Lexus RC F vs Chevrolet Corvette

What's the difference?

There’s so much to like about the Lexus RC F EP3. A glorious atmo V8 soundtrack, sharp dynamics, plus loads of standard features and safety tech in a beautifully engineered four-seat coupe package. It can’t match the turbos for mid-range thump, and if you need practicality look elsewhere, but it’s the type of performance car we’ll be looking back at in years to come as one of the last to proudly hold its head above a rising tide of turbos, hybrids, and electric hot rods. 

The Chevrolet Corvette Z06 is truly a supercar offering outstanding dynamics for a lot less money being asked by European rivals - just make sure it's not your only car for those times when you're in a hurry.

At just over 4.7m long, a bit more than 2.0m wide and less than 1.4m high, the RC F has a classically macho wide coupe stance with a distinctive Lexus twist. 

In a late 2019 refresh the RC F was upgraded with suitably jagged single-piece, LED headlights and an even wider version of Lexus’ signature ‘spindle grille’ featuring a new mesh pattern.

Pumped up guards sitting over the standard 19-inch BBS rims feature gills behind them to help smooth airflow around the front of the car, stabilise it overall, and exhaust cooling air flowing around the brakes.

A revised rear diffuser is now body coloured, the stacked-at-an-angle quad exhaust pipes are a Lexus ‘F’ hallmark, stainless steel window trims are now dark rather than bright thanks to a thicker oxide film covering, and the LED tail-lights feature a new L-shaped insert.

Of course, a car’s looks are always subjective, but I think the RC F’s interior is super cool, combining long, flowing graphics on the seats and doors, with rounded, multi-level sections and brushed metal finishes across the dashboard.

The racy instrument binnacle tips its hat to classic sports cars of the ‘60s, the analogue clock between the central air vents could come off as cheesy, but actually looks great, and the large multimedia screen set ‘rear-of-stage’ at the top of the dash is subtly integrated.

True to form, this Lexus is beautifully finished with an obvious eye to design detail and manufacturing quality. Which makes its biggest failing all the more irritating. 

The ‘Remote Touch’ control pad behind the gearshift in the centre console managing settings in the media system is hateful.

Operating in similar fashion to a laptop mousepad (only worse) despite available adjustments for speed/sensitivity, even on its most benign setting it is maddeningly over-reactive and inaccurate. Lexus should just put its hand up, say “My bad” and retire it, yesterday.

We’re talking about the closest thing to a real-life Hot Wheels car here. See, while Ferraris look elegant to me like expensive jewellery, Lambourghinis like cheese graters and McLaren’s look like slippery alien spacecraft, the Corvette Z06 looks exactly like an American supercar should - an unapologetic, ludicrous beast. And I love that. 

Dialing up the wild is that enormous carbon wing and front splitter with dive planes thanks to the Z07 package. Just a word of warning, though, the front splitter and dive planes stick out not just visually, but in the sense that I walked into them often and my ankles still have the scars.

I can’t recall the last time I drove a car with carbon-fibre wheels either - these are the biggest rims fitted to a Corvette and they’re wrapped in Michelin Pilot Sport Cup 2R ultra performance tyres (275/30ZR20 front and 345/25ZR21 rear) that they look like oil drums on their sides.

The best angle? The rear - straight on. Those headlights. 

Wait, no, it’s from above - so you can see the V8 through the glass hatch.

Or it could be front-on looking like a giant shovel.. 

OK, there are no bad angles.. 

The Corvette Z06 is long at 4734mm end-to-end, broad at 2024mm wide and its height is a both a sitting-on-the-road-low and numerically pleasing 1234mm.

The plainness of the cabin might be a let down to some people after all the exterior wildness. Ferraris and Lambourghis offer extravagant and exotic interiors, but the Corvette’s innards are almost completely void of flare. 

The media screen is small (8.0 inches), switches and controls for windows and air vents are basic, and the huge dividing ‘wall’ between the pilot and passenger might be a bit much for some.

