Introducing the Lexus RC F Track Edition & Updated 2020 RC F Coupe


After all the spy shots and Nürburgring testing and carefully scripted teasers, the Lexus RC F Track Edition debuts today at the Detroit Auto Show alongside the updated 2020 RC F.

Right from the start, the RC F had style to burn — the coupe was well-suited to all the staples of the Lexus F brand: the massive front intakes, fender vents, and quad exhausts have always been a natural fit. With this latest update, Lexus has taken off the shackles and unleashed something spectacular with the RC F Track Edition.

Lexus RC F Track Edition & Standard

Hyped as the most powerful Lexus since the LFA, the RC F now has 472 horsepower (+5hp) and 395 pound feet of torque (+6 lb ft) while the Track Edition loses 176 pounds of unsprung weight. Add in the new launch control feature, and the RC F Track Edition hits 0-to-60mph in less than 4.0 seconds.

Lexus RC F Track Edition Rear

Both editions of the RC F deserve our through attention, so let’s start off with the full press release and all the official images.


  • Refreshed 2020 Lexus RC F boasts improved performance and updated design
  • New 2020 RC F Track Edition offers exclusive upgrades designed for hard core enthusiasts
  • New launch control feature delivers 0-to-60mph time of less than 4.0 seconds on Track Edition

DETROIT, MI – January 14th, 2019 – Freshly updated for the 2020 model year, the RC F coupe now boasts improved performance, revised styling and an all-new, limited production Track Edition. With the introduction of the RC F Track Edition, hard core driving enthusiasts no longer have to decide between a luxury car for the street and a serious performance car for the track. Blending the luxury and craftsmanship of Lexus with performance upgrades typically reserved for exotic sportscars, the RC F Track Edition is capable of turning hot laps all afternoon and being driven home that night. It’s the latest milestone for the F performance brand that will continue to evolve as an important pillar of the overall strategy at Lexus.

The Track Edition joins the standard Lexus RC F performance coupe which has been extensively updated for the 2020 model year. Improved aerodynamics, reduced weight, a retuned suspension and enhanced styling elevate the RC F to a new level of performance and refinement.

“The new RCF and the Track Edition, in particular, benefit from constant development since their original launch. With the latest improvements, these models help further distinguish the F brand by offering fast, durable, highly capable performance cars that rely on a range of technologies to help make their performance accessible to drivers of all skill levels,” said Koji Sato, Executive Vice President, Lexus International.

The 2020 Lexus RC F coupe gets a wide range of changes designed to boost its performance and freshen its overall look. One of the first targets for the engineers was reducing weight without compromising the coupe’s sense of refinement and solidity. At the rear, hollow half shafts are now used in place of the previous solid shafts while up front a pared down intake manifold and a smaller air conditioning compressor remove weight from the front of the car. Changing to aluminum for the toe control brackets and upper suspension support brackets also reduces weight while maintaining stiffness.

To further refine the feel of the RC F, there are now stiffer bushings for the rear suspension arms and steering rack mounts. More rigid engine mounts were also used to better transmit the power of the RC F’s normally aspirated 5.0-liter V8, one of the last such engines available in a luxury coupe. It’s now rated at 472 horsepower (+5hp) and 395 pound feet of torque (+6 lb ft) thanks to a revised intake routing and lower rpm trigger point for the secondary intake opening (2,800 rpm vs 3,600rpm). An eight-speed automatic transmission carries over, but a higher final drive ratio (3.13 vs 2.93) has been installed to improve off-the-line response.

For the ultimate in standing start acceleration, the RC F now includes electronic launch control as standard. With a push of the button on the console, the system automatically adjusts the traction and throttle control for maximum acceleration from a stop. All the driver has to do is press and hold the brake pedal, engage the system, floor the accelerator to bring up the engine speed and release the brake. Using the system results in a 0-to-60mph time of just 4.2 seconds.

Additional performance gains are delivered by new Michelin Pilot Sport 4S tires designed specifically for the RC F. Compared to the standard Michelin specifications, the tires on the RC F utilize a unique profile shape, tread pattern and rubber compound. The changes are specifically designed to reduce understeer, improve overall lateral grip and increase durability under extreme conditions.

