Lexus LFA- Discussion, Pictures & News (new colors gloss black, blue, yellow)
10-22-09, 10:39 AM
#616
Lexus Connoisseur
10-22-09, 10:40 AM
#617
Super Moderator
Additional models
Model with special colour selection and model tuned to be more circuit-suited
(production of both to begin at start of 2012)
Model with special colour selection and model tuned to be more circuit-suited
(production of both to begin at start of 2012)
I am interested to know more about it, is it lighter ? have more hp ? etc., ......
10-22-09, 10:41 AM
#618
F is for Fraud
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I'm going to let Flipside respond on this but if it's anything like the e-Gear we see in Lamborghini or the F1 we see in Ferrari, it struggles in reverse, more particularly whilst going uphill (like parking on a hill). It is also jittery around town... but I'd have to say it's not worse than someone driving a supercar stick. I found the e-Gear on the R8 quite jumpy around town but I soon realized that I was no better than the computer at keeping it from bogging around.
10-22-09, 10:48 AM
#620
Lexus Connoisseur
The trans shift is pretty jerky but I had it in SPORT mode at the fastest gear shift setting. The shift speed adjustability allows the driver to control the transmission shift speed (clutch engagement) from leisurely to full on quickness.
The car does have a power park button very similar to what the Lexus/Toyota hybrid's use. In order to engage the car into gear, you start off in neutral by holding back both paddles. To get into first, you simply pull back on the right shift paddle to 1 and press the accellerator. The computer will automatically engage the clutch as it senses throttle being applied.
Reverse is actuated via a control lever on the left hand side.
I can see where it can get tricky to pull back on different levers when trying to parallel park, but it all takes getting used to from a conventional shift lever on the center console.
10-22-09, 10:48 AM
#621
Super Moderator
10-22-09, 10:57 AM
#623
Lexus Connoisseur
10-22-09, 11:28 AM
#624
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Nice try Lexus
It's a nice try from Toyota/Lexus to make this car but honestly; if I had $400k lying around I would not buy this car, even with the exclusivity. The 458 invokes passion an emotion that the LFA does not; at least to me. It seems to be a very nice car; but it's no Ferrari; which it was built to compete against.
At that price, any car company can make the car go fast; it is the passion/emotion that cars like Ferrari/Lambo/Aston provoke that makes the car special. The LFA does not invoke those emotions. What Lexus should have done was make it less expensive with less specs/performance and price it around 100-150K, like the Audi R8. The R8 has done wonders for the audi brand.
At that price, any car company can make the car go fast; it is the passion/emotion that cars like Ferrari/Lambo/Aston provoke that makes the car special. The LFA does not invoke those emotions. What Lexus should have done was make it less expensive with less specs/performance and price it around 100-150K, like the Audi R8. The R8 has done wonders for the audi brand.
10-22-09, 11:44 AM
#625
Guest
Posts: n/a
I did not get to drive the car in the regular AUTO, NORM or WET modes. The morning group before us got a chance to sample WET mode as there was a heavy down pour in the Homestead area.
The trans shift is pretty jerky but I had it in SPORT mode at the fastest gear shift setting. The shift speed adjustability allows the driver to control the transmission shift speed (clutch engagement) from leisurely to full on quickness.
The car does have a power park button very similar to what the Lexus/Toyota hybrid's use. In order to engage the car into gear, you start off in neutral by holding back both paddles. To get into first, you simply pull back on the right shift paddle to 1 and press the accellerator. The computer will automatically engage the clutch as it senses throttle being applied.
Reverse is actuated via a control lever on the left hand side.
I can see where it can get tricky to pull back on different levers when trying to parallel park, but it all takes getting used to from a conventional shift lever on the center console.
The trans shift is pretty jerky but I had it in SPORT mode at the fastest gear shift setting. The shift speed adjustability allows the driver to control the transmission shift speed (clutch engagement) from leisurely to full on quickness.
The car does have a power park button very similar to what the Lexus/Toyota hybrid's use. In order to engage the car into gear, you start off in neutral by holding back both paddles. To get into first, you simply pull back on the right shift paddle to 1 and press the accellerator. The computer will automatically engage the clutch as it senses throttle being applied.
Reverse is actuated via a control lever on the left hand side.
I can see where it can get tricky to pull back on different levers when trying to parallel park, but it all takes getting used to from a conventional shift lever on the center console.
It's a nice try from Toyota/Lexus to make this car but honestly; if I had $400k lying around I would not buy this car, even with the exclusivity. The 458 invokes passion an emotion that the LFA does not; at least to me. It seems to be a very nice car; but it's no Ferrari; which it was built to compete against.
