2015 Lexus RC Sport Coupe
If you’ve been following the Lexus brand lately, you know that they’re on an all-out mission to shed their soft, comfy, pure luxury image…that’s still a work in progress; it takes a long time to change people’s minds about a brand. But the new RC coupe just might be the car that speeds that change along.
The 2015 Lexus RC marks the brand’s reentry into the sporty coupe segment. And from the looks of this car, they’re not jumping back in quietly. The RC may not instantly strike fear into the hearts of the German marques that dominate this segment, but they will certainly know Lexus has joined the party.
The RC’s compliant, yet very rigid chassis is an all-star for sure. It’s not a new chassis per se, but a modified combination of 2 separate Lexus platforms. The front architecture and suspension comes from the mid-size GS, while the rear comes from the compact IS, with a lot of structural bracing in between. Enough to satisfy a fairly wide variety of tastes.
Taking a walk through the lineup, things start with the RC 350. It’s the tamest model with a 3.5-liter V6 coming directly over from the GS, outputting the same 306-horsepwer and 277 lb-ft. of torque. Transmission is also the same 8-speed automatic, with steering wheel shifters, unless you choose all-wheel-drive in which case you’ll lose 2 gears.
But, the outside is anything but tame. While it may not the most dynamic looking Lexus of all-time, it’s pretty darn close.
It’s still Lexus-smooth, but with plenty of sharp angles and body tucks to drum up some excitement. The front end screams aggression with a big-mouth grille and vertical openings slashed into the corners.
18-inch wheels are standard, with significant fender flares above them. L-shaped LED rear lighting has been updated with clear, jagged lenses protruding out. The rear bumper also gets slashed up with simulated corner vents.
Inside, things are less of a departure. There’s still lots of luxury to touch and plenty of serenity to be had when driving. Lexus calls this a pure 2+2 Coupe, so rear space, especially leg room, is limited.
4-dial gauges set a sporty tone, with a small central TFT screen providing plenty of info. 10.4 cubic-ft of space hides in the trunk, and useful folding rear seatbacks add to that. Neither back-up camera nor navigation are standard, however, but if you do upgrade, there’s a new remote touchpad for inputs.
Next up the line is the RC 350 F Sport, and the added content is very high. For the exterior, there are 19-inch wheels, unique front and rear fascia, and fender badging.
Inside it gets even better with supportive sport seats, new sport pedals, LFA-inspired gauges, black headliner, and tasteful silver trim.
While the Sport’s engine is unchanged, there are lots of mechanical upgrades. Like adaptive variable suspension, high-friction brake pads, 4-wheel steering, and the additional Sport+ driving mode.
We spent most of our drive time in the F Sport and were very impressed with its light and balanced feel. Around the track at the Monticello Motor Club, things felt super-rigid with virtually no flex.
The rear-steer speeds up turn-ins, and the car has an almost Porsche-like competency, where you have a hard time believing you’re having this much fun in a straight-up street car, let alone a Lexus. And you can do some serious pushing without feeling like you’re going to end up in some “epic fail” video on You Tube.
But, where this tale really gets interesting is in the top-of-the-line RC F. This car is serious, with a 467-horsepwer 5.0-liter V8, as well as fully upgraded chassis and brakes.
It’s a beast! On the street, it feels a little nose heavy, and steering is slower, though you can dial in more with Sport and Sport+ settings, but we found it almost too aggressive for everyday use.
On the track however, it comes alive with the V8 growling on acceleration, and barking on downshifts. Transmission is also an 8-speed, but it’s different enough to get a separate internal name.
A Torsen limited-slip rear is standard and you can upgrade to a torque vectoring rear, which includes “set-it-and-forget-it” presets for standard, slalom, and track. The torque vectoring rear is highly recommended, as it allows you to seriously late brake and perform dare-devil late turn-ins well beyond your skill set.
All of that, along with huge 6-piston Brembos up front, make the RC F a legit player in the RS, M, and AMG game. Lexus claims 0-60 happens in 4.4-seconds and we believe it.
Prices are competitive too, starting at $43,715 for the RC 350, the F Sport comes in at $47,700, and the big-dog RC F goes for $63,325.
While the LFA got the performance-image ball rolling for Lexus, things have been slow in gaining momentum. But we think the 2015 RC is a game changer, and just what the Lexus makeover has been waiting for.
Specifications
- Engine: 3.5 liter V6
- Horsepower: 306
- Torque: 277 lb-ft.
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.