RC F Track Edition: A Higher Degree of F


There are also subtle but substantive changes to the styling of the RC F that add familial traits to further refine its aggressive overall shape. Up front, the headlights have been updated to a design that features stacked LED lights and integrated daytime running lights. The shape of the signature grille has been altered by adding a lower lip opening that stretches across the bottom to create a visually shorter front fascia. At the rear of the car, new taillights integrate neatly into a reshaped bumper to give the RC F a cleaner, more chiseled appearance.

More than a mere accessories package, the limited production RC F Track Edition features a precisely engineered set of upgrades that work together seamlessly to push its performance to a new level. Developed with input from Lexus race teams in the Super GT and IMSA series, the Track Edition is designed to deliver exceptional performance that enthusiasts can easily exploit in a wide variety of conditions.

Achieving that level of predictable performance was made possible by rigorous engineering and the assembly precision of Takumi masters who oversee production of every RC F. All aspects of the car were scrutinized for improvement, but the Track Edition doesn’t forego refinement for all-out speed. It remains an uncompromised luxury performance coupe with the ability to impress both on the track and off.

A Smoother Shape and a Precise Diet


One key area of improvement is the RC F Track Edition’s aerodynamic signature. Up front, the unique lower spoiler is not only made from carbon fiber to reduce weight, it’s also designed to increase front end downforce for better grip and more precise steering. At the rear of the car, a fixed rear wing made from carbon fiber replaces the active spoiler offered on the standard RC F. The fixed wing is not only lighter, it does double duty by simultaneously reducing drag and adding downforce.

To accomplish that paradoxical feat, the engineers started by shaping the wing in a way that smooths the airflow over the rear of the car to decrease drag-inducing turbulence. They then added a very slight angle of attack to produce downforce without compromising the overall airflow. The result is up to 58 pounds of additional downforce compared to the active rear spoiler.

Like the standard model, weight reduction was a key area of focus for the Track Edition. Preliminary estimates put the total reduction at 176 pounds compared to the previous RC F, but more importantly, the engineers focused on cutting weight that yields the most significant dynamic improvements. This led to keying in on unsprung weight since any weight that can be removed from the mass not supported by the suspension pays huge dividends in handling and steering feel.

With that goal in mind, every Track Edition model is upgraded with Brembo carbon ceramic brake rotors. They are not only significantly lighter than their steel counterparts, they’re also better able to withstand the extreme heat cycling associated with performance driving. They are surrounded by a set of lightweight 19” BBS forged alloy wheels that feature a design derived from the RC F GT3 race car. Between the wheels, brake rotors and calipers, the Track Edition boasts a significant 55-pound reduction in unsprung weight on the front of the car alone.

Additional weight was removed by specifying carbon fiber for the roof and hood along with switching to a carbon fiber partition behind the rear seats and a carbon bumper reinforcement. Many of these carbon fiber pieces are made on the same line that supplied the Lexus LFA during its two-year production run. A standard titanium muffler and tail pipes is yet another area where the Track Edition sheds weight. Rarely seen on production cars, the use of titanium not only reduces the overall weight of the individual parts, it gives the Track Edition a polished look along with a unique sound.

That sound is worth enhancing, too, as the Track Edition uses the same 472hp, normally aspirated 5.0- liter V8 found in every 2020 RC F. In fact, when combined with the Track Edition’s reduced curb weight, this RC F has the best power-to-weight ratio among its competitors. Couple that with the new electronic launch control system, and the RC F Track Edition is capable of launching from 0-to-60 mph in 3.96 seconds.

In order to give the Track Edition a more exclusive look on the inside, a red leather interior comes standard along with Alcantara seat accents and red carbon trim on the doors and dashboard. Only two exterior colors will be available: Ultra White and Matte Nebula Gray, an exclusive color only available on the Track Edition.

Both the 2020 Lexus RC F and the RC F Track Edition will start production in the second quarter of 2019. Pricing will be announced closer to their on-sale dates.

