2015 Lexus RC F
Now stop us if you’ve heard this one before. Lexus, known for purveying ultra-plush luxury, is now stepping into the performance ring. Okay, so it’s not their first, or even second attempt to shed the soft image for a harder-core one. But, will the results be any different? Let’s hit the track in the new Lexus RC F and find out.
So up until now, Lexus performance, with the exception of the limited production and very exotic LFA, has been more like a karate chop at a gun fight. But this 2015 Lexus RC F coupe just might even the odds.
Indeed, after 3-days of relentless round-da-rounds at the hands of our test team, we can say the RC F definitely has the goods to take on a road course; impressing all of our drivers with a great V8 bark, and nimble chassis bite to back it up.
That V8 is a 5.0-liter with roots that go back to the IS F sedan. Much tweaking has been done since then however, and output is now 467-horsepower and 389 lb-ft. of torque.
As a rear driver only, the transmission is a beefed up, 8-speed direct shift automatic that worked very well through Roebling Road’s nine turns, even when left in straight-up auto mode.
While clearly based on the RC 350, Lexus claims that 70% of the RC F’s suspension componentry is new or updated.
Another value added feature is the available torque vectoring rear differential that makes a huge impact on both the RC F’s performance and personality, helping put maximum power to the pavement in corners when in Track mode. Left in Standard mode, it feels like an entirely different vehicle that likes to power-on oversteer more than cling to an apex.
At around 4,000-pounds, the RC F is certainly no lightweight. But it feels and responds much lighter. Through the corners, the bolstered RC F sport seats kept our drivers squarely in place. Yet, they still delivered the comfort that Lexus owners demand.
Though overall highly capable, we could do with less initial understeer at turn-ins. And, the quietness of the RC F’ proficiency makes it less exciting to drive than we’d hoped.
But, those are nitpicks. If there’s one significant weak point, it’s the brakes. Initially they felt great. But after only a few laps, they grew soft and uninspiring.
Off the turns, and on the straight, this raucous V8 also proved its metal. It loves to rev. There’s not as big a hit of torque right off the line as you might expect, but rather a nice build that gets you fast rather quickly. 0 to 60 takes just 4.4-seconds.
Despite relying on a true automatic for transmission duties and not a sequential manual; shifts are quick and smooth, with power mostly uninterrupted. Helping us clear the ¼ in 12.8-seconds at 114 miles-per-hour.
Body enhancements galore certainly make the RC F a stand out. There are plenty of both air inlets and outlets, an active rear wing, optional carbon fiber roof, and stacked exhaust tips that give the hind quarters a truly maniacal look.
Its stance is both wider and lower than the RC 350, and you have a choice among 3-different 19-inch wheel patterns. Tire width is staggered, with 255/35s up front and 275/35s in back.
Despite the comfy seats, the overall interior comes off tighter than a typical Lexus buyer would be accustomed to. But, then, this is everything but a typical Lexus. Still, the usual leather coverings, high quality materials, and high-tech niceties are mostly included.
An F-specific gauge set alters screens depending on driving mode, and the multi-information-display hosts a wealth of info including lap times and even rear wing position.
Now, the real bonus. Even with all of its track prowess, the RC F is also a pleasant street car. The ride is never harsh, and great chassis response means you don’t have to be driving super-fast to enjoy yourself. Government Fuel Economy Ratings are 16-City, 25-Highway, and 19-Combined.
RC F pricing starts at $63,325. That undercuts the benchmark BMW M4 by about 2-grand.
And the F story certainly won’t end here, as Lexus recently debuted a bigger and badder GS F Sedan at the North American International Auto Show.
But, back to the M4. The 2015 Lexus RC F may be a bit cheaper, but is it also a close contender? Well, we think it is surprisingly close on the street, and yes, on the track as well. Who ever thought we would say that! And that is just how far Lexus performance has come.
Specifications
- Engine: 5.0 liter
- Horsepower: 467
- Torque: 389 lb-ft.
- 0-60 mph: 4.4 seconds
- 1/4 mile: 12.8 seconds @ 114 mph
- EPA: 16 mpg city/ 25 mpg highway
2024 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs