Lexus RC F 5.0 V8 (A) Review
09 Apr 2015|28,921 views
This is the Lexus RC F - a muscular high-performance coupe that separates itself from the rest of the cars in the luxury Japanese marque's lineup. While the IS F sedan was a warm start to something aggressive (the LFA not included), the car you see here - clad in Ultrasonic Blue Mica - is no ordinary Lexus and it marks a solid start of something pleasantly offensive.
Although it may be startling to some as to why Lexus would launch a high-performance coupe into a shrinking market that's dominated by the Germans, the truth is the RC F does not fall behind.
Size 19 forged alloy wheels enforces the specialty of the car
Created to go head on with cars like the Audi RS5, the BMW M4 and the upcoming Mercedes-Benz C 63 AMG, the Japanese coupe is a clenched fist of aggression that makes its siblings look like child's play, and pleasantly so.
Exterior
The RC F has a slightly different proposition to the IS F and for good reasons. Firstly, it's a juicy three-door coupe (Lexus' hyper four-door GS F to follow in the near future), which is a fresh alternative from the Japanese carmaker (the SC430 and the IS250C are convertibles).
Although it may be startling to some as to why Lexus would launch a high-performance coupe into a shrinking market that's dominated by the Germans, the truth is the RC F does not fall behind.
Created to go head on with cars like the Audi RS5, the BMW M4 and the upcoming Mercedes-Benz C 63 AMG, the Japanese coupe is a clenched fist of aggression that makes its siblings look like child's play, and pleasantly so.
Exterior
The RC F has a slightly different proposition to the IS F and for good reasons. Firstly, it's a juicy three-door coupe (Lexus' hyper four-door GS F to follow in the near future), which is a fresh alternative from the Japanese carmaker (the SC430 and the IS250C are convertibles).
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Secondly, it possesses looks that will make your heart skip a beat and your hand tremble a tad. The design is wild, with a larger-than-life spindle grille, bulged bonnet, flared fenders and gigantic air intakes. There's no denying the car is flashy but it manages to capture a coherent appearance with simple and straightforward lines.
Thirdly, unlike the IS F or even its aforementioned competitors, the monstrous-looking car you see here is developed on a platform that fuses those used in the Lexus IS sedan, the IS Convertible and the GS - all for the pursuit of pure perfection and driving dynamism. Thus, it eclipses the BMW M4 in terms of its length and height.
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Interior
Slide into the heavily-bolstered bucket seats and you'll realise just how much effort Lexus engineers and designers have put into this car. The cabin, as you'd come to expect from Lexus, is plush, comfortable and strangely impressive. We say strangely because such a form of luxury and consistent richness isn't usually available in sports cars.
The driver-centric cabin is flawless in every sense of the word
This also means having a dashboard that's wrapped in suave leather, door panels that are expensive to the touch and a centre console - where most buttons and knobs are located - that's simple, straightforward and sophisticated.
The additions here that separate this sporty sleeper from the sort of Lexus interior we've grown to know are the carbon fibre bits and the blue stitching around the gear lever and the steering wheel.
Slide into the heavily-bolstered bucket seats and you'll realise just how much effort Lexus engineers and designers have put into this car. The cabin, as you'd come to expect from Lexus, is plush, comfortable and strangely impressive. We say strangely because such a form of luxury and consistent richness isn't usually available in sports cars.
This also means having a dashboard that's wrapped in suave leather, door panels that are expensive to the touch and a centre console - where most buttons and knobs are located - that's simple, straightforward and sophisticated.
The additions here that separate this sporty sleeper from the sort of Lexus interior we've grown to know are the carbon fibre bits and the blue stitching around the gear lever and the steering wheel.
It is, thus, no great departure, which is a good thing. The cabin remains to be instantly recognisable, with the touchpad controller (similar to the one used in the NX compact SUV) and the chrome knob that controls the Drive Mode Select, allowing you to toggle between four drive modes - Eco, Normal, Sport S and Sport S+.
Carbon fibre bits remind you of the car's sporty credentials
It's also via these driving modes that change the appearance of the tacho dial that takes centre stage on the instrument panel. Flanking it are the smaller analogue speedometer as well as the information for g-force, tyre pressure, radio station, torque distribution, etc.