Lexus RC F: First Generation
Comments
Airplane
Yes, but TMC should give consumers more choices as well, and this GT is a sign they are on the right track.
Regarding weight balance, a 47/53 ratio would be better than 53/47 for the RCF, but for a frankenstein of a car the RCF is well engineered.
Yes, I stated above, having a track-oriented hardcore RCF keeps the RCF relevant. BTW, 53/47 is pretty close to perfect balance as much as an FR car with big V8 can get. 52/48 probably might the closest. You would either need front or rear mid-engine layout to get a more rear-bias like a 47/53.
Probably accurate for the most part based on the spy shots, at least in terms of the shapes of the lighting. The front vents seem to be way to small, making it look awkward...
L
The design is cool but I prefer the daytime running light to be separate from the headlight assembly.
Looks accurate but bad from design perspective.
krew
[​IMG]


View the original article post


I hope that render doesnt make the showrooms, its not nearly as aggressive as the market expects it to be.

The name likely won't change but I wish it were more sinister, RCF GTR, or maybe GR for Gazoo Racing.

And those headlights, I don't know its a step down from standard RCF, I was instantly reminded of the FRS headlights.

Fingers crossed for better execution.

LexusfanLFA
The design is cool but I prefer the daytime running light to be separate from the headlight assembly.
Good catch, I agree..... probably a cost cutting measure....
I see that just about everyone here is less than thrilled with this rendering of the RC midlife facelift/refresh. I'll stick my neck out and be the contrarian that thinks it's an improvement over the pre-refresh LC. I've never been a fan of the separate DRL Nikeesque swoosh, and I'm hoping this rendering is accurate as far as incorporating the DRLs into the main headlight unit. I also feel that the side vents on the front bumper fascia are appropriately-sized and not oversized as on the post-facelift 3IS.

Of course, at this point we don't know how accurate that rendering is...
Some thoughts for LEXUS about the planned RCF GT.
1. please don't have Centerlock wheels like the 911 GT3. Some who regularly track their car want to be able to have a spare set of wheels (tires) and replace them on their own. You can't with centerlock wheels
2. don't make carbon ceramic brakes standard. they cost a lot and, while they will last a long time with regular road driving, they won't if you track your car and this will be very expensive (too expensive)
3. go with a TT V8, or at least get 55oHP and 500 TQ
4. if you have a TT (8 or 6) have a Sport Exhaust
5. Rear axle steering should be standard
6. make all of the safety items options; you don't need LKA or adaptive cruise control if you want have a lighter car to track. Do away with all that will make the car heavy
7. make the car lower to the ground, substantially lower, include front axle lift
8. I assume that a number of people will buy the car and just drive it on the street, which is fine, but have an option to do away with the excessive Lexus comfy material. The car can be comfortable without all the extra stuff that just adds weight
9. Have a sport seat option, with a carbon fiber frame if possible

make the car a lot lighter., a lot lighter. maybe do away with the rear seat (you really can't put anyone back there anyway)

I drive my 911 at many track events and the RCF is virtually nonexistent (I've seen one once). It would be nice to see Lexus produce a car that people are going to want to drive at track events. If it performs very well (i.e, as good if not better than a 911 GT3, or even a 911 GTS), then people will take notice

Just sayin!

I'm looking forward to reading about the stats for the new RCF GT. I am very curious about track performance. Heh. contact me if you want me to take it out on the track for a test drive :) :p:joy:
I feel like they won't change much of the engine and more exterior dynamics for functional stuff like aero
meth.ix
I feel like they won't change much of the engine and more exterior dynamics for functional stuff like aero
this would be unfortunate. They need to upgrade the suspension and driving dynamics if the car will get close to the handling of a 911. I like the NA V8, but it won't compete with the 911 GTS high reving 4 l flat 6 NA engine. It may not compete with the 991.1 3.8 L NA engine either unless the car is far lighter (I doubt if they will get the car lighter than 3600 lbs). Without a TT engine, it will not get near any of the 991.2 models