At that price, any car company can make the car go fast; it is the passion/emotion that cars like Ferrari/Lambo/Aston provoke that makes the car special. The LFA does not invoke those emotions. What Lexus should have done was make it less expensive with less specs/performance and price it around 100-150K, like the Audi R8. The R8 has done wonders for the audi brand.
At that price, any car company can make the car go fast; it is the passion/emotion that cars like Ferrari/Lambo/Aston provoke that makes the car special. The LFA does not invoke those emotions. What Lexus should have done was make it less expensive with less specs/performance and price it around 100-150K, like the Audi R8. The R8 has done wonders for the audi brand.
Your opinion is valued but looking at your handle, I doubt you would get the LF-A or any exotic.
madmax2k1
I agree that the pricing is not what we wanted to see.
To me, the car takes everything that was great about my S2000 (except for the vert part) and fixes the stuff I did not like. The issues were; a too small cabin that was plain noisy, no torque, having to live with a clutch pedal in city traffic and no creature comforts.
My job since 99 (when I got the S2000) was to increase my income to be able to have an LFA and Toyota's job was to make the care a reality.
About the other cars mentioned, I recall the Ford GT selling out quickly and commanding high prices. The NSX only had sales issues at the end of its cycle due to H not supporting the needed updgrades to stay with the competitors (and done again by H to the S2000).
The longer tem thing with Toyota and this car is, F and P are in the sports car biz and keep fighting year in and year out. The short run for LFA leaves me wondering what Toyota will do to keep themselves in folks minds as a real sports car maker.
I agree that the pricing is not what we wanted to see.
To me, the car takes everything that was great about my S2000 (except for the vert part) and fixes the stuff I did not like. The issues were; a too small cabin that was plain noisy, no torque, having to live with a clutch pedal in city traffic and no creature comforts.
My job since 99 (when I got the S2000) was to increase my income to be able to have an LFA and Toyota's job was to make the care a reality.
About the other cars mentioned, I recall the Ford GT selling out quickly and commanding high prices. The NSX only had sales issues at the end of its cycle due to H not supporting the needed updgrades to stay with the competitors (and done again by H to the S2000).
The longer tem thing with Toyota and this car is, F and P are in the sports car biz and keep fighting year in and year out. The short run for LFA leaves me wondering what Toyota will do to keep themselves in folks minds as a real sports car maker.
http://www.nsxprime.com/wiki/Production_Numbers
10-22-09, 11:45 AM
#626
Lexus Champion
Thread Starter
Yes, if they had ditched carbon fiber, it could have been cheaper. But this argument will go on in circles, and the debate on how much it costs matters mostly to those (including myself) who do not plan, or cannot afford to buy it. We all know they are pricing it as such, still losing money on each, and selling it to those whom money is no object...$700K or $400K and they don't bat an eye. A more attainable model *could* be a new SC, perhaps SC-F, but we'll see.
Flipside, I am so envious you were able to drive this machine, you changed your location to FL so I thought you had moved or something.
Flipside, I am so envious you were able to drive this machine, you changed your location to FL so I thought you had moved or something.
10-22-09, 11:53 AM
#627
Guest
Posts: n/a
Yes, if they had ditched carbon fiber, it could have been cheaper. But this argument will go on in circles, and the debate on how much it costs matters mostly to those (including myself) who do not plan, or cannot afford to buy it. We all know they are pricing it as such, still losing money on each, and selling it to those whom money is no object...$700K or $400K and they don't bat an eye. A more attainable model *could* be a new SC, perhaps SC-F, but we'll see.
Flipside, I am so envious you were able to drive this machine, you changed your location to FL so I thought you had moved or something.
Flipside, I am so envious you were able to drive this machine, you changed your location to FL so I thought you had moved or something.
People need to remember the R8 shares BOTH its engines and the engines were in production a long time ago. This helped tremendously with keeping the R8 and R10 price very reasonable.
10-22-09, 12:00 PM
#628
Loves Snickerdoodles!
10-22-09, 12:06 PM
#629
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Press Release.
Lexus announces today the official launch of the LFA, a two-seat supercar scheduled to go into production at the end of 2010 as the pinnacle of the Lexus "F" premium sports car series. Pre-sales start today.
Ultra-responsive and extremely stable even when taken to the edge, the LFA creates a sense of reassurance that opens up a new world of driving emotion, exhilarating the senses to move the driver in more ways than one.
The LFA combines high output, superb chassis design and meticulous aerodynamics to achieve instantaneous total-vehicle response characterized by high-rev, seamless acceleration echoed by a self-defining resonance from its 4.8-liter V10.
Only 500 units of the LFA are to be produced and sold worldwide.
A prototype of the LFA is now on display at the 41st Tokyo Motor Show, which is open to the general public from October 24 to November 4 at Makuhari Messe in Makuhari, Chiba Prefecture.
Strong and light
The newly developed 4.8-liter V10 engine boasts exceptional power, while lightweight materials (aluminum alloy, magnesium alloy and titanium alloy) and a very compact size (smaller than a conventional V8) allows for optimal weight distribution and an exceptional power-to-weight ratio.
Carbon fiber reinforced plastic (CFRP) cabin enhances high body-rigidity and reduces weight. This unique cabin is 100kg lighter than a comparable aluminum cabin. Detailed analysis and precise matching of CFRP materials allows for high rigidity and low weight. LFA CFRP production technology, including unique CFRP-to-metal joining, was completely developed by Lexus.
Balanced
Relatively higher weight components such as the engine and transmission are placed within the wheelbase. A low center of gravity is made possible by the use of dry sump lubrication1, along with placing peripheral components (oil pump, water pump) behind the engine. Furthermore, optimal placement of the transmission and the fuel tank in front of the rear axle adds to this application of centralized mass. This minimizes weight shift during cornering and contributes to outstanding performance and stability. Lighter weight components, like the radiator and electric fans, are placed behind the rear axle.
Combined with a front-engine and rear-wheel-drive configuration, the short, wide and low body allows the LFA to achieve its target front-to-rear weight distribution of 48:52.
Driver-centered
The driver's seat is positioned near the LFA's center of gravity. The centralized seating concept (with the seat between the front and rear axles and closer to the left–right center) is made possible by the use of a rear transaxle and vertically stacked torque tube and exhaust pipes reducing the width of the center tunnel. The driver placement is aimed to provide maximum car-to-driver feedback, especially under sport or high G-force driving conditions.
V10 Engine
Titanium valves, ultra–light weight rocker arms with a diamond–like coating and a fully integrated lower crankcase that reduces pumping losses at high RPMs combine to provide the driver with overwhelming acceleration right up to the 9,000rpm redline. The LFA's purpose-built V10 delivers 90% of its peak torque between 3,700rpm and 9,000rpm.
Precise Response
Independent, electronically controlled throttle bodies ensure precise air-feed to each of the 10 cylinders, enabling immediate engine response from the accelerator pedal. The engine response time is approximately half the normal response time of a single-throttle valve.
The six-speed ASG transmission features heavy-duty synchronizer rings and a newly developed gearshift actuator, providing the driver with a very direct shift feel. Four selectable driving modes and a seven-stage shift-speed selector that results in upshift speeds down to 0.2 seconds provide a higher level of driver control.
Track-sized high-performance (Carbon Ceramic) CCM brake discs and Electronically Controlled Braking system generate ultra-powerful yet stable braking.
Handling and Dynamics
The very light and rigid CFRP cabin, combined with a front double-wishbone suspension and a rear multilink suspension, result in a very stable, controlled ride. Detailed aerodynamic engineering results in elements such as a flat underbody, a diffuser and a speed-controlled rear wing, which allows precise vehicle response at all vehicle speeds, thus creating unity between driver and machine.
Vehicle Dynamics Integrated Management integrates numerous vehicle dynamic functions that provide a high level of vehicle stability and preventative safety without interfering with the driver's intentions, especially when sport driving.
Exciting engine sound and L-finesse2 design
Equal-length exhaust manifolds combined with an equal-length dual exhaust system routed through a multistage titanium main muffler fine tunes the exhaust note.
An acoustically tuned surge tank linked to 10 individual throttle bodies creates a powerful induction sound. The coordination of intake and exhaust sounds overlap at various RPMs to create a unique, exciting and inspired soundtrack.
The exterior design includes carefully tuned aerodynamics and airflow management. The use of CFRP, in addition to strength and weight advantages, frees up the design of the exterior panels allowing a fresh supercar L-finesse design. The interior design combines state-of-the-art instrument-panel design and technology, along with a variety of custom-tailored interior trim packages to suit the most discerning driver.
Lexus announces today the official launch of the LFA, a two-seat supercar scheduled to go into production at the end of 2010 as the pinnacle of the Lexus "F" premium sports car series. Pre-sales start today.
Ultra-responsive and extremely stable even when taken to the edge, the LFA creates a sense of reassurance that opens up a new world of driving emotion, exhilarating the senses to move the driver in more ways than one.
The LFA combines high output, superb chassis design and meticulous aerodynamics to achieve instantaneous total-vehicle response characterized by high-rev, seamless acceleration echoed by a self-defining resonance from its 4.8-liter V10.
Only 500 units of the LFA are to be produced and sold worldwide.
A prototype of the LFA is now on display at the 41st Tokyo Motor Show, which is open to the general public from October 24 to November 4 at Makuhari Messe in Makuhari, Chiba Prefecture.
Strong and light
The newly developed 4.8-liter V10 engine boasts exceptional power, while lightweight materials (aluminum alloy, magnesium alloy and titanium alloy) and a very compact size (smaller than a conventional V8) allows for optimal weight distribution and an exceptional power-to-weight ratio.
Carbon fiber reinforced plastic (CFRP) cabin enhances high body-rigidity and reduces weight. This unique cabin is 100kg lighter than a comparable aluminum cabin. Detailed analysis and precise matching of CFRP materials allows for high rigidity and low weight. LFA CFRP production technology, including unique CFRP-to-metal joining, was completely developed by Lexus.
Balanced
Relatively higher weight components such as the engine and transmission are placed within the wheelbase. A low center of gravity is made possible by the use of dry sump lubrication1, along with placing peripheral components (oil pump, water pump) behind the engine. Furthermore, optimal placement of the transmission and the fuel tank in front of the rear axle adds to this application of centralized mass. This minimizes weight shift during cornering and contributes to outstanding performance and stability. Lighter weight components, like the radiator and electric fans, are placed behind the rear axle.
Combined with a front-engine and rear-wheel-drive configuration, the short, wide and low body allows the LFA to achieve its target front-to-rear weight distribution of 48:52.
Driver-centered
The driver's seat is positioned near the LFA's center of gravity. The centralized seating concept (with the seat between the front and rear axles and closer to the left–right center) is made possible by the use of a rear transaxle and vertically stacked torque tube and exhaust pipes reducing the width of the center tunnel. The driver placement is aimed to provide maximum car-to-driver feedback, especially under sport or high G-force driving conditions.
V10 Engine
Titanium valves, ultra–light weight rocker arms with a diamond–like coating and a fully integrated lower crankcase that reduces pumping losses at high RPMs combine to provide the driver with overwhelming acceleration right up to the 9,000rpm redline. The LFA's purpose-built V10 delivers 90% of its peak torque between 3,700rpm and 9,000rpm.
Precise Response
Independent, electronically controlled throttle bodies ensure precise air-feed to each of the 10 cylinders, enabling immediate engine response from the accelerator pedal. The engine response time is approximately half the normal response time of a single-throttle valve.
The six-speed ASG transmission features heavy-duty synchronizer rings and a newly developed gearshift actuator, providing the driver with a very direct shift feel. Four selectable driving modes and a seven-stage shift-speed selector that results in upshift speeds down to 0.2 seconds provide a higher level of driver control.
Track-sized high-performance (Carbon Ceramic) CCM brake discs and Electronically Controlled Braking system generate ultra-powerful yet stable braking.
Handling and Dynamics
The very light and rigid CFRP cabin, combined with a front double-wishbone suspension and a rear multilink suspension, result in a very stable, controlled ride. Detailed aerodynamic engineering results in elements such as a flat underbody, a diffuser and a speed-controlled rear wing, which allows precise vehicle response at all vehicle speeds, thus creating unity between driver and machine.
Vehicle Dynamics Integrated Management integrates numerous vehicle dynamic functions that provide a high level of vehicle stability and preventative safety without interfering with the driver's intentions, especially when sport driving.
Exciting engine sound and L-finesse2 design
Equal-length exhaust manifolds combined with an equal-length dual exhaust system routed through a multistage titanium main muffler fine tunes the exhaust note.
An acoustically tuned surge tank linked to 10 individual throttle bodies creates a powerful induction sound. The coordination of intake and exhaust sounds overlap at various RPMs to create a unique, exciting and inspired soundtrack.
The exterior design includes carefully tuned aerodynamics and airflow management. The use of CFRP, in addition to strength and weight advantages, frees up the design of the exterior panels allowing a fresh supercar L-finesse design. The interior design combines state-of-the-art instrument-panel design and technology, along with a variety of custom-tailored interior trim packages to suit the most discerning driver.
10-22-09, 12:15 PM
#630
Lexus Connoisseur
Yes, if they had ditched carbon fiber, it could have been cheaper. But this argument will go on in circles, and the debate on how much it costs matters mostly to those (including myself) who do not plan, or cannot afford to buy it. We all know they are pricing it as such, still losing money on each, and selling it to those whom money is no object...$700K or $400K and they don't bat an eye. A more attainable model *could* be a new SC, perhaps SC-F, but we'll see.
Flipside, I am so envious you were able to drive this machine, you changed your location to FL so I thought you had moved or something.
Red eye flight out of LAX monday night, arrived in Miami early Tuesday morning, my good friend Joaquin (jruhi4) and I toured South Florida's finest Lexus dealers the rest of the day. Yesterday (Wednesday) toured part of South Beach, one more Lexus dealer then made way to Homestead Raceway. Several laps later, transported back to MIA Int'l on a flight back home to LAX. Now i'm back at work. 