Lexus RC350 vs Lexus RC F

What's the difference?

If you’re a buyer that thinks with their head, the RC 350 F Sport is the obvious choice when compared to its direct rivals.

After all, it looks great (at least to these eyes), feels luxurious in more ways than one, and is unrivalled when considering value-for-money.

But, if you think with your heart instead, it’s clear it is isn’t on the same level dynamically and therefore doesn’t feel as sporty to drive as its name suggests.

So, don’t let its sports car classification fool you, the RC 350 F Sport is more of a grand tourer, or a comfortable cruiser, to be precise, and an underrated one at that.

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. 

Looking at the RC 350 F Sport, it’s hard to imagine how it became so anonymous on the road, whether you love it or hate it.

Up front, its striking design simply cannot be ignored, with its unique mesh 'Spindle' grille insert demanding attention.

Either side of it are the LED headlights and boomerang-style daytime running lights, which, again, cannot be missed.

Around the side, the RC 350 F Sport has all the hallmarks of a classic coupe, including a swoopy roofline, and looks all the better for it.

The 19-inch alloy wheels wrapped in a mixed set of Bridgestone Potenza tyres are particularly arresting thanks to their sporty 10-spoke design.

That said, the rear end is arguably the RC 350 F Sport’s best angle, at least universally, thanks to its crisp LED tail-lights and chunky bootlid.

The bumper below is also a looker, even with its fake side air intakes, while its diffuser insert is flanked by a pair of chrome exhaust tailpipes.

Inside, the RC 350 F Sport isn’t quite as good, with most of our criticism directed at the 10.3-inch central display, which is powered by an average multimedia system made worse by an incredibly fiddly touchpad controller. The physical shortcut buttons on hand are but small mercies.

Thankfully, Apple CarPlay and Android Auto support is now standard, so a better user interface is literally in your pocket… but you still don’t have a touchscreen to work with.

The RC 350 F Sport’s button-controlled 8.0-inch digital instrument cluster is much better, even if it’s more like a multi-function display due to its limited functionality.

While the centre stack and console designs are undoubtedly showing their age, there’s no doubting this is a premium model thanks to the selection of high-quality materials used throughout the cabin.

In our test vehicle, black leather-accented upholstery with (very cool) 'Tuscan Sun' yellow accents, piping and stitching covers the sports steering wheel, gear selector, sports seats, armrests, door inserts, knee rests and the instrument cluster. So, almost every touch-point.

Pleasingly, soft-touch plastics are used for the upper and middle dashboard as well as the door shoulders, with hard plastics only found on the lower dashboard, door bins and rear seat divider.

As per other Lexus models, the RC 350 F Sport has nice rose-gold accents on its steering wheel, gear selector, front air vents and centre console, while specific Naguri aluminium trim adorns its dashboard and door inserts. And there are also steel pedals.

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.

Hope you’re not expecting the RC350 F Sport to be the first word in practicality, because it’s not.

Measuring 4700mm long (with a 2730mm wheelbase), 1840mm wide and 1395mm tall, the RC350 F Sport is a decently sized coupe, but that doesn’t mean it’s spacious. Hell, it’s hard to get into it the first place, let alone out.

We are of course referencing the token second row, which is cramped at best. In fact, behind my 184cm (6.0ft) driving position, there is no toe-room nor headroom. Yep, if you’re around my height or taller, get used to burying your chin into your chest.

Thankfully, legroom is better but still limited to less than two centimetres, while foot space is compromised by the unusually tall transmission tunnel. And in case you were wondering, even the first row is on the tighter side.

Beyond the central air vents, you’d think rear occupants would be cheered up with cupholders, a fold-down armrest and USB ports at the very least. Well, they don’t get any of that, with a couple of coat hooks the only amenities on offer.

And don’t forget that being a four-seater, there are only two seats in the second row, so this is definitely not a ‘family car.' That said, there are two ISOFIX and two top-tether anchorage points for child seats, so you can theoretically take a couple of younglings with you on a trip.