If all they do is some exterior cosmetic work (better aero and a little lighter) the car will not be impressive and won't be a car worth tracking. IMHO
We don't know how much revving the 2UR could still get. I don't think they need to push really far to get over 500hp from the 5.0NA.
ssun30
We don't know how much revving the 2UR could still get. I don't think they need to push really far to get over 500hp from the 5.0NA.
Good point, my point is that if they are serious about making the RCF GT into a competitive track car, they need to attend to these issues. They cannot simply rely on the current tuning in the 5l NA engine. Porsche has done very well with their NA engines; I am sure Lexus engineers can do the same. They cannot simply make some cosmetic changes to exterior and expect the car to be competitive with corvettes, 911s and perhaps M cars as well
I would sort of view it as a competitor to the M4 GTS and C63 R. Not exactly Corvette ZR1s and 911 GT2s, but a slightly lower tier.
meth.ix
I would sort of view it as a competitor to the M4 GTS and C63 R. Not exactly Corvette ZR1s and 911 GT2s, but a slightly lower tier.
I would not expect it to compete with the 911 GT2 or the ZR1, very few cars can compete with those. I would like to see it compete with the 911 GT3, but I have my doubts whether it can compete with a lower trim 911, such as a GTS or carrera S. It would be nice to see if compete with a M4 GTS, but I would have to see that to believe that. It's one thing to compete on a 0-60 straight or 1/4 mile, it's an entirely different thing to complete on the track, such as Leguna Seca or other tracks with significant turns. If all Lexus does is add the aero and make slight changes to the exterior without changing suspension, driving dynamics and aspects of the motor, I don't hold out much hope.
RC F GT spotted testing in the Nürburgring Nordschleife a couple of days ago.



Skip to 9:40, 11:00, and 11:45. You can see the car hurtling itself down the straights. This car is so much more agile and is significantly more stable in high speed turns (which the standard RC F wasn't that bad at doing but wasn't amazing by any means). Most of all, it can carry much higher speed in the turns as well and the car looks like it is doing an amazing job at gripping the asphalt. Looks like there is still a little bit of understeer when taking the turn but it's not bad at all.
F1 Silver Arrows
RC F GT spotted testing in the Nürburgring Nordschleife a couple of days ago.



Skip to 9:40, 11:00, and 11:45. You can see the car hurtling itself down the straights. This car is so much more agile and is significantly more stable in high speed turns (which the standard RC F wasn't that bad at doing but wasn't amazing by any means). Most of all, it can carry much higher speed in the turns as well and the car looks like it is doing an amazing job at gripping the asphalt. Looks like there is still a little bit of understeer when taking the turn but it's not bad at all.
thanks for the post. It does look impressive in the corner and just prior to the corner. I'd love to read about some stats. Understeer is not a major issue. 911s have some understeer
That induction noise! one can hear that more than the exhaust.
F1 Silver Arrows
RC F GT spotted testing in the Nürburgring Nordschleife a couple of days ago.



Skip to 9:40, 11:00, and 11:45. You can see the car hurtling itself down the straights. This car is so much more agile and is significantly more stable in high speed turns (which the standard RC F wasn't that bad at doing but wasn't amazing by any means). Most of all, it can carry much higher speed in the turns as well and the car looks like it is doing an amazing job at gripping the asphalt. Looks like there is still a little bit of understeer when taking the turn but it's not bad at all.
JJohn341
That induction noise! one can hear that more than the exhaust.
WOW, watched it again. It really does look impressively stable through the corners. impressive!
Understeer is the result of the driver pushing it really hard. The way he/she threw the RC-F GT into the corner so abruptly looks like they are testing the limit.

Also, the RC-F, LFA, along with the 992 are the only cars that you can tell coming before they pass by. Other cars are just, turbo vacuum cleaners, including the Supra.
ssun30
Understeer is the result of the driver pushing it really hard. The way he/she threw the RC-F GT into the corner so abruptly looks like they are testing the limit.

