2016 Lexus RC-F Coupe with 2017 Updates Review by Carey Russ

The very definition of luxury grand touring

DRIVING DOWN THE ROAD WITH CAREY RUSS

               • SEE ALSO: Lexus Research and Buyers Guide

2016 Lexus RC F

With the exception of the exotic, limited-production LFA, Lexus coupes have heretofore been more about luxury than performance. The first SC 400 was quick enough, with stunning style, but was more a grand tourer — meant for swift long-distance journeys in comfort and style — than a performance-first sports car. The second-generation SC was a luxury two-seat hardtop convertible with little pretense to sport.

Meanwhile, over on the sedan side, Lexus launched its F line, to compete with the likes of BMW’s M and Mercedes-Benz’s AMG, with the debut of the IS F performance sedan for 2008. The IS F added a 5.0-liter, 416-horsepower V8 to the second-generation IS, with some understatedly distinctive body work. There conspicuously was no equivalent to the IS F when the third-generation IS was released for 2014.

Any questions as to why were answered with the appearance of the RC 350 and RC F coupes for 2015. Both shared basic architecture, with the front part of the unibody based on that of the midsize GS sedan, a center section based on the late IS hardtop convertible (so more rigid than the sedan equivalent), and a rear from the current IS. The F gets more reinforcement than the regular RC in order to deal with the extra weight of its 5.0-liter, 467-horsepower V8 and its more serious performance envelope. That V8 is an evolution of the one found in the IS F, but nearly everything except the block has been changed for greater power output. The F’s eight-speed multi-mode automatic transmission is also familiar from the IS F, but further-developed.

The regular RC lineup was expanded for 2016 with RC 350 joined by the RC 200t, powered by a turbocharged 2.0-liter four-cylinder engine with 241 horsepower and 258 lb-ft of torque and the RX 300 AWD, with a detuned, 255-hp, version of the RC 350’s 306-hp 3.5-liter V6 and all-wheel drive. Yes, F Sport variations are available for all, with enhanced bodywork and interior appointments and sport suspension. But RC F Sport is not RC F.

My introduction to the RC F was, appropriately, at a race track during a journalists’ test day. The RC F was designed and built to be a track-day car as much as fast upscale daily transportation. It’s not a turnkey race car — but it is likely quicker and faster and better-handling than the GT racers that could be driven on the street back in the 1950s and `60s. Not to mention with far better brakes and all the comforts and amenities of a contemporary luxury car…

That RC F was most impressive and capable on the track at speeds in excess of what could be done on public roads. It spent most of the day circulating — and the same car showed up in my driveway last week, with over 8,400 miles on the odometer none the worse for wear. Back in the real world, it was comfortable and practical, clearing the rolled-curb obstacle at the end of my driveway with plenty of room to spare and totally unruffled in city and highway traffic. Try that last in your 50s-60s racecar…

With its prodigious acceleration — 0-60 in 4.4 seconds — and brakes to match — vented discs all around, grabbed by six-piston front calipers, four-pot at the rear, and excellent maneuverability, avoiding trouble was simple, with adrenaline on demand. Fuel economy is a minor consideration with a car like this. On the track, gas is part of the entertainment budget and don’t expect double digits. Around town and with short highway trips I saw 16 to 17 mpg. And then surprised myself after about 120 miles of highway driving with plenty of hills and curves and speeds from 80 (flow of traffic, still being passed by more than I was passing) to stop-and-ooze when it got up to over 20 mpg. With first-class comfort and luggage space for two, plus a rear seat for more cargo or two small people, and the ability to cover distance quickly and safely, the Lexus RC F fits the definition of “Grand Touring” perfectly.

My test car was a 2016 model. Other than a price increase, there are no major changes for 2017.

APPEARANCE: Like the regular RC, the RC F is a sleekly-rounded fastback coupe. Its general shape is the same, but details differ. It’s like an RC F Sport that has been working out, with real muscles, not bodybuilder show ones. The vents flanking and integral with the hourglass “spindle” grille are larger. As on the F Sport, they’re real, not merely cosmetic. There is a functional vent in the hood, which has a slightly different profile than that of the regular RC to accommodate the V8, and the front fenders are wider, to fit the F’s larger, wider tires. The vents at the rear of the flares are functional. Lower sill extensions are similar. Surprisingly, it’s the F Sport, not the F, that has strakes at the trailing edge of the rear fenders. The F has a small wing at the trailing edge of the trunk lid that rises at speed, and makes the car just a touch longer. The F’s rear bumper fascia is shaped differently than the F Sport’s, with a larger “diffuser” panel and quad stacked exhausts. Air management rules — the F’s undertray is near-complete, and designed for stability and drag reduction.

COMFORT: Even with its track abilities, the RC F is a street vehicle, and a Lexus. So it has all of the amenities and luxuries expected of a premium luxury car either standard or available. The interior is a fine place to spend the day, whether at the track or on the road. It’s simple and uncluttered in design, and presents all of the necessary information well. Much attention was given to front seat design, for both control at speed and comfort for distance. Their high-back, well-bolstered design keeps the drive and front passenger securely in place during high-speed maneuvers, but does not impede ease of access. They are leather-covered and power-adjustable, with three-position memory for the driver’s seat.

