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NURBURG, Germany — The race-prepared Lexus LF-A, first spotted during manufacturer testing at the Nürburgring, made its official competition debut on Saturday in the ADAC Rundstrecken Trophy Endurance series in Germany. The race was run on the Nürburgring Nordschleife, combined with a sprint portion of the famous Grand Prix circuit.
During the four-hour race, the LF-A covered 23 15.13-mile laps, grabbing 77th place. Its fastest lap was 9:06. While that lap time may sound slow compared to the Nissan GT-R's best 'Ring time of 7:29, the GT-R was clocked on just the 12.9-mile Nordschleife without the additional sprint section. The LF-A drove in group SP8.
Saturday's race was one of seven four-hour races this year, with a six-hour race and a 24-hour race rounding out the series. The LF-A is expected to continue competitive runs in this series, including the 24-hour race at the end of this month, as part of the LF-A's development process.
SANTA MONICA, California — After three auto show appearances and the occasional spy photo and video from Germany's high-speed Nürburgring test circuit, it's no secret that the Lexus LF-A supercar concept is headed for production. With an estimated 500 horsepower coming from the LF-A's 5.0-liter V10, we didn't expect the Lexus to come cheap, but Inside Line has learned that the car will carry a price tag over $200,000.
A Lexus source in Japan told Inside Line the price for the carbon-fiber supercar may be as high as $225,000.
Shown in both coupe and roadster forms, the LF-A will first launch as a coupe. Roadster versions will be priced even higher. Both body styles are approximately 2 inches shorter and an inch narrower than the 483-hp Ferrari F430, with a similarly sized wheelbase. A 2007 Ferrari F430 Spider costs $211,525.
Although final specifications have not yet been released, Lexus says the LF-A will reach a top speed over 200 mph.
What this means to you: Lexus is gunning for the Italians with the LF-A, and it's not going to cut any corners in its quest to deliver a legitimate supercar. — Kelly Toepke, News Editor
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Originally Posted by carrrnuttt
Oh look, I can talk to the n00b any way I want, because I've been here so long, and my name says 'Cool' in it!
I guess since they put in the R&D they decided to keep with it, in spite of automakers' woes across the board...at least Toyota has the cash.
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First Drive: 2011 Lexus LF-A
After years of concept cars and prototypes, the 2011 Lexus LF-A is finally here, at least in race trim that is. Scheduled to debut at the 2009 Tokyo Auto Show, the final production version is still a ways off, but Contributor Andrew Frankel manged to snag some seat time in the LF-A racecar to get a preview of what's to come.
So how is the long awaited Lexus supercar behind the wheel? As expected, the LF-A is an easy car to drive compared to true sports cars like the Porsche 911. But Frankel also notes that it feels blindingly fast, a trait that should help it keep pace with the rest of the world's supercar stable. Get the rest of the details in our exclusive first drive of the 2011 Lexus LF-A. First Drive: 2011 Lexus LF-A
We're a mere five or so hours from the unveil of the long-awaited, full-production 2010 Lexus LF-A supercar at the Tokyo Auto Show. But thanks to the ubiquitous some-dude-with-a-camera in Miami the Lexus that's been almost a decade in the making has been laid bare.
The pictures appear on the North American GTR Owners Club (NAGTROC.org) web site. We'll have more when Lexus pulls the silk off the car at the Makuhari Messe. And also look for a full First Drive story soon. NAGTROC via Autoblog
Lexus LF-A - Click above for high-res image gallery
The Tokyo Motor Show countdown continues with yet another round of Lexus LF-A leakage courtesy of OmniAuto. Check out the gallery below to get up close and personal with the official shots of the LF-A before we bring you live impressions from the floor. But before you do, get a load of the preliminary specs:
4.8-liter 72-degree V10 putting out 560 hp at 8,700 RPM (that's 116.5 hp/liter) and 354 lb.-ft. of torque at 6,800 RPM
Redline: 9,000 RPM
Titanium valves, connecting rods, forged aluminum pistons, dry sump lubrication and a titanium exhaust manifold
Six-speed sequential gearbox
Torsen limited slip differential
3,263 pounds with a 48/52 front-to-rear weight distribution
Power-to-weight ratio of 5.8 pounds/hp
65 percent of the body is carbon fiber
20-inch BBS wheels wrapped in 265/35 ZR20 Bridgestone tires in front and 305/30 ZR20 in the rear.
I talked to a Lexus Corporate employee while I worked at their dealership and he said it was gonna be a limited production of 400, 200 for the roadster and 200 for the coupe, but that was about...1.5 months ago so maybe that's changed.
Driving Tool
The LFA's chassis has been primarily developed at the Nürburgring, where prototype LFAs competed in the 2008 and 2009 Nurburgring 24 Hours. Lexus even claims that the monotube dampers are identical to those fitted to the LFA racer.
It all begins with a rigid structure that places the engine behind the front axle line for nearly equal weight distribution, then adds a double-wishbone front suspension and a multilink rear. Carbon-ceramic brake rotors are gripped by six-piston calipers at the front and four-piston items at the rear. The 20-inch forged-aluminum BBS wheels carry 265/35R20 front and 305/30R20 rear Bridgestone asymmetric tires.
The first surprise is how well this car rides. At low speed, the bump absorption and overall comfort could be compared with a sporting sedan. Push harder, though, and you start to appreciate the benefits of all that 'Ring time. The weight distribution is 48 percent front/52 percent rear, and this helps the car change direction with impressive rapidity. The 2011 Lexus LFA is sharp, agile and feels much smaller on the road than, say, the Ferrari 599 GTB. The brakes are also hugely effective, even if they do squeal a little.
This is a car that wants to engage and inspire and to work with the driver. Our only important criticism is of the electrically assisted steering, which is pleasingly linear and sensibly direct, but could use a more communicative feel.
As part of our time with the car, we were taken for a lap of the Nordschleife with the LFA's chief test-driver, drift champion and Japanese GT racer Akira Lida. For what it's worth, Akira claims a best lap of 7:30, but reckons the LFA is capable of 7:23 given a clear track. Naturally enough, this would make it a few seconds quicker than a Nissan GT-R.
Tokyo, October 21, 2009 - 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.
1. Packaging brings out the most in fundamental performance
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.
2. Emotive performance embodies an extraordinary driving experience
High–rev 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.
Responsive handling and engaging 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.
On the front cover of the latest (Dec. '09) Automobile magazine: $400k
Well, at least we know how Toyota's trying to pay for all of the earlier iteration's product development.
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m o n o b l o c k s
Gone but not forgotten:
96 S4 (gladly sold...time for another electrical crash yet?)
06 Mazdaspeed6 (sold)
Current (un)stable:
92 SE (now barely runnin' after all these years)
06 Mazda 6 V-6 (the new--hopefully temporary--add)
96 993 C2 (need new seats...and a roll cage)
'09 (out), more like a '10 (maybe)
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