Also, the RC-F, LFA, along with the 992 are the only cars that you can tell coming before they pass by. Other cars are just, turbo vacuum cleaners, including the Supra.
Yes, that is true in one regard but understeer does not only occur from pushing the car really hard. You also need to take note that suspension, shocks, camber, amount of dialing and overall chassis setup really matter in regards to how car turns into a corner. The RC F's poor architecture since its inception is the issue. Take a look at the IS F and GS F, they were very neutral on the turns in racetracks or even on normal roads, and that is all because of an amazing, taut, stiff and well balanced chassis. While yes, the driver plays a crucial role in regards to the car going into an oversteer or understeer, depending how much they dial in the steering wheel or try to induce a drift into a corner, that is nothing in terms of significance to the role of the engineers and mechanics with the chassis tuning.
F1 Silver Arrows
Yes, that is true in one regard but understeer does not only occur from pushing the car really hard. You also need to take note that suspension, shocks, camber, amount of dialing and overall chassis setup really matter in regards to how car turns into a corner. The RC F's poor architecture since its inception is the issue. Take a look at the IS F and GS F, they were very neutral on the turns in racetracks or even on normal roads, and that is all because of an amazing, taut, stiff and well balanced chassis. While yes, the driver plays a crucial role in regards to the car going into an oversteer or understeer, depending how much they dial in the steering wheel or try to induce a drift into a corner, that is nothing in terms of significance to the role of the engineers and mechanics with the chassis tuning.
That was exactly my point. Understeer can be suspension setup or driver input. There really isn't any conclusion we can get from a video clip. The drivers know what they are doing. The way I interpreted these clips is that the driver was testing the car's steering behavior under rapid increase of steering angle (which is not something that one should do in any type of driving on tarmac, by the way). You can interpret it as a suboptimal setup. Either could be correct.
That recent LFA Prototype has camouflage in similar areas, this updated RC F GT prototype seems to have that same widebody treatment on it... Combined with that fixed wing...

Lexus RC F Nürburgring Edition?

Couldn't Be... Could it?
RCF is much longer than the LFA. That LFA mule was some sort of LFA variant. This RCF GT is different from that Nurburgring Edition LFA mule that was testing

LexusSteve
That recent LFA Prototype has camouflage in similar areas, this updated RC F GT prototype seems to have that same widebody treatment on it... Combined with that fixed wing...

Lexus RC F Nürburgring Edition?

Couldn't Be... Could it?
LexusSteve
That recent LFA Prototype has camouflage in similar areas, this updated RC F GT prototype seems to have that same widebody treatment on it... Combined with that fixed wing...

Lexus RC F Nürburgring Edition?
I like this idea, naming the RC F GT the Nürburgring Edition. Would add some class.
F1 Silver Arrows
The RC F's poor architecture since its inception is the issue. Take a look at the IS F and GS F, they were very neutral on the turns in racetracks or even on normal roads, and that is all because of an amazing, taut, stiff and well balanced chassis
I own an RCF and "poor architecture" has absolutely baseless. The front end especially with TVD is extremely sharp. Yes, the chassis was derived from three chassis sections and took a lot of flack for being "frankenstein", but it is still engineered as unibody chassis with laser screw welding for high rigidity. The end result when I am pushing the car, is still very high torsional rigidity and a phenomenal chassis and I am very pleased Lexus is taking it forward as the platform of choice for the first track oriented F car after the LFA. The middle section has reinforcements in the door panel. The only downside was, the added reinforcements added weight. Since RCF has very low center of gravity and roofline (18 inches with the carbon roof), all of that weight is concentrated near the bottom of the car.

The TVD in RCF makes it more bias towards being tail happy as it rotates the rear (which I have on my carbon RCF) as long as the driver feeds in the power. 'Slalom' mode makes the car feel like a small, short wheelbase car with very high maneuverability at slower/moderate speeds while 'track' mode is for high speed agility. It is optional on RCF, but standard on GSF.