That ‘wall’ is dotted with buttons and while it may look very 'fighter jet cockpit', they’re just climate control switches. Sitting in the passenger seat is a lonely place with no screen visibility nor easy access to controls - I'd actually call this out as a bit of a fail compared to the interiors from Porsche, Audi and Lamborghini with their screen-filled cabins offering co-pilots something to do.

Yes, it feels a bit premium with the Nappa leather and the sports seats, but it could feel more special.

All of this plainness, however, is saved from boredom by the glass window behind the seats allowing you to peer into the engine bay at the V8 like at a reptile enclosure at the zoo.

Practicality is unlikely to be high on the priority list for anyone shopping for a car like this, but comfort and convenience certainly will be.

And the RC F delivers just that for its front seat passengers, providing lots of space, as well as numerous storage options, including long door bins with room for smaller bottles, two cupholders in the centre console, a large, lidded storage box/armrest between the seats (housing twin USB-A ports, an aux-in jack, and a 12V socket), as well as a decent glove box.

But that space we were just talking about pretty much evaporates when you move to the back. This is a classic ‘2+2.’ The electric folding and sliding front seats make access okay, however, sitting behind the driver’s seat, set for my 183cm height, headroom is tragic, legroom is tight, and toe room is bad. 

So, let’s assume it’s a kids-only area, and once ensconced back there, they’ll appreciate a fold down centre armrest, two cupholders between the seats (with a roll-top cover), and adjustable air vents. But there isn’t a USB point in sight which may lead to friction when devices lose charge, or a plug-in negotiation with front-seaters. 

Lexus claims a modest boot volume of 366 litres (VDA) and it’s important to note that although there’s a ‘ski-port’ door to accommodate lengthy things (like skis?) the rear seats don't fold down. So, flexibility is limited, although there are tie-down hooks at each corner of the floor to help secure tricky loads.

The Lexus RC F is a no-tow zone, and don’t bother looking for a spare of any description, a repair/inflator kit is your only immediate option. Good thing roadside assistance is included in the warranty package.

Supercars don’t tend to be built with practicality as a priority but this two-door, two-seat beastie is spacious enough even for me at 185cm tall with plenty of room in the footwell and loads of elbow-, knee-, and headroom. 

Cabin storage is limited to a glove box, door pockets, two cupholders, and a wireless phone charger on the bulkhead behind the seats.

As you can see from the images there’s a boot at the rear which will fit smaller bags and a small boot in the front.

I did the school run in the Corvette a few times (I know, lucky kid) and I can tell you a bass guitar in its case and a school bag, plus my own large handbag make for a cramped cabin. A Kia Carnival the Corvette ain’t, but it’s not trying to be one and compared to its rivals it does well for practicality.

Almost never does a car with a list price of almost $400K get full marks, but here we are and I’ll tell you why. The Corvette Z06 in its standard form lists for $336,000 and this is outstanding value compared to its supercar rivals such as the Ferrari F8 Tributo for $484,888, or a McLaren 750S for $585,800 or even an entry-grade Lamborghini Huracan, the EVO, for $383,187. 

Australia gets the top 3LZ trim, with the local standard features list for the Corvette Z06 including Nappa leather upholstery, GT2 bucket seats, a 12-inch digital instrument display, a 14-speaker Bose sound system, red seat belts, wireless phone charging, carbon-fibre and suede microfibre trimmed steering wheel, a media system with sat-nav plus wireless Apple CarsPlay and Android Auto, power seats, heated steering wheel, dual-zone climate control,  heated and ventilated seats and a head-up display.

Our test car was fitted with plenty of options including the Z07 Performance Package that brings carbon-fibre everything. We’re talking the enormous carbon-fibre rear wing and aero kit with side skirts and a front splitter with dive planes –and there are the carbon-fibre wheels (20-inch at the front and 21-inch at the rear). 

The Z07 package also brings a more hardcore suspension tune and carbon ceramic brakes for ridiculously good stopping power.

The Z06 has the most powerful V8 engine in the Corvette range, too, and we'll get to that soon.

The Lexus RC F is powered by the latest iteration of the brand’s (2UR-GSE) 5.0-litre, naturally aspirated V8 engine.

