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
2025 Nissan Kicks
More Kicks To Kick Around In
Nissan began kicking around the idea of replacing their subcompact Juke with a much more modern crossover ute more than a decade ago. But it wasn’t until 2018 that the Kicks finally stepped onto our shores. Turned out it was a smart move, one that Nissan hopes to build upon with this all-new second generation kicks. So, let’s see if it kicks up more good things for Nissan.
SUVs, “small” utility vehicles in this case, remain the hottest wheels going, with carmakers putting a herculean effort into making them as appealing as possible to as wide of an audience as possible. That brings us to this 2025 Nissan Kicks.
What started out in 2018 as a more mainstream replacement for Nissan’s funky, entry-level ute Juke, has now evolved into a fine-looking SUV with impressive substance. While even the first Kicks looked way better than the Juke ever could, this one doubles down with some upscale Murano flavor, though the wide stance and exaggerated rear fenders do pay homage to the Juke. The unique patterns and textures around the lower body are designed to resemble high-end sneakers or “kicks”. Top SR makes the most of it with available 19-inch wheels, black accents, and full LED lighting.
This second gen is now bigger in every dimension, just under an inch taller, an inch and a half wider, and almost 3 inches longer; and even ground clearance gets a nice boost to a healthy 8.4 inches. There’s a new engine, too, staying naturally aspirated, but growing from 1.6 liters to 2.0 liters, and gaining 19 horsepower to 141. Torque gains are more impressive from 114 to 140 lb-ft. Bigger news is that all-wheel-drive is now available, as the original was front-drive only. And while we’re talking about that first gen, don’t get confused, as there is also a 2025 Nissan Kicks Play, which is actually a budget carryover of that first-gen Kicks.
Kicking off our track time, there’s a nice hit of initial spirit off the line, but then power delivery settles down and you take a slow CVT crawl down the track. It took us 10.7 seconds to hit 60 mph, a full second slower than the 2018 original. But it does seem to pick up the pace a bit further on, ending the quarter-mile at 18-flat and 78 mph. Engine noise is expectedly elevated, and even though there are simulated shifts happening in the CVT, it doesn’t really help the pace. Drive modes include Normal, Eco, Sport, and Snow, which comes only with all-wheel drive.
There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback.
Now, it was a completely different experience on our handling course. Here, the Kicks kicked it up a nice notch for its class. There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback. The suspension was firm and willing, with very little body roll and no notable understeer or oversteer. Overall, a quite pleasant cone trip.
All-wheel-drive models come with a suspension upgrade, replacing the rear’s simple twist beam setup with a multi-link arrangement, and adding a thicker stabilizer bar to the independent strut front. It was also quite commendable in braking with consistent, straight stops from 60 of only 106 feet.
Bigger dimensions allow for a nice upward movement in space inside the Kicks’ five-seat cabin. Plus, a tech upgrade has definitely taken place with all but base S trim getting wireless phone charging and a new 12.3-inch touchscreen. Top SR adds a 12.3-inch gauge display; and comes with a leather-wrapped steering wheel, simulated-leather trimmed seats, and surround-view camera. Nissan spreads the supportive Zero Gravity seats to both rows, so even back seat dwellers get well above average comfort for this price point. AWD hardware and suspension does necessitate a higher cargo floor and a bit less cargo capacity, 23.9 cu.-ft. instead of 29.2; max is 50.1 with seatbacks folded.
Government Fuel Economy Ratings with all-wheel-drive are 27 city, 34 highway, and 30 combined. Our average was right on at 30.4 mpg of regular. While the new Kicks is certainly better to look at, it remains exceptionally affordable, beginning at $23,220; top SR starts at $27,570. All-wheel drive is available with all trims for $1,500.
The original Nissan Kicks existed almost totally as a value leader. And while the value proposition of the 2025 Nissan Kicks remains very high, it has upped its own ante to be a far more interesting and appealing small SUV to see, to drive, and to be driven in. We think Nissan put this one straight through the uprights!
Specifications
As Tested
- Engine: NA 2.0-liter I-4
- Transmission: CVT
- Horsepower: 141
- Torque: 140 lb-ft.
- EPA: 27 City | 34 Highway | 30 Combined
- 0-60 mph: 10.7 seconds
- 1/4 Mile: 18.0 seconds at 78 mph
- Braking, 60-0 (avg.): 106 feet
- MW Fuel Economy: 30.4 mpg