2015 Lexus RC F

2015 Lexus RC F

Episode 3430 , Episode 3444
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

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 Porsche Taycan Turbo GT 1

2025 Porsche Taycan Turbo GT

It’s A Turbo GT With No Turbos Or Even An Engine

Episode 4432
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

In an era when even mass market EVs have mind-bending acceleration, how do performance-minded brands such as Porsche stand out? Well, you take things to an even higher level of road-going insanity. Hold on for this one! The Porsche Taycan Turbo GT just changed the game again.

When the original Porsche Taycan arrived for 2020, it did not disappoint. We blasted the Turbo S version to 60 in 2.8 seconds and hustled that hefty Hoss around Roebling Road Raceway with 911-like proficiency. None of that was enough for Porsche. So, for 2025, the Taycan gets more range, more style, more tech, and of course it does it all faster than before too. And that’s before we even get to this Porsche Taycan Turbo GT which is new to the lineup.

For our return trip to Roebling Road, there was a threat of a major winter storm about to impact our track time, so we wasted none of it, hitting the track early and often. And it’s still amazing how this big battery on wheels can feel so Porsche like. No other brand has been able to accomplish a similar feat. We laud BMW for even coming close with the i4, but here you get the full capable and confident Porsche experience; even the brakes feel incredibly natural and powerful, ceramic brakes are standard with the Turbo GT.

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Having said that, it remains a very heavy vehicle, so while you’re hustling it around the track it does tend to feel more like work than fun. Many EVs dial back the power as soon as you get up to speed, but here in the Turbo GT, it never seemed to let up, building to the point we reached over 170 mph on Roebling’s front straight, and the way it powers out of corners is otherworldly.

Now, while it does absolutely shred on a racetrack, it really feels best just high-speed sweeping your way through life on some scenic roads through the countryside. This Turbo GT’s 760-kW dual-motor setup cranks out 1,019 horsepower and 914 lb-ft of torque with Launch Control, which allows for sprinting to 60 in 2.2 seconds and clearing the quarter-mile in less than 10. But alas, that winter storm arrived and covered the track in snow before we got a chance to verify that.

You get the full capable and confident Porsche experience.

All Taycans get a new rear motor for ’25, along with updated software and improvements to the cooling system. And guess what? It charges faster too, now accepting up to 320 kW, getting it to 80% in as little as 18 minutes. There’s a 30% boost to the energy capture from regen braking as well, now up to 400 kW. What the Taycan desperately needed was more range, because who wants all this fun to ever stop; and it has been increased by as much as 35% throughout the lineup, now delivering as many as 318 miles; 276 for this Turbo GT.

The Turbo GT features a unique front splitter and active rear spoiler, but all Taycans get revised styling for ’25 including upgraded lighting and a revised front clip that both improves aerodynamics and accentuates the Taycan’s substantial width. All wheels have been aerodynamically optimized as well.

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Things inside look mostly the same, but they have improved the functionality of their multimedia setup, moved some controls around, and provided more standard content. It’s a borderline luxury car experience as far as amenities and tech go, yet it still has a purposeful feel to it; and whether things are covered in Race-Tex or real leather everything looks and feels great. Gauges are of course all virtual now, but they can still have a traditional look if you prefer. You really have to duck down to get into the rear seats, but space is plentiful; and with a pair of trunks, there’s abundant luggage space too.

Using 41 kilowatts of electricity for every 100 miles, the Turbo GT earns a fair Efficiency Rating. There are now more options than ever across the Taycan lineup, and that’s even before you even get to Cross Turismos and Sport Turismos. So, while this Turbo GT may cost $231,995 to start, you can get largely the same experience for as little as $101,395 for a base Taycan.

The 2025 Porsche Taycan Turbo GT is more than just a fantastic EV; it’s a great car period, and even a terrific Porsche. With the recently released Macan Electric SUV and the upcoming Boxster and Cayman EVs, more than any other brand, Porsche is giving us reasons not to fear the electrified future.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Battery Size: 105 kWh
  • EPA Range: up to 276 miles
  • Horsepower: 1,019
  • Torque: 914 lb-ft
  • 0-60 mph (est.): 2.2 seconds