Lexus RC F: Review
After Harris's US teaser drive chance for a more in-depth exploration of Lexus's V8 M4 chaser
Beauty in the eye of and all that but there are attractions
And no, he didn't need the translator for that one.
Missing the point?
It seems like Lexus is the only manufacturer who didn't get the email. You know, the one about turbochargers being the only way to deliver the power, the torque and the emissions targets? And for a brand created by Toyota, solely to keep the likes of BMW and Mercedes-Benz honest, it seems odd to choose a different direction at this point in history.
But, clicking through the paddles at 7,300rpm, this five-litre V8 is alive. It's not brutal, it's certainly not imbued with mid-range, but it IS fun. The figures don't lie, and 477hp is the most powerful Lexus V8 ever, and only the upcoming AMG C63 will trump that figure in class.
Flick left paddle and wait ... and wait ... and wait
Flaws for thought
But if you let that pace drop, then prepare for incredible frustration. Picture the scene; you're in a queue of slow-moving traffic when a gap opens up. Suddenly the fuel-saving benefits of eighth gear are rendered unimportant. With no torque whatsoever below 5,000rpm, you want third gear right now. So you click that left paddle quicker than an eBay bid at 9pm on a Sunday night.
And over four seconds later, you'll have it. Four seconds. No kidding.
Why no turbos? It's for enthusiasts says design boss
With an EU kerb weight of 1,840kg (that includes a 75kg driver), you could be forgiven for thinking that the porky RC F might not handle so well. But here lies the biggest surprise of the day. Despite cruising at Grandma pace in absolute comfort, the RC likes the corners. No, actually, it loves them. Despite the passive Sachs dampers being the only thing on the car without a mode button, they handle everything except for the smallest and sharpest of bumps with aplomb.
Frustrations and delights in here
And the balance that was lacking in the IS F is finally here. Slight understeer will transform to fantastically proportional oversteer, purely with driver input. On road and on Ascari (see below), it's clear that Yaguchi and his team of motorsports-enthused followers have had free rein to create a car to please themselves, and not some focus group of middle-aged company car pilots. It's so nimble and so poised that it takes multiple laps of Ascari for the huge six-pot Brembos to finally wilt and remind you how much mass they're having to contain.
A special mention must be given to the optional active differential too, which is a first because it uses two actuators to route the power perfectly between the wheels operating at up to 1,000 times a second. Unlike rival systems, this enables full torque transfer as required in both acceleration and braking. Not only does it make the Lexus harder to unstick on the power, it also allows the car to dive into corners with an accuracy that will befuddle you. The sense of controlled rotation is downright spooky, the system dragging the rear axle towards the apex with amazing accuracy.
It's not like the Germans and the better for it
No middle ground
The Lexus does a lot of things really well. But it does nothing effortlessly. Slow cruising in total comfort might be possible and even enjoyable, but it's hard to resist the baser instincts. And if you do want to go fast, then it's down five gears (wait five seconds) and total commitment until it's time to cruise again.
The effortless mid-range point and squirt you might enjoy in an M4 is absolutely not here. With the Lexus it's either one thing or the other. You can swim with the shoal, or murder them all in one V8-powered frenzy.
Respect is due for the Lexus RC F. It might suit the more hardcore enthusiast, including both Yaguchi-san and those of a PH mindset, but it's certainly not a match for the accessible, everyday devastation offered up by the rivals. But in this context we'll celebrate that.
LEXUS RC F
Engine: 4,969cc V8
Transmission: 8-speed automatic, rear-wheel drive
Power (hp): 477@7,100rpm
Torque (lb ft): 391@4,800-5,600rpm
0-62mph: 4.5sec
Top speed: 168mph (limited)
Weight: 1,840kg (EU, including driver)
MPG: 26.2mpg (claimed)
CO2: 252g/km
Price: £59,800
Perhaps one for a future PH article?
Im starting to become a fan of these flappy paddle boxes - quite like the ZF 8 speed in my M135i. BUT they are exceptionally frustrating when you are waiting for them to change (even if it still would have taken longer in a manual).
Was looking to replace with an M4 at some stage, i'll defo give this a look.
The 'carbon edition' will be on sale for around £67k and will probably make up around 5% of the total 200 projected sales. Bear in mind the M4 will probably do at least 2500 units...
Here's a photo I snapped of the carbon car in action at the 'Ring in September. It's a bit showy!
Carbon roof, carbon bonnet, 30kg weight saving AND that wonderful tricky diff plus some other options all for your extra 7 grand.
THE ENGINE... It's a thing of wonder, that's for sure. I think lots of folks can build 5.0ltr V8s with nearly 100hp/litre, but not so many that can emulate the atkinson cycle. Normally an akinson engine would use a system of levers to move the piston, so that the crank shaft rotates once for every four strokes. Good illustration here:
Animated version link
And from the same website:
"A cam is employed on both intake and exhaust valves (unlike my four stroke illustration). The intake valve cam is designed to hold the intake valve open for more than a single stroke:
The intake stroke begins as usual, initially drawing a full cylinder of fuel-air mixture.
When the piston begins its upward travel, the intake valve remains open. The piston pumps some of the fresh fuel mixture back out the intake port. The net effect is exactly the same as if the intake stroke were shortened.
The intake valve closes after the piston has moved some predetermined portion of this stroke. Compression does not actually begin until this point, effectively shortening the compression stroke to match the shortened intake stroke.
The power and exhaust strokes remain as in the four stroke, employing almost the entire length of the piston travel."
Trust me, it's not enough to pull the skin off a rice pudding, WHEN COMPARED TO the hell that breaks loose around 6000rpm.
At 2000rpm the throttle pedal is simply a volume control
Gassing Station | General Gassing | Top of Page | What's New | My Stuff