2015 Lexus RC F Review (with video) - Is F Superior M -
The latest model coupe-only Lexus dealer to grace Japanese luxury? much was the Lexus SC 300 1991 to 00 / SC 400. Since then, Lexus has tried to satisfy luxury coupe and convertible buyers along with the rigid roof SC and IS convertibles since 01.
unt il that people in Japan have decided to change their strategy to compete more directly with BMW, Mercedes and Audi in all segments. The result is the development of the RC
Perhaps because Lexus has decided against a strategy 2-cut, as used by BMW and Mercedes, the CR is mash between the compact IS mix and GS size average -. With some Lexus IS C thrown in for good measure.
in theory, the new coupe would also be the basis for a new gig. Unfortunately, the dealer network revolted and asked other shift, redirecting efforts in a cross 3 ranks. Accordingly, the new RC is sold alongside the Lexus IS C convertible aging, a situation that is unlikely to change in the foreseeable future. Fortunately for fans, Lexus developed their simultaneously M4-fighter that most pedestrian RC 350, if not the very blue 467-horsepower RC F you see above may have met the same fate as the dying convertible.
Exterior
last M Hunter Lexus, the IS F was as modest as the RC F is bold. The Lexus ES said: "I am on my way to the mall," while the front end of the RC F said. "Im on my way to an anger management intervention" RC 350 base coupes have a grid that is larger and angrier than Lexus has never used before. For the RC F, visual impact becomes downright ferocious
Something struck me funny when I put eyes on the RC F few months ago in New Orleans. Im not a fan of the front end on the SI, largely because the daytime running lamp is divorced from the projector. In the RC F, the theme actually works. The difference is the rest of the shape of the SI "is public and projectors look like any other lamp module, making the swoosh seems irrelevant. For RC, while Lexus redesigned, giving the design of a more sensations in three dimensions with concave headlights. Consulting work, especially with the three-beam LED headlamps optional modules (a $ 1,0 option) fitted to our tester. The only thing missing in this small nose are LED fog lights you find in the RC F-Sport. During the launch event, I witnessed, Lexus based on their desire to "uncompromising cooling" meant the fog lights were left on the floor of the cutting room.
Now, to identify the competition. RC F is obviously the BMW M4 in its sites and Lexus has an Audi RS 5 in a few commercials, but there are two other players: the new Cadillac ATS-V and the current Mercedes C63 AMG coupe. (The new C63 Coupé due out in 2016 as a 2017 model, but my local dealer still has three 2015 models in the field.)
Cadillac ATS sedan looks small when stacked against the BMW 3 Series and Lexus iS, but the coupe segment is different and all entries are only the hair outside. The greatest variation at work here is the wheelbase. Lexus has the shortest amount to 107.5 i nches and the longest M4 at 110.7 inches. This helps to accentuate the low profile and along the M4. The other main difference is the curb weight. Thank you to the standard Quattro, the RS 5 is the heaviest at 4,009 pounds, and the M4 is the lightest in 3530. Empty weight is crucial in a performance vehicle and is an important variation. RC F weighs heavier in the second in 3958 (about the same weight as a Jaguar XJ). The Merc is a little lighter cake and Caddy straddles the middle to 3,700 pounds.
Interior
Although the RC is a hybrid of the IS and GS, the interior is pure IS - I found a little disappointing. Instead of the right instrument panel and large widescreen infotainment screen that you find in the GS 350, you get an array of multi-tired edge and a small LCD screen with narrow proportions. As with the IS, I found the interior somewhat jarring, mainly because of the huge bump airbag on the passenger side
The RC F suffers the same problem as all other entry in this segment:. An interior designed for half of the car price. This is not uncommon. In fact, the RC takes its interior of the IS 250 while the M4 operates the basics of 320i. Also similar to the competition, you will not find real cow in the Lexus RC F. base insists pleather seats NuLuxe is a feature of the premium because it is linked to the foam of the seat and will not "wrinkle" or "wrinkles "such as leather. However you slice it, it will not be wrong everyone.
The only major change to the interior is to cut the duty is a rearrangemen t of the cup holders and the incorporation of Lexus new infotainment controller. F models get a partial picture of LCD different edge to the RC 350 with a small fixed speed on the right and all the rest replicated by the disco dashboard. In terms of overall quality of parts and design, I find the ATS, RC and M4 all be quite comparable as the aging of the RS 5 is always the most pleasing to the eye. Bridging the ranking, I put the M4 above ATS and RC F last. If the ATS had LCD cluster that we see in the CTS, it would take the honors and RC F is the last because the vast expanse of dashboard by injection molding can not compete with the extra touches that we get in the rest.