And then there's the Torque Vectoring Differential (TVD) that comes standard with the car. Acting independently from the Drive Mode Select, it allows drivers to choose between Normal, Slalom or Track mode, where it'll dynamically distribute torque between the rear wheels throughout a turn, as the RC F powers through more effectively and helps you carve your line more accurately.
It's also via these driving modes that change the appearance of the tacho dial that takes centre stage on the instrument panel. Flanking it are the smaller analogue speedometer as well as the information for g-force, tyre pressure, radio station, torque distribution, etc.
And then there's the Torque Vectoring Differential (TVD) that comes standard with the car. Acting independently from the Drive Mode Select, it allows drivers to choose between Normal, Slalom or Track mode, where it'll dynamically distribute torque between the rear wheels throughout a turn, as the RC F powers through more effectively and helps you carve your line more accurately.
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The Drive
Mated to an eight-speed auto box, this heavyweight champion is powered by a strong young man of the rising sun that has 470 horses and 530Nm of torque pumping through his veins from a muscular 5.0-litre V8 heart. Despite having some 40bhp more than the BMW M4, the RC F completes the century sprint in 4.5 seconds flat - a wee bit slower than the Bimmer. It probably has got to do with its weight of close to 1.8 tonnes.
Naturally aspirated 5.0-litre V8 powerplant is a gem to behold
But it doesn't matter because just a couple of milliseconds off the century sprint figure is simply negligible in real world conditions. Plus, weight becomes less of an issue when the car spends more time on the road than track. What's more relevant, we think, is the RC F's ability to separate itself from the rest of the pack so easily and effortlessly.
The car possesses a Dr. Jekyll and Mr. Hyde character. It can be a car that's civilised enough for you to take to a ball without being too showy or, should you choose to, transform to a feisty beast with one touch of your unswerving right foot.
Mated to an eight-speed auto box, this heavyweight champion is powered by a strong young man of the rising sun that has 470 horses and 530Nm of torque pumping through his veins from a muscular 5.0-litre V8 heart. Despite having some 40bhp more than the BMW M4, the RC F completes the century sprint in 4.5 seconds flat - a wee bit slower than the Bimmer. It probably has got to do with its weight of close to 1.8 tonnes.
But it doesn't matter because just a couple of milliseconds off the century sprint figure is simply negligible in real world conditions. Plus, weight becomes less of an issue when the car spends more time on the road than track. What's more relevant, we think, is the RC F's ability to separate itself from the rest of the pack so easily and effortlessly.
The car possesses a Dr. Jekyll and Mr. Hyde character. It can be a car that's civilised enough for you to take to a ball without being too showy or, should you choose to, transform to a feisty beast with one touch of your unswerving right foot.
Of course the latter is always the perfect choice of weapon because it's when you can fully exploit the sweaty roar of the naturally aspirated V8 like the rush of a thousand wings. Yet, the well-calibrated brakes will do an impeccable job in erasing speed without any harshness or uncertainty.
Direct steering helps to place the car accurately around bends
But should you prefer the former, the car can be as supple as, say, the Lexus IS on clean, unbroken tarmac. In short, regardless of the driving mode the car is in, the suspension is never abusive - a very welcoming trait that's unfound in the BMW M4.
Another welcoming trait is the returns you get by working the engine really hard. Most cars turn sour when pushed, but not the RC F. The harder you drive, the more rewarding it feels. Plus, it sounds exceptionally pleasing as the revs climb and the strong waves of snarls that come with every downshift.
But should you prefer the former, the car can be as supple as, say, the Lexus IS on clean, unbroken tarmac. In short, regardless of the driving mode the car is in, the suspension is never abusive - a very welcoming trait that's unfound in the BMW M4.
Another welcoming trait is the returns you get by working the engine really hard. Most cars turn sour when pushed, but not the RC F. The harder you drive, the more rewarding it feels. Plus, it sounds exceptionally pleasing as the revs climb and the strong waves of snarls that come with every downshift.
 |
Perhaps where the Lexus trails behind the Bimmer is the lack of feedback from the steering. It's still no doubt direct, which helps a lot in placing the car around tidy short bends and winding long arcs.