Where the GS F felt firm and planted, the RC F felt like it wanted to be driven hard. Using the same 467-hp, 5.0-liter V-8 engine, the RC F powered aggressively through corners on the Chuckwalla Valley Raceway. With its smaller dimensions, the drive was more aggressive, enabling the driver to push the limits even further than the GS F. Because the GS F is larger and heavier, even if it's only by roughly 80 pounds, it didn't offer as sporty of a drive as the RC F. When it comes to driving on the track, hands down, the RC F is the way to go.

https://www.motortrend.com/news/gs-f-versus-rc-f-5-reasons-choose-sedan-coupe/

Above all, RCF has lap times quicker on majority of the tracks over the GSF or the ISF. This AMS Germany same driver, same track case (AMS Germany) is one example

On a big track, RCF is full 3 seconds/lap faster than the GSF

Lexus RCF: 1:56.4 VMAX: 235 km/h
Lexus GSF - 1:59.5 VMAX: 232 km/h






This early 2014 carbon RCF prototype was going through benchmark testing while being chased by an ISF test car. The gap is clear

I've learned a bit more about this vehicle and I am REALLY excited for the updates. So much so I can see it in my garage. Expect some pleasant surprises!

Faisal Sheikh
I own an RCF and "poor architecture" has absolutely baseless. The front end especially with TVD is extremely sharp. Yes, the chassis was derived from three chassis sections and took a lot of flack for being "frankenstein", but it is still engineered as unibody chassis with laser screw welding for high rigidity. The end result when I am pushing the car, is still very high torsional rigidity and a phenomenal chassis and I am very pleased Lexus is taking it forward as the platform of choice for the first track oriented F car after the LFA. The middle section has reinforcements in the door panel. The only downside was, the added reinforcements added weight. Since RCF has very low center of gravity and roofline (18 inches with the carbon roof), all of that weight is concentrated near the bottom of the car.
Unfortunately the media just went ham on the RC F weight and that it has 3 platforms together and people just beat a dead horse over and over. 5 years later I hear the same arguments about weight. The RC F still drives pretty damn good.
RCF came out at a time when M4 was being touted as being very lightweight (compared to the E92/E90). BMW was officially quoting the dry weight of 1500 KG while RCF was being put at 1800 KG. The actual weight difference is much less at 182 KG (400 lbs). Still quite a lot, but not nearly as much as Sutcliffe, Chris Harris or Clarkson were quoting in early reviews. Even when RCF had a photo finish against the M4 running almost identical lap times with Randy Pobst, it still was said to be not as "playful" as the M4 beyond 10/10ths.

Funny I approached the drive of the RCF Carbon/TVD (which I ended up buying), with the same skepticism in mind thinking it will "feel" heavy, but was blown away once I pushed it hard through turns. I ended up deciding to buy it the next day.

GSF came well after the RCF and was praised a lot more than the RCF in the early reviews based on subjective driving impressions. Unfortunately, these type of fair reviews below started coming out many years after the RCF was launched. People still look at Harris and Clarkson reviews to draw impressions on a car. The damage was done.




mikeavelli
I've learned a bit more about this vehicle and I am REALLY excited for the updates. So much so I can see it in my garage. Expect some pleasant surprises!



Unfortunately the media just went ham on the RC F weight and that it has 3 platforms together and people just beat a dead horse over and over. 5 years later I hear the same arguments about weight. The RC F still drives pretty damn good.
Although it has yet to appear in the Lexus USA Newsroom, Automotive News reports that the RC F Track Edition will debut at the 2019 Detroit Auto Show:

Superfast Lexus RC F Track Edition to debut at Detroit auto show
December 6, 2018

Lexus plans to unveil a new superfast coupe at the Detroit auto show in January, just months before it hits the market.

The RC F Track Edition, which goes on sale in spring, reflects the brand's "Experience Amazing" evolution, said Cooper Erickson, vice president of marketing for the Lexus Division of Toyota Motor North America.

"It's about adding fun driving dynamics, styling, excitement, passion, emotion on to our traditional brand strengths," he said in an interview Thursday in Detroit.

Bob Carter, Toyota's executive vice president for North America sales, told Automotive News: "There's still some of us that like to drive fast, and there's some of us that like to drive really fast. And for those customers, we have something they'll enjoy."

Production will be “very very limited,” Carter said.

“With the exception of LF-A, this is the fastest most powerful vehicle that we’ve ever built,” he said.


http://www.autonews.com/article/20181206/OEM04/181209832/

J