Featuring exotic touches such as a dual variable valve timing (with electric actuation on the inlet side), dual-length intake runners, forged connecting rods, titanium valves, and the ‘D-4S’ control system (combining port and direct-fuel injection) it produces 351kW (471hp) at 7100rpm, and 530Nm from 4800-5600rpm.

Drive goes to the rear wheels via an eight-speed (torque converter) automatic transmission with a new ‘AI-Shift’ control designed to adapt to the driver’s style and shift drive modes more effectively, as well as a Torsen mechanical limited-slip differential.

The 5.5-litre naturally aspirated V8 in the Z06 makes 475kW and 595Nm. That’s a lot more power than the Corvette Stingray’s V8, which produces 369kW. The GT3 racecar version of the Z06 uses a derived version of the 5.5-litre V8, and actually it shares 70 per cent of the engineering components. 

Revving to a high 8600rpm the Z06’s V8 lets out a high-pitched scream when pushed hard, much like a Ferrari because like many Ferraris the Z06 has a flatplane crank V8 - actually it’s one of the largest flatplane V8s to go into a production car.  

Corvettes are now mid-engined cars and the Z06 has an eight-speed dual-clutch transmission that changes gears quicker than I can blink, sending all that mumbo straight to the rear wheels.

Acceleration comes hard, fast and loud with the Z06 able to boot itself from 0-100km/h in 2.9 seconds. That beautifully linear acceleration with no turbos will pull you all the way towards its top speed of 313km/h.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.1L/100km, the V8 emitting 254g/km of CO2 in the process.

In our week with the car, over a combination of city, suburban and freeway conditions (including some enthusiastic B-road running) we recorded an average of 12.8L/100km, which, while not exactly frugal, is still impressive for a V8, performance-focused coupe. 

Minimum fuel requirement is 98 RON premium unleaded, and you’ll need 66 litres of it to fill the tank.

As with practicality, fuel efficiency isn’t the Corvette’s priority and after driving it daily for a week in the suburbs, city and a few dashes out to more open country roads the Z06 was using an average of 23.8L/100km, according to the trip computer.

Luckily the fuel tank is pretty big at 70 litres and with an official combined fuel consumption of just under 16L/100km you have a range of 438km… in theory.

A performance car should excite the senses, but the RC-F leans on one a little harder than the rest… hearing.

With the addition of launch control in last year’s update the big V8 will reliably slingshot you from 0-100km/h in just 4.5sec, which is no mucking around quick. But it’s the combination of raucous induction noise, furious mechanical roar, and bellowing titanium exhaust that add extra drama to the experience.

Fact is though, while maximum torque of 530Nm is not to be sneezed at, that number is only available from 4800-5600rpm. Although the RCF starts to get into its stride at about 3000rpm, the twin-turbo BMW M2 CS smashes it for mid-range punch with its 550Nm on tap from just 2350rpm.

So, in everyday, even mildly enthusiastic driving, the RC F sounds amazing, and don’t get me wrong, this is a proper performance car, but it doesn’t have the low-down, kick-in-the-pants grunt of its turbocharged six and eight cylinder competitors.

Linear power delivery, and the crisp throttle response only a naturally aspirated engine can deliver go some way to evening things up, however, and there are multiple systems to help tune the drive experience to your exact preference.

‘Drive Mode Select’ offers five settings (Eco, Normal, Sport S, Sport S+, and Custom).

Eco lowers engine output, dampens the throttle, and dulls the air-con in the name of fuel efficiency and reduced emissions. But you’re not buying this car to save the planet, so don’t touch that button, Sport S is the sweet spot (and save Sport S+ for track days).

Quick gearshifts from the eight-speed auto (particularly using the wheel-mounted paddles), that rapid throttle response, and nice steering feel work seamlessly together to deliver a satisfying backroad experience. Sport S holds gears longer on the way up the ratios, and is quicker to shift on the way back down.

In a more civilised mode, with eight gears to play with, freeway cruising is relaxed, especially given the top two ratios are overdriven.