The comparison between the M4 and the RC F is inevitable in this case as the former is a direct rival of the Japanese fighter and the updated C 63 AMG and the handsome RS5 haven't arrived in Singapore yet.
Conclusion
Of course, the most important question is whether we'd choose the car in question or the M4. It seems like an easy choice, especially when the German is a more thrilling, hardcore high-performance machine compared to the more expensive Japanese ($452,000 as of 8th April 2015).
The comparison between the M4 and the RC F is inevitable in this case as the former is a direct rival of the Japanese fighter and the updated C 63 AMG and the handsome RS5 haven't arrived in Singapore yet.
Conclusion
Of course, the most important question is whether we'd choose the car in question or the M4. It seems like an easy choice, especially when the German is a more thrilling, hardcore high-performance machine compared to the more expensive Japanese ($452,000 as of 8th April 2015).
But the truth is the RC F isn't without its charms. The very fact that this car doesn't put on a predictable German-looking suit and engine in an attempt to conform and blend in with its competitors makes it an interesting and viable alternative. Consider its flawless fit and finish, unblemished engineering and excellent drivetrain, and you pretty much have an answer.
Of course, it's nice to have an M4 because boasting rights are endless - it's a premium German brand, it's hardcore, it's whatever you'd like it to be. But if you were to put on your pants and think with the correct head with much humility, it's always nice to drive the humble car that will ferry your parents from point to point in a comfortable manner yet allow you to door-handle it like a maniac when you're alone.
After all, like we said, this is no ordinary Lexus.
Of course, it's nice to have an M4 because boasting rights are endless - it's a premium German brand, it's hardcore, it's whatever you'd like it to be. But if you were to put on your pants and think with the correct head with much humility, it's always nice to drive the humble car that will ferry your parents from point to point in a comfortable manner yet allow you to door-handle it like a maniac when you're alone.
After all, like we said, this is no ordinary Lexus.
This is the Lexus RC F - a muscular high-performance coupe that separates itself from the rest of the cars in the luxury Japanese marque's lineup. While the IS F sedan was a warm start to something aggressive (the LFA not included), the car you see here - clad in Ultrasonic Blue Mica - is no ordinary Lexus and it marks a solid start of something pleasantly offensive.
Although it may be startling to some as to why Lexus would launch a high-performance coupe into a shrinking market that's dominated by the Germans, the truth is the RC F does not fall behind.
Created to go head on with cars like the Audi RS5, the BMW M4 and the upcoming Mercedes-Benz C 63 AMG, the Japanese coupe is a clenched fist of aggression that makes its siblings look like child's play, and pleasantly so.
Exterior
The RC F has a slightly different proposition to the IS F and for good reasons. Firstly, it's a juicy three-door coupe (Lexus' hyper four-door GS F to follow in the near future), which is a fresh alternative from the Japanese carmaker (the SC430 and the IS250C are convertibles).
Although it may be startling to some as to why Lexus would launch a high-performance coupe into a shrinking market that's dominated by the Germans, the truth is the RC F does not fall behind.
Created to go head on with cars like the Audi RS5, the BMW M4 and the upcoming Mercedes-Benz C 63 AMG, the Japanese coupe is a clenched fist of aggression that makes its siblings look like child's play, and pleasantly so.
Exterior
The RC F has a slightly different proposition to the IS F and for good reasons. Firstly, it's a juicy three-door coupe (Lexus' hyper four-door GS F to follow in the near future), which is a fresh alternative from the Japanese carmaker (the SC430 and the IS250C are convertibles).
Secondly, it possesses looks that will make your heart skip a beat and your hand tremble a tad. The design is wild, with a larger-than-life spindle grille, bulged bonnet, flared fenders and gigantic air intakes. There's no denying the car is flashy but it manages to capture a coherent appearance with simple and straightforward lines.
Thirdly, unlike the IS F or even its aforementioned competitors, the monstrous-looking car you see here is developed on a platform that fuses those used in the Lexus IS sedan, the IS Convertible and the GS - all for the pursuit of pure perfection and driving dynamism. Thus, it eclipses the BMW M4 in terms of its length and height.
