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 BMW X2
The X1’s Dynamic Alter Ego Gets Bigger and Better
It seems like everyone in the SUV world is trying to out-rugged one another. But over at BMW, they just keep doing what they do: Making stylish, high-performance sports activity vehicles, and even making them more attainable. This latest BMW X2 is proof of that.
At first glance, the 2024 BMW X2 Compact Sports Activity Coupe looks like the more dynamic platform-mate to the BMW X1. Afterall, the X1 utility is just so boring it needed the help. Weel, that’s not at all true, of course, but BMW is the brand that spearheaded the whole coupe-like SUV movement and continues to spread that theme throughout their lineup. So, hence this fast roof X2.
For its second generation, the X2 has gotten a lot bigger, a full 7.6-inches longer, which means it can now call the X1 its little brother. The roof slopes more drastically than before too, with even bigger changes in back, with the SUV-like liftgate and minimal back glass replaced with more glass set in a hatchback-style lid. Some might say the exaggerated fenders and sharp creases are a bit much, but we’re not among them. It looks great, especially with the optional M Sport Package’s 19-inch wheels, unique bumpers, and black trim.
Still, like many stylish small utilities, it is still a little hard to see out of. But that’s what cameras and a myriad of sensors are for. The X2 is clearly more upscale than before with xDrive all-wheel-drive now standard. So, no more front-wheel-drive X2s for now, though that never was a big deal to us, or to the owners of the new MINI Countryman who share this chassis.
BMW’s curved display is easily the highlight of the interior; operating with the ninth generation of iDrive technology, it blends the LED driver display into the central touchscreen. Front seats are both sporty and comfortable, and while many stylish sloped roof SUVs often sacrifice the utility part, rear seat space in the X2 is plentiful. With 25.3 cubic-feet of space, rear cargo capacity is barely less than the X1, and max capacity, at 51.7 cubic-feet, is actually more than the X1 due to the longer body.
Once it got rolling though, power did pour on pretty effectively.
This xDrive28i is the base offering, powered by a 241-horsepower 2.0-liter turbo-4 with 295 lb-ft of torque. For an upgrade, that same engine gets cranked up to deliver 312 horsepower in the M35i; both get a seven-speed DCT. We stuck with the standard 2.0-liter for testing, dialed in Sport mode, and hit the track. And while it does feel very quick on the street, whether it was turbo lag or engine tuning, there just wasn’t a real sense of urgency off the line.
Once it got rolling though, power did pour on pretty effectively, getting us to 60 in 6.2 seconds, and then stayed very consistent down the track. There was even a nice little kick of additional oomph with every gear change. So clearly not the most invigorating BMW experience we’ve had recently, but the 14.9-second quarter-mile, finished at 96 mph, is plenty quick for an entry-level ute, and there’s always the M35i.
We’d also put handling in the “upscale” category. Even with the M Sport Adaptive suspension, softer tuning produced more body roll than expected. Steering was a bit too vague and light for our taste; without the tenacious grip we expected through our handling course. On the other hand, this X2 was very stable and safe, with a more substantial feel than before. In our panic braking test, the X2’s pedal was soft until the very end of travel when it firmed up quickly. But with an average stopping distance of a scant 96 feet, they clearly did their job.
Government Fuel Economy Ratings for the xDrive28i are 24 City, 33 Highway, and 28 Combined. We averaged a quite good 31.1 mpg of Premium. That rates slightly better than average for the Energy Impact Score, 10.6 barrels of annual oil use with 5.3 tons of CO2 emissions.
Pricing starts at $42,995, which is $1,500 more than a base X1. Then a healthy step up to the M35i which starts at $52,395.
While we did appreciate the original X2 for its more stylish take on the X1, there’s a lot more to love this time. The 2024 edition of the BMW X2 is more than just a better looking X1, it’s bigger and better all around. Now, one could argue if any brand really needs three coupe-like SUVs in their portfolio. But when you’ve got the formula for success like no one else, you might as well deploy it in as many ways as you can.
Specifications
As Tested
- Engine: 2.0-liter turbo-4
- Transmission: 7-speed DCT
- Horsepower: 241
- Torque: 295 lb-ft.
- EPA: 24 City | 33 Highway | 28 Combined
- 0-60 mph: 6.2 seconds
- 1/4 Mile: 14.9 seconds at 96 mph
- Braking, 60-0 (avg): 96 feet
- MW Fuel Economy: 31.1 mpg