2015 Lexus RC F Review |
| Posted: 03 Sep 2014 05:00 PM PDT  Share this Article Here's an automotive riddle for you: what two-door car is blazingly fast but doesn't stop? Which one is cool to the touch and scorching hot at the same time?
I'm not describing the new Jaguar F-Type, a Porsche 911 or even Chevy's Corvette. The car in question is actually a Lexus. The brand-new RC F is a high-performance coupe that's got serious substance backing its style. It handles well, is blazingly fleet and because it's a Toyota at heart it'll never quit. RC F YouYep, believe it, this is a Lexus with attitude. This well-mannered luxury brand that's known for selling legions of RX crossovers and ES350 sedans has built a coupe with the design, dynamics and on-track performance to compete with some pretty thorny rivals. One glance at the spec sheet reveals the RC F's got the right ingredients to go wheel-to-wheel with cars like the Audi RS5, BMW M4 and Mercedes-Benz C63 AMG. In recent years the company has been on a mission to inject more passion into its product portfolio; they've been busier than an librarian with obsessive compulsive disorder and a jumbled-up card catalog. More aggressively styled vehicles, enthusiast-focused F-Sport models and the world-beating LFA supercar have proven that Lexus actually has soul, not just sensibility and the New RC F is the next step on this continuing journey.
Company executives hope this car, and the rest of the RC lineup, which includes a base model as well as an F-Sport variant, will help attract younger buyers to the brand. Look At Me!
To play the role you've got to look the part. Ensuring this car never gets lost in the crowd designers have given it a seriously aggressive body, which is to be expected. This is essentially a production version of the LF-CC concept car that bowed in 2012. The RC F's face is dominated by the brand's massive spindle grille, which takes up most of the front. Angular daytime-running lamps are separate from the main light assemblies and the front fenders are better ventilated than a hotel's HVAC system. These aggressive outlets help exhaust heat from the engine compartment and smooth airflow around the body. Three different wheel designs are available and they're all made from lightweight forged aluminum spanning 19 inches.
Around back this machine's rump is just as in your face. Pointed tail-lights, lots of intriguing surface details and the F brand's signature stacked quad exhaust tips round out the exterior. Curiously the new RC's architecture is constructed of parts pilfered from several other Lexus vehicle platforms. The front section comes from the GS sedan while the car's middle is actually borrowed from the IS C drop top. As for the rear structure, it comes from the new IS sedan. Dimensionally the RC is both shorter and wider than the IS. Additionally its platform is a whopping 50 percent stiffer than the GS. Vroom With a View
Inside, the car's cabin is nicely trimmed with squishy-soft plastics and smooth leather. Wavy stitching is splashed across the door panels and front seats, which adds a dash of flair to the interior, though the overall design is a lot busier than I typically like. Each to their own, I suppose. As expected in a Lexus everything has a high-quality feel. The switches and controls work well and seem like they're built to withstand a lifetime of abuse.
This interaction method takes some getting used to because it doesn't feel quite as natural. Fortunately the Lexus engineers incorporated surprisingly effective haptic feedback into the pad, which helps give you a better idea of what you're pointing at. The RC F's front seats are road-trip comfortable and surprisingly supportive on the racetrack, though they are a tiny bit snug around my ribs. If you're sized like a normal person you may find the car's accommodations a little tight, especially if you try to climb into the cramped back seat. 2UR-GSE
So it's got striking design and a nice interior, but what matters most with the new Lexus RC F is under the hood. Hauling mail is a 5.0-liter V8 engine. If this sounds familiar it should because this powerplant has served active duty in the IS F sedan for years, though for 2015 it's been newly invigorated. If you want to impress your friends its internal designation is 2UR-GSE. The only major component these engines share is the cylinder block. The RC F's incarnation features a higher compression ratio, bigger intake and exhaust ports, titanium valves, new camshaft profiles, forged connecting rods and countless other improvements. The result of all this engineering tomfoolery is 467 hp and 389 lb-ft of torque plus the ability to reach 60 miles an hour in just 4.4 seconds! The only transmission offered in this car is an eight-speed automatic.
Bringing everything to a safe stop are powerful brakes. The front rotors clock in at nearly 15 inches, the rears almost 14. Combined this quartet of binders provides plenty of clamping power for fade-free performance time after time, lap after scalding-hot lap. To preserve a modicum or environmental responsibility this powerplant can actually run on the Atkinson cycle while at cruising speeds. Delaying the closure of intake valves effectively reduces the displacement of the engine, improving fuel economy in the process. Accordingly the RC F should sticker at 16 MPG city, 25 highway and 19 combined, which isn't too bad for a performance car of this caliber. Track Time
Unquestionably the best place to evaluate a machine like this is on a racetrack. You can push it to the limit without endangering the general populace or getting a heap of points on your license when ol' Smokey catches you having too much fun. The RC F was designed for drivers of any skill level meaning it's approachable for novices yet still engaging enough to keep veteran enthusiasts entertained. Engineers hit this broad target; the car feels secure at all times yet it will still get sideways if you know what you're doing. Evaluated under the trying conditions of a high-speed road course the RC F acquitted itself quite well. The thing accelerates as effortlessly as a hurricane making landfall. It's blazingly fast yet buttoned down enough to build driver confidence.
Likewise, the steering is impressive. The tiller is very direct with plenty of feedback. Snaking through corners, the body remains planted like a century-old oak. If there's a weak part to the RC F's track performance it's probably the transmission. At times it seems a little slow to respond. You'll request a gear change with one of the paddle shifters and it's followed by an uncomfortably long delay before anything happens. In racing situations the wait seems seems like an eternity.