Thirdly, unlike the IS F or even its aforementioned competitors, the monstrous-looking car you see here is developed on a platform that fuses those used in the Lexus IS sedan, the IS Convertible and the GS - all for the pursuit of pure perfection and driving dynamism. Thus, it eclipses the BMW M4 in terms of its length and height.
Interior
Slide into the heavily-bolstered bucket seats and you'll realise just how much effort Lexus engineers and designers have put into this car. The cabin, as you'd come to expect from Lexus, is plush, comfortable and strangely impressive. We say strangely because such a form of luxury and consistent richness isn't usually available in sports cars.
This also means having a dashboard that's wrapped in suave leather, door panels that are expensive to the touch and a centre console - where most buttons and knobs are located - that's simple, straightforward and sophisticated.
The additions here that separate this sporty sleeper from the sort of Lexus interior we've grown to know are the carbon fibre bits and the blue stitching around the gear lever and the steering wheel.
Slide into the heavily-bolstered bucket seats and you'll realise just how much effort Lexus engineers and designers have put into this car. The cabin, as you'd come to expect from Lexus, is plush, comfortable and strangely impressive. We say strangely because such a form of luxury and consistent richness isn't usually available in sports cars.
This also means having a dashboard that's wrapped in suave leather, door panels that are expensive to the touch and a centre console - where most buttons and knobs are located - that's simple, straightforward and sophisticated.
The additions here that separate this sporty sleeper from the sort of Lexus interior we've grown to know are the carbon fibre bits and the blue stitching around the gear lever and the steering wheel.
It is, thus, no great departure, which is a good thing. The cabin remains to be instantly recognisable, with the touchpad controller (similar to the one used in the NX compact SUV) and the chrome knob that controls the Drive Mode Select, allowing you to toggle between four drive modes - Eco, Normal, Sport S and Sport S+.
It's also via these driving modes that change the appearance of the tacho dial that takes centre stage on the instrument panel. Flanking it are the smaller analogue speedometer as well as the information for g-force, tyre pressure, radio station, torque distribution, etc.
And then there's the Torque Vectoring Differential (TVD) that comes standard with the car. Acting independently from the Drive Mode Select, it allows drivers to choose between Normal, Slalom or Track mode, where it'll dynamically distribute torque between the rear wheels throughout a turn, as the RC F powers through more effectively and helps you carve your line more accurately.
It's also via these driving modes that change the appearance of the tacho dial that takes centre stage on the instrument panel. Flanking it are the smaller analogue speedometer as well as the information for g-force, tyre pressure, radio station, torque distribution, etc.
And then there's the Torque Vectoring Differential (TVD) that comes standard with the car. Acting independently from the Drive Mode Select, it allows drivers to choose between Normal, Slalom or Track mode, where it'll dynamically distribute torque between the rear wheels throughout a turn, as the RC F powers through more effectively and helps you carve your line more accurately.
The Drive
Mated to an eight-speed auto box, this heavyweight champion is powered by a strong young man of the rising sun that has 470 horses and 530Nm of torque pumping through his veins from a muscular 5.0-litre V8 heart. Despite having some 40bhp more than the BMW M4, the RC F completes the century sprint in 4.5 seconds flat - a wee bit slower than the Bimmer. It probably has got to do with its weight of close to 1.8 tonnes.
But it doesn't matter because just a couple of milliseconds off the century sprint figure is simply negligible in real world conditions. Plus, weight becomes less of an issue when the car spends more time on the road than track. What's more relevant, we think, is the RC F's ability to separate itself from the rest of the pack so easily and effortlessly.
The car possesses a Dr. Jekyll and Mr. Hyde character. It can be a car that's civilised enough for you to take to a ball without being too showy or, should you choose to, transform to a feisty beast with one touch of your unswerving right foot.
Mated to an eight-speed auto box, this heavyweight champion is powered by a strong young man of the rising sun that has 470 horses and 530Nm of torque pumping through his veins from a muscular 5.0-litre V8 heart. Despite having some 40bhp more than the BMW M4, the RC F completes the century sprint in 4.5 seconds flat - a wee bit slower than the Bimmer. It probably has got to do with its weight of close to 1.8 tonnes.
