I think we are really splitting hairs here - the only RC F built for handling at the limit is the Track Edition/Fuji Speedway edition. In reality, the standard RC F is a GT coupe/sporty luxury car just like the LC 500. Thing is, the LC 500 does that task much better, but also costs more too and you get what you pay for. The RC F still behaves like a Lexus, is comfortable to drive and use every day and is not as hardcore as some other competing models.
Well, neither RCF nor RCF TE are hardcore track cars. RCF TE just gives that extra "spice" for the track. One owner of RCF TE told me, the RCF TE actually feels just as GT as the RCF while driving at city speeds except the ride is a bit more choppy. Both have the same ingredients added to a slightly different proportions. What you described, would be an RC350/300/200t that are pure luxury GT cars or maybe, KIA Stinger or Q60 Red Sport etc. What sets RCF apart from the little brother, is the track performance capabilities.
Both RCF and RCF TE are GT/high performance intended to be a balance between capabilities on the track with luxury/drivability on the streets. For example, the seats are very comfortable, but they hold the occupant in place even under very high G turns. However, both would handle the limits just fine. The difference between RCF and RCF TE is far less than it was say, between M4 and M4 GTS where there was rear seat delete, increased power, coil over suspension, more weight reduction, sticky slick tires etc.
I posted a picture of my G-meter pegged at 1.2 G left and 1.3G right. That means, I basically was going 10/10ths hot into the turns. That many Gs would actually make the passenger dizzy suffering tunnel vision. This is with a slightly above average driver like me. Drivers like Randy Pobst or Scott Pruett, easily get it up to 1.4 - 1.5G with no issues. Hope you understand, when I was pulling that many Gs into a turn on street tires, there is very little street oriented capable of actually keeping up with me going into the turn. Also, the sustained turning of 0.98g is also something you can look up, very few street cars at $100K or under can do on street tires. Mine also has the TVD, which also gives faster turning capabilities.
Another good example is, the RCF shares very little with its little brother RC350/300/200t. 70% of the suspension and chassis components are different. The entire rear axle assembly and differential are different etc. Lexus put all of that effort (like M division does) to build something to be seriously good on the track. An entire TVD system was built just for the RCF. All of the body panels on the RCF are different. For example, the hood is made of aluminum on RCF (the JDM-spec CF RCF and RCF TE save only something like 7 lbs with CF hood). There are cooling systems for oil, brakes, transmission.
RCF TE is basically the same car except it has 170 lbs lighter weight, CCB brakes from LFA as the two major differences. Technically, the suspension/chassis/bushings are all identical except the rebound stroke on the AVS is slightly stiffer in SPORT+ mode on the RCF TE (compression stroke is the same).
I agree to an extent that LC500 and RCF share much of the philosophy. If we were to draw a spectrum line, LC500 is more on the luxury, comfort with some bespoke engineering (there is no lesser LC unlike the RCF with some sharing with LS500. An LC was created to be the halo car) while the RCF is more on the performance end of the spectrum with the smaller, lighter, stiffer/firmer and tail happy experience, but it shares the platform with a mass produced car. RCF's ride is very choppy when anything other than smooth pavement, but that comes from how the chassis/suspension are setup.
That allows the LC500 to be a better long distance/daily car while a driver can exploit the limits better in the RCF on the road and track.