2016 Lexus RC F

The small-diameter steering wheel has a properly-thick, leather-covered rim, plus cruise, audio, phone, and cruise controls. It’s power-adjustable for tilt and reach, with shift paddles to the rear of the horizontal spokes. No problem finding the perfect driving position. Instruments are in a bright TFT display that changes configuration with different driving modes, with plenty of information available. Navigation, audio, and information systems are controlled by the latest Remote Touch Interface. The old trackball-like controller has been replaced by a touchpad, with the shift lever, drive mode control knob, seat heat and cooling controls (with the Premium Package) and simple cupholders. Climate controls are commendably separate from the screen. All current audio modes are supported, but the quadraphonic system at the rear is the best.

The 2+2 rear seats are much like the front, but smaller. People under about 5 foot 5 will fit, and there is a center passthrough behind the center armrest. The trunk is usefully large at ten cubic feet. Don’t get a flat, there is no space under the trunk floor for anything other than a sealant and inflation kit.

SAFETY: The Lexus RC F has a full complement of airbags, side-impact door beams, front and rear crumple zones, and three-point safety belts. For active safety, powerful brakes — four-wheel antilock vented discs with 6-piston front and 4-piston rear calipers, plus traction and stability control systems integrated with the Vehicle Dynamics Integrated Management (VDIM) system.

RIDE AND HANDLING: Structurally, the F adds a front suspension tower brace and additional bracing in the rear and front of the unibody structure. The suspension uses double wishbones in front and a multilink system in the rear, with 70 percent of the components different from what is found in the regular RC. Springs, dampers, bushings, and stabilizer bars are all unique to the F. It’s appropriately firm, but not stiff or jarring, and as capable for long-distance road travel as it is for a track day. A Torsen® limited-slip differential is standard, for passive control of torque to the rear wheels. An electronically-controlled torque-vectoring differential is optional, and was fitted to my test car. It improves cornering response and reduces understeer in track conditions or in autocrossing. It also adds weight, but some of that is reduced by the carbon fiber roof panel and rear wing of the Performance Package. If you want to play, you’ve got to pay.

PERFORMANCE: The RC F is no lightweight at around 4000 pounds, but it hides that mass very well. A 5.0-liter V8 with 467 horsepower (at the 7100-rpm redline) and 389 lb-ft of torque (at 4800 rpm, with plenty all the way down to just off idle) ensures that. Compared to the old IS F engine, the RC F’s new cylinder heads with a higher compression ratio, titanium intake and exhaust valves, and strengthened and lightened internal components. Interestingly, the electronically-controlled intake cam control system has been modified to allow the engine to run under the Atkinson cycle, holding the intake valves open longer than normal, at steady cruising speeds to improve highway fuel economy. Press throttle, back to Otto cycle and more power! As noted, that works, with the rated 25 mpg highway pretty close to what I got. Why waste fuel during the boring part of the drive? The transmission is the eight-speed Sports Direct Shift torque-converter automatic. It has multiple operating modes. Eco is, um, ignore that here. Normal works very well in everyday city and highway driving. Sport S holds gears longer and usually stays in a lower gear than normal for improved performance with some reduction in fuel economy. Good for a quick but sane trip over a nice twisty road. Sport S+ stays even lower, for more use of the engine’s power, and automatically downshifts for corners. And does a very good job of that — that’s what I used on the track. In manual mode, shifting is by the paddles behind the steering wheel spokes and the torque converter locks up in second gear and above for quick, precise shifts. Top speed is electronically limited to 170 mph, so the F is loafing at American highway speeds.

CONCLUSIONS: RC F is the Lexus definition of Grand Touring.

SPECIFICATIONS

2016 Lexus RC-F

Base Price $ 62,805

Price As Tested $ 77,905

Engine Type aluminum alloy DOHC 32-valve V8 with variable cam phasing and lift and direct and port fuel injection

Engine Size 5.0 liters / 303 cu. in.

Horsepower 467 @ 7100 rpm

Torque (lb-ft) 389 @ 4800 rpm

Transmission 8-speed multi-mode automatic

Wheelbase / Length 107.5 in. / 185.2 in.

Curb Weight 3958 lbs.

Pounds Per Horsepower 8.5

Fuel Capacity 17.4 gal.

Fuel Requirement 91 octane unleaded premium gasoline

Tires 255/35R 19 93Y front, 275/55R19 96Y rear Michelin Pilot Super Sport PS2

Brakes, front/rear vented disc all around, 6-piston calipers front, 4-piston calipers rear, ABS, EBD, BA standard

Suspension, front/rear independent double wishbone / independent multilink

Drivetrain front engine, rear-wheel drive

PERFORMANCE

EPA Fuel Economy - miles per gallon city / highway / observed 16 / 25 / 20

0 to 60 mph 4.4 sec

OPTIONS AND CHARGES

19-inch split 10-spoke forged alloy wheels $ 850

Premium triple-beam LED headlights $ 1,160

Leather-trimmed interior $ 800

Navigation/Mark Levinson Package — includes: audio 5.1 surround, 17 speakers, 835 watts, navigation, backup camera, remote touchpad controller, 7-inch multimedia display, DVD player, Lexus Enform Destinations (1 year subscription included) and App Suite, Voice Command, Lexus Insider $ 2,610

Performance Package — includes: carbon-fiber roof and rear wing, torque-vectoring differential $ 5,500

Premium Package — includes: Heated and ventilated front seats with driver’s memory, carbon fiber interior trim, blind-spot monitor with rear cross-traffic alert, Intuitive Park Assist, rain-sensing wipers, auto-dimming mirrors with memory reverse tilt, steering memory $ 3,240

Delivery charge $ 940