But it doesn't matter because just a couple of milliseconds off the century sprint figure is simply negligible in real world conditions. Plus, weight becomes less of an issue when the car spends more time on the road than track. What's more relevant, we think, is the RC F's ability to separate itself from the rest of the pack so easily and effortlessly.
The car possesses a Dr. Jekyll and Mr. Hyde character. It can be a car that's civilised enough for you to take to a ball without being too showy or, should you choose to, transform to a feisty beast with one touch of your unswerving right foot.
Of course the latter is always the perfect choice of weapon because it's when you can fully exploit the sweaty roar of the naturally aspirated V8 like the rush of a thousand wings. Yet, the well-calibrated brakes will do an impeccable job in erasing speed without any harshness or uncertainty.
But should you prefer the former, the car can be as supple as, say, the Lexus IS on clean, unbroken tarmac. In short, regardless of the driving mode the car is in, the suspension is never abusive - a very welcoming trait that's unfound in the BMW M4.
Another welcoming trait is the returns you get by working the engine really hard. Most cars turn sour when pushed, but not the RC F. The harder you drive, the more rewarding it feels. Plus, it sounds exceptionally pleasing as the revs climb and the strong waves of snarls that come with every downshift.
But should you prefer the former, the car can be as supple as, say, the Lexus IS on clean, unbroken tarmac. In short, regardless of the driving mode the car is in, the suspension is never abusive - a very welcoming trait that's unfound in the BMW M4.
Another welcoming trait is the returns you get by working the engine really hard. Most cars turn sour when pushed, but not the RC F. The harder you drive, the more rewarding it feels. Plus, it sounds exceptionally pleasing as the revs climb and the strong waves of snarls that come with every downshift.
Perhaps where the Lexus trails behind the Bimmer is the lack of feedback from the steering. It's still no doubt direct, which helps a lot in placing the car around tidy short bends and winding long arcs.
The comparison between the M4 and the RC F is inevitable in this case as the former is a direct rival of the Japanese fighter and the updated C 63 AMG and the handsome RS5 haven't arrived in Singapore yet.
Conclusion
Of course, the most important question is whether we'd choose the car in question or the M4. It seems like an easy choice, especially when the German is a more thrilling, hardcore high-performance machine compared to the more expensive Japanese ($452,000 as of 8th April 2015).
The comparison between the M4 and the RC F is inevitable in this case as the former is a direct rival of the Japanese fighter and the updated C 63 AMG and the handsome RS5 haven't arrived in Singapore yet.
Conclusion
Of course, the most important question is whether we'd choose the car in question or the M4. It seems like an easy choice, especially when the German is a more thrilling, hardcore high-performance machine compared to the more expensive Japanese ($452,000 as of 8th April 2015).
But the truth is the RC F isn't without its charms. The very fact that this car doesn't put on a predictable German-looking suit and engine in an attempt to conform and blend in with its competitors makes it an interesting and viable alternative. Consider its flawless fit and finish, unblemished engineering and excellent drivetrain, and you pretty much have an answer.
Of course, it's nice to have an M4 because boasting rights are endless - it's a premium German brand, it's hardcore, it's whatever you'd like it to be. But if you were to put on your pants and think with the correct head with much humility, it's always nice to drive the humble car that will ferry your parents from point to point in a comfortable manner yet allow you to door-handle it like a maniac when you're alone.
After all, like we said, this is no ordinary Lexus.
Of course, it's nice to have an M4 because boasting rights are endless - it's a premium German brand, it's hardcore, it's whatever you'd like it to be. But if you were to put on your pants and think with the correct head with much humility, it's always nice to drive the humble car that will ferry your parents from point to point in a comfortable manner yet allow you to door-handle it like a maniac when you're alone.
After all, like we said, this is no ordinary Lexus.
Photos by Low Fai Ming
Also read our comparison article on:
BMW M Series M4 Coupe 3.0 (A) vs Lexus RC F 5.0 V8 (A)
Car Information
Lexus RC F 5.0 V8 (A)
CAT B|Petrol|9.2km/L
Horsepower
350kW (470 bhp)
Torque
530 Nm
Acceleration
4.5sec (0-100km /hr)
This model is no longer being sold by local distributor
All Used Lexus RC F
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