reduce backpressure and sound amazing, especially under acceleration. At the same time, the main muffler keeps things from getting too rowdy at lower speeds.
•As a final touch, the new 2UR-GSE engine has a one-way clutch on the alternator pulley.
03-30-15, 05:29 AM
#37
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Join Date: Jun 2007
Location: Aventura, Florida
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New or redesigned parts include:
•Cylinder heads and cam covers
•Crankshaft: crank pin diameter, connecting rod big-end bearing size and crank counter-weight size are all reduced, to reduce reciprocating weight
•Crank main bearings and caps
•High-strength forged connecting rods
•Pistons and piston rings
•Titanium inlet and exhaust valves
•Intake manifold and throttle body
•Redesigned Variable Valve Timing-intelligent Electric motor (VVT-iE)
•Revised Lexus D-4S dual injection system
•Four-into-one exhaust headers and heat insulators
•Oil pan and baffle plate
•Alternator clutch system
•Engine and transmission oil coolers
•Spark plugs
Digging Into the Metal
•The new cylinder heads improve the 2UR-GSE engine’s breathing with improved porting and a high-flow/high tumble ratio. In addition, intake surge-tank capacity has been optimized, as have the intake manifold runner length and diameter.
•The new oil pan baffle shape reduces agitation and hence friction, while new air-to-oil coolers for the engine oil and transmission fluid increase track suitability.
•The Lexus D-4S dual-injection system has been redesigned, with higher injection pressure of 2,611 psi and improved fuel atomization.
•The throttle diameter was increased by 10 percent, from 3 to 3.3 inches (84 mm).
•A new intake camshaft profile increases valve lift and suits the Atkinson cycle, while improvements to the electronic VVT-iE system have expanded its range of operation for increased fuel economy and performance.
•New four-into-two exhaust headers help reduce interference and hence further improve engine breathing. The larger-diameter exhaust system is designed to reduce backpressure and sound amazing, especially under acceleration. At the same time, the main muffler keeps things from getting too rowdy at lower speeds.
•As a final touch, the new 2UR-GSE engine has a one-way clutch on the alternator pulley.
•Cylinder heads and cam covers
•Crankshaft: crank pin diameter, connecting rod big-end bearing size and crank counter-weight size are all reduced, to reduce reciprocating weight
•Crank main bearings and caps
•High-strength forged connecting rods
•Pistons and piston rings
•Titanium inlet and exhaust valves
•Intake manifold and throttle body
•Redesigned Variable Valve Timing-intelligent Electric motor (VVT-iE)
•Revised Lexus D-4S dual injection system
•Four-into-one exhaust headers and heat insulators
•Oil pan and baffle plate
•Alternator clutch system
•Engine and transmission oil coolers
•Spark plugs
Digging Into the Metal
•The new cylinder heads improve the 2UR-GSE engine’s breathing with improved porting and a high-flow/high tumble ratio. In addition, intake surge-tank capacity has been optimized, as have the intake manifold runner length and diameter.
•The new oil pan baffle shape reduces agitation and hence friction, while new air-to-oil coolers for the engine oil and transmission fluid increase track suitability.
•The Lexus D-4S dual-injection system has been redesigned, with higher injection pressure of 2,611 psi and improved fuel atomization.
•The throttle diameter was increased by 10 percent, from 3 to 3.3 inches (84 mm).
•A new intake camshaft profile increases valve lift and suits the Atkinson cycle, while improvements to the electronic VVT-iE system have expanded its range of operation for increased fuel economy and performance.
•New four-into-two exhaust headers help reduce interference and hence further improve engine breathing. The larger-diameter exhaust system is designed to reduce backpressure and sound amazing, especially under acceleration. At the same time, the main muffler keeps things from getting too rowdy at lower speeds.
•As a final touch, the new 2UR-GSE engine has a one-way clutch on the alternator pulley.
03-30-15, 08:16 AM
#38
03-30-15, 08:20 AM
#39
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Not true, I had street run in vs a modded ISF and me in a stock RCF... there was no comparison at all, the ISF got murdered.
03-30-15, 08:40 AM
#40
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Stock to stock they are pretty much the same speed. The Isf had a cat delete and was able to pull every time.
Either he wasn't racing or had no idea how to drive. Stock to stock the Isf and RCF trap near identically.
Either he wasn't racing or had no idea how to drive. Stock to stock the Isf and RCF trap near identically.
03-31-15, 07:17 AM
#41
Lexus Champion
03-31-15, 10:58 AM
#43
03-31-15, 11:39 AM
#44
Exactly. 0-60 for the M4 is 3.9 and the 1/4 is more like 12.2 seconds in the REAL world. You need the MOST optimal conditions and a great driver to extract these numbers from the M3.
With regards to the RC-F and IS-F, the power to weight ratio of the two cars are close. So, given the same drivers and conditions. no car will MURDER the other.
With regards to the RC-F and IS-F, the power to weight ratio of the two cars are close. So, given the same drivers and conditions. no car will MURDER the other.
03-31-15, 12:07 PM
#45
How modded was the IS-F? A fully bolted IS-F pushes almost 500 crank HPs. Also, a fully bolted IS-F would be a little lighter than a stock F. So tell me how does a heavier stock RC-F with less power murder a modded IS-F? RC-F driver is Lewis Hamilton? IS-F driver is a retard?