2015 Lexus RC Sport Coupe

2015 Lexus RC Sport Coupe

Episode 3409
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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.
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW