As-Tested: $61,400
6.9 /10
Rating
Pros
- Smooth, refined V6 ride
- Striking coupe-style design
- Comfort-first interior features
Cons
- Lacks true sporty punch
- Cramped rear seat space
- Aging infotainment ergonomics
2023 Lexus RC 350 AWD F Sport review with Vyocar
It’s not the fastest, but it might just be the smartest choice for drivers chasing style, comfort, and long-term satisfaction.
Overview
Let’s get this out of the way—if you walked in expecting track-ready thrills from this low-slung, racy styling coupe, you’ve probably also tried to order steak at a vegan diner. It looks fast—black hood, 19-inch wheels, rear spoiler, and that extroverted look scream “Fast and the Furious” audition tape. But once you hit the gas, the 3.5-liter V-6 gently reminds you that this is more Lexus ES than RC F. Shoppers comparing it to the Acura TLX will notice a similar gap between bold looks and actual performance. It’s not bad—there’s comfort, a soft ride, and some brand prestige thrown in for your troubles—but let’s not pretend this isn’t a pretend sports car in an SUV-first world. The styling promises a hard-core performance that just isn’t there. Think turbocharged looks with not fast results. Still, in a marketplace dominated by beige sedans and massive crossovers, this two-door luxury coupe does serve a purpose: looking dramatic while you’re cruising in the slow life lane. And honestly, that’s not nothing. If you’re not fooled by the exuberant styling or aggressive styling tricks, there’s charm in its honesty. Just don’t show up expecting turbo-four agility or V-8 bravado—it’s more of a generation filler in the segment, hanging on with a refresh while the lineup marches elsewhere. In today’s automotive landscape, it’s an entry piece for those who want the Lexus brand without admitting they’re basically driving a Toyota Avalon with more dark gray trim and less motivation.
What’s New for 2023
For 2023, the updates are subtle—blink and you’ll still see last year’s model. But buyers now get a touchscreen infotainment system that’s finally touch operated (yes, in this decade), with an 8.0-inch display now standard and a 10.3-inch still optional for those feeling brave. The base trim adds a newly available appearance package with two-tone, gray-and-black touches, clearly inspired by the Lexus IS, and our tester flaunted 19-inch Enkei wheels to remind you it’s still F Sport, not all-new, but a change nonetheless.
Pricing, Trim Levels, and Best Pick
Powertrain, Transmission, and Driving Dynamics
Let’s not pretend the 3.5-liter V6 in the RC350 is a wild beast—it’s naturally aspirated, not turbocharged, and while 311-hp sounds decent, the acceleration to 0-60 MPH in 5.7 seconds feels more motivated commuter than track star. In Sport+ mode, the throttle response sharpens and the gear shifts from the six-speed get snappier, but there’s still noticeable understeer on urban roads and mild body roll through back roads. The AWD drivetrain layout helps with torque delivery, but don’t expect BMW M440i precision or GR Supra energy—this coupe is more about ride comfort than spirited driving. Even with a Torsen limited-slip differential, adaptive variable suspension, and a nicely leather-wrapped steering wheel, the steering feel remains light, and that “dynamic” performance mode feels more like a suggestion than a transformation. Still, if your benchmark is a Toyota Camry, this feels powerful, and for a casual road trip across Michigan, it holds its own with a smooth ride, confident braking (from 162 feet), and a predictable driving feel. Just don’t chase BMW 440i dreams in a F Sport suit.
Fuel Efficiency and Real World Testing
If you expected frugal numbers from a 3.5-liter V6 with AWD, welcome to reality—this isn’t a Prius in a F Sport hoodie. The EPA says 27 mpg highway, but in our real-world testing, a 168-mile run through Portland suburbs and hilly, stop-and-go terrain averaged 25.7 mpg, which is… fine. On a flatter route to Cannon Beach, using cruise control at 68 mph, we hit a more optimistic 22.5 mpg combined, though heavier throttle in Sport+ mode easily shaved off a mile or two. The tank holds 17.4 gallons, so you’re realistically getting around 400 miles of driving range if you don’t treat every green light like a drag strip. The naturally aspirated 6-cylinder offers smoothness and linear throttle response, with a kind of old-school, comfort-first character that’s oddly composed, even during spirited uphill bursts in suburban traffic. It’s not the most efficient, and rivals with smaller turbo setups will beat it, but it makes up for that with confidence, smooth grades, and a modern, usable blend of sporty and realistic.
Interior and Comfort
Sliding into the cabin, you’re greeted by a mix of plushness and puzzlement—comfortable seats, sure, but try explaining the cramped footwell or how your driver’s right calf ends up in a standoff with the transmission tunnel. It feels like the Streamline trim designers had a shopping bag in one hand and a ruler in the other—generous on padded surfaces, stingy on rear passenger legroom. The AWD gearbox hump means back seats are best left to children or maybe a folded backpack. Still, there’s relief in the leather, heated seats, ventilated seats, and power front seats, which offer decent support—just not the kind you’d want on roads that punish anything less than a soft ride. Oddly, the volume knob, manual panel, and cruise control lever feel like they time-traveled from a Mazda 6, and there’s still road noise, wind noise, and the occasional squeaks and rattles, like your luxury compact coupe is clearing its throat. Compared to an Audi S5 or M440i, the interior has a high comfort quotient, but less touring car, more “we tried.” At least the sunroof opens easy, and the yellow stitching and yellow highlights give it that faux-sporty performance edge. Bonus: the power tilting and telescoping steering wheel help find a better driving position, assuming you’re not shaped like a Sasquatch. And yes, the Loch Ness monster has about the same visibility as anyone in the rear quarters.
Cargo & Practicality
If your idea of cargo space involves more than a laptop bag and mild optimism, this compact coupe might test your flexibility—literally. The trunk offers 10.4 cubic feet, which sounds fine until you realize it’s shaped like a 45-degree angle puzzle designed to humiliate anyone over 6’1″ (looking at you, Sasquatch). The opening is narrow, the rear cargo hold is tight, and anything taller than a gym duffel might need to be shoved in with your head tilted. There’s more room in a Lexus NX, and competitors like the Audi A5 trunk or BMW sedans just fit life better. Back seat space and legroom are laughable for adults—best left for children or forgotten hopes. Even the ceiling felt low, and I heard a creaking noise after tossing in a grocery haul, though to be fair, that might’ve been my own back. Still, the Lexus build quality holds, and your dealer will smile and call it “cozy.” We’d call it small with confidence.
Tech & Connectivity
The all-new infotainment system tries to move past the crimes of the old touchpad interface, but user frustration still lurks—blame the mix of touch based commands, random buttons, and that awkward trackpad controller near the shifter. The touchscreen functionality is now touch operated, and while the 8.0-inch version is fine, the 10.3-inch unit feels like the only right answer if you value usable navigation and snappier load speeds. You get Apple CarPlay, Android Auto, and a decent digital speed readout flanked by a tachometer, fuel gauge, and temperature gauge on the hybrid cluster. The Mark Levinson Audio package adds depth, with adjustable treble and bass, but you’ll still miss having a physical dial or physical knobs for core audio functions and climate controls. Unlike some newer Lexus brethren or even the Genesis GV70, this setup still leans into that old Toyotas energy—offering heated seats, cooled seats, dual-zone climate control, and a center display, but making the simple act of finding the back button a tiny game of hide and seek. That said, if you don’t mind poking at screen-based instrumentation while watching engine revs climb toward 5000 rpm, it… works. Mostly.
Safety
The rear visibility feels like you’re piloting a stylish mailbox, but the standard driver-assistance technology does a decent job of covering blind spots—literally, thanks to blind-spot monitoring and rear cross-traffic alert. On two-lane roads at night, the triple-beam LED headlights provide crisp lighting, though don’t expect Volvo XC60-level wizardry. The forward-collision warning, lane-departure warning, and lane-keeping assist work fine, but the manual control feel on curves still beats overly eager driver assists that can’t seem to pick a lane during lane changes. Adaptive cruise control is smooth unless you’ve just restarted the system after a reset, in which case it acts like it needs coffee. As for air? You’ll bounce between recirculated air and outside air like it’s part of the safety suite. At least both the NHTSA and the Insurance Institute for Highway Safety gave solid crash test results, so even if you don’t trust the tech, you’ll probably walk away.
Warranty and Maintenance Plan
The coverage feels solid—Lexus gives you a limited warranty for 4 years or 50,000 miles, which is average for the class. The powertrain warranty is 6 years or 70,000 miles, and that’s where it quietly outshines rivals like the BMW 4-series, which tap out sooner. There’s also complimentary scheduled maintenance for 1 year or 10,000 miles, which, let’s be honest, barely gets you through two oil changes if you’re lucky or live in the RC’s idea of city maintenance: light BMW envy with fewer surprises. It’s not a longer or luxurious plan, but it’s not a scam either—just dependable enough to feel like someone thought about you past the three years mark.
Final Verdict
The RC350 is an awkward yet oddly charming proposition—not quite a sports car, but not your average luxury sedan either. It lives in a strange segment, where weight, platform, and price make it too heavy to chase a Camaro SS 1LE, and its performance doesn’t outshine sharper competitors like the M240xi or GR86. But there’s charisma in its nostalgia, and real-world enjoyment in its comfort, ride quality, and fuel economy—an underrated trio in today’s Instagram-obsessed faster, cooler, carbon fiber-wrapped lineup. The F Sport tries to add styling and speed, but under the hood, the V-6 delivers more palatable horsepower than shocking numbers.
Sure, it’s no AMG, C43, or S3, and won’t make rivals flinch on a track, but for the owner who values loyalty, low mileage, and long-term fidelity over magazine snaps, it’s a personal, almost poetic choice. The RC is the throwback that doesn’t chase prestige—it leans into elegance, into being a cruiser, a grand tourer for those whose heart has outgrown racing stripes and who now shop by verse not volume. There’s just enough technology, enough options, and just the right amount of space behind the B-pillar to call it practicality—even if it never truly succeeds at being the fastest, the quickest, or the best.
Yes, the Toyota bones are there, and no, it won’t beat a BMW, Audi, or Type S to the finish line, but it might win your approval anyway—not by being the better car, but the better decision. It doesn’t try to wipe the floor with anyone. It just arrives, takes a long look at the pool of overhyped models, and offers a highly unusual blend of fun, balance, charm, and cool that asks: what if growing up didn’t mean trading in your passion?
More images of the 2023 Lexus RC 350 AWD F Sport