I found the front seats to be comfortable and tied with the Audi RS 5 and a cut above the narrow seatbacks of the old C63. As we have come to expect from BMW recently, the front seats of the M4 are excellent and offer more adjustability than we find in the RC. Unexpectedly, Cadillac took a BMW playbook pa ge and offer your choice of 16- or 18-way adjustable seats with more range of motion than you will find in the Audi or Lexus.
infotainment
Since the RC sh ares its dashboard with the IS sedan, the coupe also adopts the small LCD screen infotainment his brother with four doors. US-bound models get a LCD screen 7-inch standard high up on the dashboard. Unfortunately, the distance between the driver and the large plastic bezel conspire to make the screen look smaller than it is. The problem is compounded by the measuring screen lower than the competition. As the IS sedan, the standard display audio system is the only way that you can escape the infamous Lexus Remote Touch system. Fortunately, the core system performed well with HD Radio, SiriusXM, CD player, iPod integration / Bluetooth and displays the weather / traffic.
I am very conflicted about navigation and infotainment Lexus Enform system. When coupled with a touch screen - as in the Lexus GX 460 - I find it easy to use and intuitive system. While the software lacks a little polish BMW iDrive, but it is still one of my favorites. Unfortunately, in most Lexus vehicles, the touch screen has been exchanged for a similar joystick device that turns the system easy to use with frustration itself. For 2015, Lexus is trying something new: a track buffer in the RC and NX. The similar portable unit operates essentially the same as the first control lever and provides haptic feedback in addition to a certain nip limit, and scroll gestures. support and traffic information via HD Radio HD Radio are standard, so you do not need an XM subscription to get a color card. If you can get beyond the input method, the system has proven and moderately intuitive. Overall, however, I put this system below BMW iDrive, Audi MMI, new configuration with two Infiniti screen, and aging COMAND same Mercedes. On the other hand, Lexus is one of the few manufacturers to offer complete control of the voice of your USB / iDevice is MyLincoln Touch and luxury automaker continues to increase the number of smartphones integrated application characteristics. New for 2015 is an O nStar-like application that gives you all the standard "I shut my car" telematics features in addition to alert you if the car accelerates (handy if your Johnny Jr. led RC F to school) exceeding a geo-limit or violate the curfew.
Training
This segmen t is divided into two camps. On the left we have the turbo engine, six-cylinder Cadillac and BMW, and right, we have the naturally aspirated V-8s from Lexus and Audi. (Next year is likely to bring a unicorn in this segment :. A twin-turbo V-8 Mercedes)
F buyers get a reworked 5.0L V-8 in the IS F discontinued Based 4.6 on the V-8 found in the LS 460, the version 5.0L significant changes, in addition to the displacement bump. We get the usual crowd performance settings, such as titanium valves, a fuel buffer tank and high lift cams. We also get something unusual on a performance vehicle: the ability to run on the Atkinson cycle. (Technically, a modification of Otto cycle.) Unlike most engines, however, this V-8 may switch between Otto cycle and Atkinson, according to what is necessary at the time. This is accomplished by exchanging the variable valve timing system is located on the old design 5.0L with a new electronically controlled unit on the inlet side, allowing a greate r amount of control both the lifting of valves and duration. Where the effectiveness is required, the intake valve remains open and part in the compression cycle, effectively making the compression stroke "shorter" than the expansion stroke, improving efficiency. According to the engineers, the advantage of using this technology fuel sipping is that the return passage max-burn method takes less time than cylinder deactivation and it can be done through a wider range of engine speed. The advantage for the consumer is the solution is 100 percent transparent; cylinder deactivation systems may change the exhaust note and decrease engine smoothness. Thank you to these changes, the RC F produces more power than the hybrid implementation of the present engine in the LS 0hL while providing a bump of 2 mpg on the highway EPA mpg score of 25. RC F reaches 19 mpg on the combined cycle.
Sending power to the rear is an eight-speed automatic made by Aisin. For those anecdotes This is a v ariant of the first eight-speed automatic production (in the Lexus LS) for the automotive industry and was introduced a year before the ZF eight-speed is sucked all the air out of the room. For F Service, Lexus strengthens internal and allows the lock-up clutch torque converter to engage in gears 2-8. (Lexus calls this SPort Direct Shift, or SPD, but the same concept used in many modern automation as SKYACTIV six-speed Mazda.) At the rear of the transmission is a limited-slip rear differential Torsen standard or optional electronically controlled torque-vectoring rear axle as part of the performance package.
player Each cut in this segment handles incredibly well, zips to 60 in the blink of an eye, and stops on a cent compared to your average compact luxury sedan. In truth, the difference on the road - except the raw numbers when it comes to 0-60 times and handling - is personal preference and how your priorities stacked against facets of the road car personality
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start with the big dog, the artist formerly known as the M3 coupe. At just over 3,500 pounds, the M4 is light for this segment. Despite making 10 percent less power than the Lexus, BMW is faster to 60, because it is nearly 15 percent lighter and turbocharged. Thank you w ith less mass, the torque curve effects of the German hairdryer flattening, and transmission fast double clutch shift, Bimmer will run 60 half a second faster than the Lexus - if you can find traction.