The ‘Adaptive Variable Suspension’ offers Normal and Sport S modes, and here normal is the go. The basic set-up is double wishbone front, multi-link rear, and Lexus says the SACHS-developed AVS shocks can adjust damping force across a range of 30 levels. But even in the default Normal setting the ride is firm.

According to Lexus, the standard Michelin Pilot Sport 4S tyres (255/35 fr / 275/35 rr) have been tailored specifically to the RC F and they grip hard, keeping the 1715kg coupe planted in quick corners. But their narrow profile no doubt contributes to the car’s less than limo-like feel around town.

Then the ‘Vehicle Dynamic Integrated Management’ system fine tunes the car’s stability control in Sport S+ and Expert modes. Expert only happens when you’re in Sport S+ and turn the stability control off. So again, best to go full racer at the circuit, and we didn’t explore VDIM this time around.

The electrically-assisted steering is not only accurate (the strength of the steering rack bushing has been increased by 150 per cent to boost response), but the wheel itself feels great, and the huge (380mm) Brembo carbon ceramic brakes are mega (working well from cold unlike some other carbon set-ups).  

Under the heading of notable mentions, the digital instrument cluster is inspired by the V10-powered Lexus LFA supercar, switching between a blue economy indicator ring in Eco mode, a standard tachometer and digital speedometer in Normal, a white and red cluster in Sport S, and orange in SPORT S+ (with three-stage upshift indicator lights).

Plus, you can also switch between racy functions such as a lap timer and G-force display, and soft-trim knee pads on the sides of the front centre console improve comfort and seating stability if you’re having a crack.

What the Corvette Z06 is like to drive really depends where you drive it. Our suburb has a ridiculous number of speed humps, which are like the Corvette Z06’s Kryptonite thanks to its very limited ground clearance and a carbon front splitter that almost skims the road at the best of times.

This made the Z06 one of the slowest fast cars I’ve ever piloted. My son would beg me to drive him to school in it, but the journey would take twice as long as we slowly eased over each hump while holding our breath. A lift system does raise the front of the vehicle but even then, don't breathe out.

The width and poor visibility made inching down narrow streets of parked cars a stressful exercise, too.

The Corvette Z06 is almost too much of a racecar to live with and then you let it free on an open country road and its purpose is clear - it runs like you wouldn’t believe and screams in delight all the way, while clamping itself to the road with sticky tyres, perfectly set up suspension and proper downforce.

Steering feels mainlined though to your nervous system, the pedals under your feel like your actual feet, and it all feels like a dream until you wake up again when you reach the city limits and round abouts, and traffic and yes, speed humps.

The Corvette Z06 clearly is a car that needs to be joined by other cars in your driveway, ones that don’t even notice speed humps.

Along with four airbags, the Corvette Z06 has AEB, forward collision alert, lane-keeping assistance, rear cross-traffic alert, blind-spot monitoring, auto high beam headlights and adaptive cruise control.

An ANCAP safety rating doesn't exist for any member of the Corvette and will likely never due to low volume.

The standard Lexus warranty in Australia is four years/100,000km, which outscores the likes of Audi and BMW on duration (both at three years) but trails on kilometres (both offering unlimited km).

Then there’s Merc, which has gazumped all the luxury players with five year/unlimited km cover. Plus, there’s the fact that the mainstream market standard is now five years/unlimited km, with some at seven years.

To balance the scales, the ‘Lexus Encore Privileges’ program provides 24-hour roadside assistance for the duration of the warranty, as well as access to owner events and special offers.

Service is scheduled for 12 months/15,000km (whichever comes first), and Encore capped price servicing is available for a three year period, averaging $595 annually, for an all-in cost of $1785.

A Lexus loan car is provided while your pride and joy is in the workshop, or a pick-up and return option (from home or office) is available in some instances. You’ll also receive a complimentary wash and interior vacuum. Nice.

GMSV covers the Corvette with a three-year/100,000km warranty which is short by current standards where carmakers typically offer a duration of five years/unlimited kilometres.

One of the appealing sides to the Corvette is that it’s made by a down-to-Earth American car company and a longer warranty offering peace of mind would seem more appropriate.

Service intervals are every 12 months or 12,000km, with capped-price servicing sadly unavailable.