As much fun as it is on a track the RC F is a little less enjoyable on the street, though still lots of fun. The ride is pretty stiff on anything less than ideal surfaces and speed limits become an exercise in mastering self restraint because of how powerful it is. |
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2014 Ram 1500 EcoDiesel Review
Posted: 03 Sep 2014 05:00 PM PDT
Conversations over cups of coffee at the local garage have no doubt been dominated by talk of the new Ram EcoDiesel for the past few months.
FAST FACTS |
| Engine: 3.0-liter diesel makes 240 hp and 420 lb-ft of torque. Transmission: Eight-Speed automatic. Fuel Economy: Rated at 19 mpg city, 27 highway. Price: Ram EcoDiesel Starts at $32,935. Our Tester costs just over $54,000. |
The return of diesel power to the half-ton pickup truck comes at a time in the truck industry when it seems like if you're not innovating, you are losing sales. Look at the GM half-tons, which have been widely criticized for being too conservative. They have been giving up market share ever since their arrival and Ram has been waiting in the wings to pickup its competitors losses and rightfully so.
Innovation Breeds Success
The Ram 1500 was the first modern half-ton to come with an eight-speed automatic (GM is now following suit and Ford likely isn't far behind), four-corner air suspension and of course, diesel power.
The motor in this truck is a turbocharged 3.0-liter diesel sourced from Italian company VM Motori and the numbers it puts up are exactly what you would expect from a small diesel. It makes just 240 hp at 3,600 RPM, but the real meat is the 420 lb-ft of torque that is accessible at 2,000 RPM. This is the most powerful V6 engine found in any pickup truck today, turbocharged or otherwise. Make no mistake, this is a straight up V8 competitor.
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Torque Mania
Power from this engine, whether un-laden or under load feels authoritative. Dragging a 6,000-lb trailer feels great with all of the low-end grunt providing ample pulling power. This truck is rated to tow a maximum of 9,200 lbs and it feels like even loaded up to max weight, the motor will be up to the task. Really, only Toyota's 5.7-liter V8 and the 6.2-liter from GM feel as strong as this truck and that makes it a very compelling purchase in the half-ton market because the fuel economy of this engine is far ahead of those two competitors.
Official ratings put the EcoDiesel at 19 MPG in the city, 27 on the highway and 22 MPG combined, and our week with the truck affirmed these numbers, averaging 21 MPG. That is including pulling a trailer and many slogs through city traffic. Unlike some other pickups out there right now, the Ram Ecodiesel promises good fuel economy and actually delivers without needing the driver to stay out of the throttle.
It isn't just the engine at work making the Ram EcoDiesel pull weight so well though.The four-corner air suspension helps a great deal with an excellent auto leveling feature that ensures the truck sits as flat as possible, helping to spread the weight around to four corners like an equalizing hitch would. Having eight speeds doesn't hurt either, allowing the low gears to be nice and short, so that the torque is put to the best use possible.
The best aspect of this motor also contributes to one of its few low points. It always feels as though there is a tremendous amount of backpressure coming from the engine, which doesn't love to rev very freely. This, of course, is expected of a diesel, but it is so evident in this truck that it might turn you off. If you are looking to conquer on-ramps with quick jumps to highway speeds, get a gas-powered truck.
Power and Practicality
Hard work isn't the only area where the Ram excels. Move inside and you find one of the nicest interiors anywhere on the market today. Outfitted in Laramie trim, the cabin is loaded with soft touch materials that give it a sophisticated look. But it isn't just fashion that makes this a great interior, it's also function.
Just about everywhere there could be a storage spot, Ram found a way to manufacture one. Both the driver and passenger have small cubbies by their air vents for storage and the center console is massive. It's also separated into two different compartments to help keep your things organized along with a double glove box setup and a small area on the dash for storage as well. As an office, this Ram EcoDiesel functions exceptionally well.
Infotainment is also top notch in this truck. Chrysler's UConnect unit works seamlessly without lag and is easy to understand and operate. Beyond that, the eight-inch screen in the info cluster fitted between the tach and speedo delivers all of the crucial info clearly. There is a simple black background, making it easy to gather all of the info offered with a quick glance.
Noise, vibration and harshness are other concerns with a diesel engine, but the folks at Ram do a splendid job of covering it. At start-up, especially in the cold, the engine can be a bit raucous sounding. Once you get up to speed, it's hard to notice that this isn't a gas engine. You do lose the 5.7-liter Hemi's great rumble, but the 3.0-liter diesel sounds good in its own way with bass filled grunts.
Pricing
One of the most important aspects of this truck is the price. To upgrade to the diesel over the base Pentastar V6, you'll have to part ways with $4,500 (including the mandatory transmission upgrade), while a $2,850 premium is needed to get the engine over the V8.
Using official estimates and an average of 15,000 miles driven every year, the EcoDiesel will save its owner $600 a year in fuel over the HEMI, meaning that six years will see this engine pay itself off, at least compared to the big V8. Now, that is using that 22 MPG number on the dot, and often on long stretches of highway, it isn't uncommon to rake in between 25 and 27 mpg, which means that for the driver doing lots of long freeway stretches, this engine is for you.
The Pentastar V6 is also a fuel miser, but doesn't offer anywhere near the torque levels of this truck. The base price of entry for a Diesel Ram is $32,935, not only making it a clear choice in the Ram lineup, but also against the competition.
The Verdict
The return of the diesel engine to the half-ton pickup truck could have been a failure if it wasn't implemented properly, but Ram did it so well that it pushes the bar for the entire segment even higher. With a new Ford F-150 on the way, Ram will be tasked with pushing its innovations further to try and keep on growing its market share and if the current upswing in sales predicts the future, the number three truck brand may not stay in that trailing position for long.
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