H owever, this is not the E92 M3 you are longing. The steering feel in the Lexus is a more accurate hair and, overall, it is easier to drive hard drive. Ill leave the track day logs for Jack Baruth, but when pitted back to back, there is something artificial torque-vectoring rear axle Lexus. Unquestionably, it allows the back of the RC F to rotate so the standard Torsen diff can not (I had the chance to test some cars in NOLA recently), but the feeling is not as satisfying as the M4 despite the M4 having a rear end torque vectoring so
However, the RC F is just as fast around most tracks. I chalk that up to how easy it is to control and program the car to eight reports that aggressive downshifts based on your braking Gs. Back on the paved road, the shift logic of the transmission has lost its charm. When you are on your favorite mountain road having a little fun, you look like a dweeb while the transmission hangs on the second speed you safely pass a pack of cyclists. This als o means that the real world passing maneuvers take much less time in M4 that DCT is much less reluctant to downshift. On the other hand, the tower on the RC F is more livable, is likely to be more reliable, and my insurance guy told me it would cost me a lower premium, too.
Audi RS 5 is seriously spendy ($ 8.500 more than the RC F) and is the oldest car in the now group that Mercedes has sent the C63 grazing. Like most Audis, the RS 5 has a weight balance "problem" because the engine and part of the transmission hang in front of the front axle. The resulting weight distribution 59/41 (F / R) is the asymmetric cluster (the same as a Honda Accord or Mazda6 Sport), but thanks to the engineering of Audi hides it pretty well - if push the RS 5 in corners and you get more plows and less feeling of the front axle. Although I find the RS 5 the best option for research, heavy curb weight, AWD standard, electric power steering, weight balance and high price tag make the RS 5 a dynamic choice of a circuit ice.
Then we have the ATS-V, outside the cluster looking surprisingly cheap instrument, is my choice. There are some years the main line automotive press have mocked Cadillac put a turbo six-cylinder engine under the hood of a BMW M fighter - but thats exactly what BMW has done. Cadillac, meanwhile, kicked up a notch. The largest displacement V-6 gets closer to power the figure of the RC F to 464 and overwrite the segment with 445 lb.-ft. of torque at only 3500 rpm. With the new GM 8L0 automatic transmission and a curb weight is 0 pounds heavier than the BMW, Cadillac is slower line - a thin 1 / 10th of a second. GM also offers a six-speed manual in the ATS if you prefer to row your own, and get 60 slower. As good as the eight-speed Lexus is slushbox new GM is better. The changes are faster and sharper and the shift logic is more appropriate country road that the DCT in the M4. The 8L0 will hold gears in Sport mode, like the rest, but more willing to quarterback after you have passed the Slow Poke.
As a package, the ATS is more willing to turn and it feels more agile than the BMW or Lexus. The transmission is not as strong in the BMW double clutch box like, but it is more livable for a daily driver in stop and go traffic. As the ATS sedan, steering feel and overall dynamics are higher, but it lacks the polish you get with the German. When the ATS really scores is the value. When the same price for our $ 74,000 tester Lexus, Cadillac offers more comfortable seating, a head-up display, adaptive suspension, the best automatic in the group, and a global style that splits the difference between the quietest and the Germans over -the -top Lexus
last Lexus performance vehicle is the best example of what Lexus does best :. incremental changes. RC F is the sum of all that Lexus has learned over the years about competition in the luxury market and, lately, the luxury performance market. The "Lexus lane" is to continually improve while taking the "safe route" with a natural and traditional automatic suction proven engine. Unfortunately play safely is what puts two M4 and RC F tied in second place. While each vehicle has its advantages and disadvantages, they balance on my score sheet. While the M4 is faster and more direct, BMW also plays it safe with a conservative style and feel of the road is not as direct as the Cadillac. Its hard to go wrong with 2015 RC F, but the Cadillac ATS-V is a new instrument cluster far from perfect.
Lexu s provided the vehicle, insurance and a review of gas
Specifications as tested
0-30: 2.2 seconds
0-60: 4.6 seconds
1/4 Mile: 12.5 @ 115 MPH
economy average 20.8 MPG