In-cabin storage options are very limited, with the glove box small in size and mostly taken up by the manual, while the central bin is useable but somewhat occupied by two USB-A ports, a 12V power outlet, and an auxiliary input.

And whatever you do, only bring up to two drinks with you, as beside the pair of cupholders next to the gear selector, there is no other place to officially store extras. Yep, the front door bins are only good for storing very short and narrow items.

The boot is a different story, with a decent 374L of cargo capacity, and it can be expanded by stowing the 60/40 split-fold rear bench, an action that can annoyingly only be performed in-cabin via the manual release latches.

That said, the boot’s tall load lip makes unloading bulkier items a little trickier, while getting them onboard in the first place is complicated by its wide but short aperture. At least there are four tie-down points on hand to secure loose loads?

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.

Base price for the Lexus RC F is $134,129, before on road costs, which puts it in the same ballpark as the BMW M2 CS ($147,400), undercuts the Audi RS5 Coupe ($157,700), and prices it above Merc-AMG’s C 43 Coupe ($116,500).

The ‘Enhancement Pack 3’ (EP3) option bundle fitted to our test car (19-inch BBS alloys, Brembo carbon-ceramic brakes, titanium exhaust, carbon fibre cabin trim, and glass sunroof), adds $29,161, for an as-tested total of $163,290, which stars to push it into even tougher territory (think M4 CS and C 63 S).

But aside from the EP3 extras, the RC F is well furnished when it comes to standard features, with highlights including, semi-aniline leather accented trim, electrically adjusted (10-way with memory), heated and ventilated front seats, keyless entry and start, dual-zone climate control, plus a 10.3-inch centre screen (managed via the ‘Remote Touch’ interface and voice recognition) running satellite navigation (with live traffic updates) and a 17-speaker Mark Levinson audio system (including digital radio and Apple CarPlay/Android Auto functionality).

Other boxes ticked include, auto-fold exterior mirrors (with auto-dimming, heating and memory), auto LED headlights (with active high beam), LED DRLs, indicators, and tail-lights, rain-sensing wipers, adaptive cruise control, a reversing camera, an 8.0-inch multi-function digital driver display, leather-trimmed gearshift and (electric height and reach adjustable) steering wheel, ‘Drive Mode Select’ (Eco, Normal, Sport S, Sport S+, and Custom modes), ‘Adaptive Variable Suspension’ (Normal and Sport S modes), and ‘Vehicle Dynamic Integrated Management’ (Sport S+ and Expert modes).

Along with the standard safety tech (detailed in the Safety section below) that’s a pretty handy basket of fruit that stands up well relative to the asking price and competition.

The RC 350 is motivated by a lusty 3.5-litre naturally aspirated V6 petrol engine that produces 232kW of power at 6600rpm and 380Nm of torque from 4800-4900rpm.

For reference, the RC 300 uses a 2.0-litre turbo-petrol four-cylinder unit that develops 180kW at 5800rpm and 350Nm from 1650-4400rpm.

Either way, these outputs are exclusively sent to the rear wheels via a well-sorted eight-speed torque converter automatic transmission with paddle-shifters.

This combination helps the RC350 sprint from a standstill to 100km/h in about 6.1 seconds while on the way to its electronically limited top speed of 230km/h.

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 RC350’s fuel consumption on the combined-cycle test (ADR 81/02) is 9.1 litres per 100 kilometres, while its carbon-dioxide emissions are 212 grams per kilometre, but both claims are a little keen.

In our real-world testing, we averaged 12.2L/100km, which is far cry from the above, given our result came from 180km of driving that was heavily skewed towards highway stints over city traffic.

For reference, the RC 350’s 66L fuel tank takes 95 RON premium petrol at minimum.

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.

The RC350 F Sport is actually pretty good to drive – so long as you understand what it’s about.

