![]() And while an intuitive remote touch interface replaces Lexus’s old, clumsy mouse-operated infotainment system, the RC misses out on new technology found in the coming NX, such as remote phone charging and an electric park brake (RC owners have to make do with a dated foot brake). The cabin feels premium and solidly screwed together, but its conventional layout is somehow disappointing given the RC F’s vivid exterior styling. Inside, F-specific bucket seats hug the driver, while Lexus’s reputation for quality is evident. The gearbox is seamless and unobtrusive around town, yet sharp enough when you point the RC F at a track, even though it’s not as fast or intuitive as a dual-clutch. It’s quick, too, hustling the RC F’s not inconsiderable 1800kg from 0-100km/h in 4.4sec. It’s an old-school donk with none of the M4’s futuristic urgency or low-down punch, but that only adds to its character. ![]() It barks on start-up and, while lacking torque down low, get it above 2500rpm and it pulls sweetly and cleanly all the way to the 7300rpm cut-out. It might be old, but the big, snarling V8 is a highlight. Translate this to the road and the result is the most engaging, best handling Lexus since the LFA. Nearly all (70 percent) of the RC F’s adaptive suspension is new compared to the standard RC, it’s even more rigid thanks to additional bracing, and a limited-slip diff is standard (a torque vectoring electronic rear diff is optional). It rides on its own version of Lexus’s modular rear-drive platform, taking its nose from the GS, its centre from the IS convertible and its rear from the IS sedan. Love it or hate it, there’s no denying it has presence.ĭon’t dismiss the RC F as simply a door-two IS, though. In a world of conservative, muscular rivals, the aggressively sharp RC F is a polarising breath of fresh air. Chief engineer Yaguchi insists they are still too slow and jerky, so Lexus instead opted to mate the RC F exclusively to its ageing, yet smooth-shifting eight-speed torque-converter auto.īut if the drivetrain is nothing new, the same can’t be said of the RC F’s styling. Under low loads, the big bent-eight is the first engine in the world to slide seamlessly from the normal Otto cycle into the Atkinson cycle – a mode previously only available to hybrids – for a 12-14 percent boost in economy. It’s officially the most powerful V8 Lexus has ever built, but there are brains behind the brawn. Where the Germans utilise new, high-tech, turbocharged engines, the RC F uses the same Yamaha-tuned 5.0-litre V8 as the old IS F, tweaked to produce 351kW and 530Nm. ![]() Lexus’s approach, though, couldn’t be more different. This hard-core, V8-powered RC F changes all that.Įager to shirk its conservative, fuddy-duddy image (even Lexus calls itself a “safe brand”) the RC F not only replaces the iconic, now-defunct LFA as the company’s halo model, but boasts track-honed credentials that put it firmly in the crosshairs of the new BMW M4 and upcoming Mercedes-Benz C63 AMG and Audi RS5. But not quite on the same extreme scale as this car though.THE words ‘exciting’ and ‘Lexus’ usually sit together as comfortably as ‘Israel’ and ‘Palestine’. ![]() Whilst this could never be seen as a works car, support was provided by the factory, and indeed lessons learned from the wind tunnel were applied to the V8 Vantage in the form of front air dam and rear spoiler. Just for something a little different, in October 1980, RHAM/1 broke the world caravan towing record at almost 125mph, on the runway at Elvington Airfield, Yorkshire. With his first hand experience at Le Mans, Robin Hamilton went on to develop the Aston Martin Nimrod Group C racing car in the early 1980’s. After just 61.5 miles, the rear hub failed. In 1980, the car competed in the Silverstone 6 hours race, RHAM/1 now sporting a huge rear wing – still fitted to this day. During the 1979 Le Mans 24 hour race (with the same set of drivers as 1977), the car unfortunately had only competed for 2 hours 45 minutes when a connecting rod broke due to a melted and holed piston. Both the fitting of fuel injection in place of the Weber carbs and reducing boost pressure to give maximum power of 650 bhp helped to reduce fuel consumption to around 4 mpg. Unfortunately, fuel consumption dropped to as little as 2.5mpg (for the 1977 race, the average speed was 5.75 mpg) so the entry to Le Mans was withdrawn with only two weeks before the race.īy 1979, the shape of RHAM/1 was dramatically altered with a lowered roof, steeply raked windscreen, huge front airdam and lowered bonnet line. For 1978, RHAM/1 was even more modified with and output of 800bhp assisted by twin Garret AiResearch turbos.
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