Think of it more as a comfortable cruiser than a sports car and you’ll forgive it for some of its shortcomings. Yep, it is that relaxing to drive.

While the F Sport’s suspension (independent double-wishbone front and multi-link rear axles with adaptive dampers) does have a sports tune, it still serves up a comfortable ride on most surfaces.

Naturally you can play with the five drive modes (Eco, Normal, S, S+ and Custom) on hand to increase its stiffness and therefore improve handling, but the difference between soft and ‘hard’ is negligible, so don’t bother.

Either way, the F Sport does have a noticeable habit of picking up sharper road edges, such as nasty potholes, and it's particularly prevalent at the rear. That said, it doesn’t detract from its luxuriousness all that much.

Where the sportiness really comes to the fore, though, is via the F Sport’s electric power steering system, which has a variable ratio.

As well-weighted as this set-up is as standard, you’ll find it hard to forget how sharp it is on turn-in. Among several factors at play, the obvious one is the F Sport’s rear-wheel steering system, which is better executed than most.

This technology turns the front wheels in the opposite direction to the rears at lower speeds but in the same orientation at higher velocities.

The result of the former? A mid-size coupe that feels like it has a short wheelbase, with the improved manoeuvrability especially noticeable in car parks. Conversely, the latter lends itself to greater stability when you need it.

And it’s a good thing it is the way it is, because the RC 350 F Sport has a kerb weight of 1740kg, which is not exactly sports-car light. This heft is a felt when cornering hard, even though body control is pretty strong overall.

Handling performance is also enhanced by the rear Torsen limited-slip differential, which helps improve grip upon corner exit, at which point the RC 350 gets to show off its straight-line abilities.

The V6 engine is buttery-smooth, but you really need to stick the boot in to fully enjoy it, with it only really starting to come alive when engine speeds are above 3000rpm.

That said, it’s easy to appreciate this character trait around town, where the RC 350 is truly unfazed. Take it onto the open road, though, and acceleration is more than pleasing.

The automatic transmission is a great dancing partner here, serving up delightfully smooth gear changes. It’s also surprisingly responsive, perhaps too responsive, as it can be quite fussy in city traffic, shuffling up and down ratios in quick succession.

Biggest gripe, however, is the digitally enhanced sound the RC 350 produces. Sitting inside, the noise being pumped in is satisfying, but you can’t help but acknowledge the aural deception at play.

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.

The Lexus RC hasn’t been assessed by ANCAP or Euro NCAP, but it boasts a solid array of active and passive safety tech.

To help avoid a crash the expected systems like ABS, EBD, brake assist, as well as stability and traction controls are all on-board.

And despite its relatively advanced age (the RC was launched globally in 2014) the RC F hasn’t been left behind, with more recent safety developments also included.

Specifically, pre-collision warning (including AEB, with pedestrian detection), active cruise control, lane-departure warning (with steering assist), vehicle sway warning, auto high beam, blind-spot monitoring, a reversing camera, front and rear parking sensors, and rear cross-traffic alert.

But if an impact is unavoidable, you’re protected by eight airbags (driver and front passenger front and side , driver and front passenger knee, and side curtain bags).

Pedestrians aren’t forgotten either, the RC F featuring sensors able to detect if the front bumper has collided with a person, immediately lifting the back of the bonnet up by around 65mm, to help absorb impact force. Interestingly, the ‘Pop-up Hood’ sensors won’t deploy this function if the car collides with anything else.

There are top tether points and ISOFIX anchors to securely fit baby capsules/child restraints in both rear seat positions.

As with all Lexus models in Australia, the RC 350 comes with a four-year/100,000km warranty and four years of roadside assistance. Both offers are a year behind that of fellow premium brands Mercedes-Benz and Genesis.

The RC 350’s service intervals are every 12 months or 15,000km, whichever comes first. A three-year/45,000km capped-price servicing plan is available, costing $495 per visit, which is not too bad at all.

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.