Lexus lfa
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i think this thread is a failure from the word go
try posting some damn information, some pictures, a fucking link..... SOMETHING!!!
here... ill show you how to do this
Engine type ----------- 1LR-GUE 72° V10
Transmission ---------- 6-speed ASG
Valvetrain ------------ DOHC 4-valves/cylinder, dual VVT-i
Redline --------------- 9000 rpm (rev limiter 9500 rpm)
Displacement ---------- 4,805 cc (293.2 cu in)
Curb weight ----------- 1,480 kg (3,263 lb)
Bore x Stroke --------- 88 mm × 99 mm (3.5 in × 3.9 in)
Power-to-weight ------- 5.9 lb/hp
Compression Ratio ----- 12.0:1
0-100 km/h (62 mph) --- 3.7 sec.
Power ----------------- 412 kW (560.2 PS; 552.5 hp) @ 8700 rpm
0-60 mph (97 km/h) ---- 3.6 sec.
Torque ---------------- 480 N·m (354.0 ft·lbf) @ 6800 rpm
Top speed ------------- 325 km/h (202 mph)
Overview
The production Lexus LFA has an overall length of 177.4 inches (4,510 mm), while its wheelbase measures 102.6 inches (2,610 mm), with a height of 48 inches (1,200 mm) and width of 74.6 in (1,895 mm). Compared to the prior 2007–2008 concepts, the production model is nearly 2 inches (51 mm) inches longer, with identical width, height, and nearly same wheelbase dimensions.
Engine
The LFA is powered by a 72° 4.8-liter V10 engine equipped with dual VVT-i carrying the 1LR-GUE designation with a maximum output of 552 bhp (412 kW) delivered at 8700 rpm. Its maximum torque output of 354 lb-ft arrives at 6800 rpm, 90 percent of which is available from 3700 rpm. The engine, like the Ferrari 458 Italia, redlines at 9000 rpm, but with a fuel cutoff set at 9500 rpm and is constructed using forged aluminum pistons, forged titanium connecting rods, and solid titanium valves. Dry sump lubrication prevents engine oil starvation through high speed corners and reduces the engine's center of gravity. Air is fed directly from beneath the hood through a visible slit passing into a dual stage variable intake manifold and then into 10 individual throttle bodies before finally exiting from a dual stage titanium muffler.
The LFA's engineers attempted to make the engine to sound like that of a Formula One car with rapid revs while at the same time maintaining typical Lexus reliability and vibration control. By selecting a V10 engine over an equivalent displacement V8 engine reciprocating mass is reduced allowing for more rapid engine response. Lexus claims their engine can rev from idle to its redline in 0.6 seconds and an analog tachometer needle could not accurately track the LFA's changes in engine speeds. This necessitated the use of digital tach which can instantly display rpms. The engine reportedly weighs less than the manufacturer's own 3.5-liter 2GR-FE V6 engine.
The powerplant gives the LFA a power-to-weight ratio of 5.9 lb/hp and enables it to reach a top speed of around 202 mph (325 km/h). Like the IS F Yamaha co-developed the engine cylinder heads. The engine complies with Euro V emissions. On the LF-A, the V10 is installed with a front mid-engine placement. According to Chief Engineer Haruhiko Tanahashi a front engine layout was selected instead of a mid engine layout as it is inherently more forgiving dynamically affording less experienced drivers with a wider safety net.
Transmission
The gearbox itself is a six-speed Automated Sequential Gearbox (electrohydraulic transmission) operated with paddle-shifters developed and constructed in-house by Toyota. The driver can select from four settings, auto, normal, sport and wet. In the sport mode, the manufacturer quotes minimum upshift times of 200 ms. According to Tanahashi a dual-clutch transmission was tested but the design team felt gear changes were overly smooth, resembling that of a traditional automatic and preferred more abrupt and mechanically engaging shifts. However the auto mode and low speed performance suffer as a result. A Torsen limited slip differential is also applied on the LFA. The transmission gear ratios are as follows:
Gear ---- 1 -------- 2 ------- 3 ------- 4 ------ 5 ------ 6 --- Reverse --- Final Drive
Ratio - 3.231 -- 2.188 - 1.609 - 1.233 - 0.970 - 0.795 - 3.587 ----- 3.417
Chassis
The Lexus LFA's frame is made from an in-house designed and manufactured carbon fiber-reinforced polymer (CFRP) center monocoque with aluminum front and rear subframes. The subframes, which can be removed and replaced minimizing potential repair costs, are joined to the monocoque using a newly developed aluminum flanged collar designed to create a stronger joint. According to the manufacturer, the quality of the CRFP material matches that of aeronautical grades and is weaved by a laser controlled circular loom, one of two in the world. Overall 65% of the vehicle's total body mass is comprised of CFRP material while the remaining 35% is aluminum. Manufacturer data indicates that the use of CFRP saves 100 kg (220 lbs) over equivalent aluminum materials.
An electric power steering rack is used while the front suspension utilizes a double-wishbone arrangement, and a multi-link arrangement at the rear with coil-over dampers at all wheels. The dampers are a fixed monotube design. The LFA further features six-piston front and four-piston rear Brembo monobloc brake calipers with 390 mm (15.4 in) front and 360 mm (14.2 in) rear carbon ceramic discs controlled by Toyota's Electronically Controlled Brake brake-by-wire system. Forged 20-inch BBS wheels fitted with 265 mm (10.4 in) front and 305 mm (12.0 in) rear Bridgestone next-generation Pontenza tires are standard.
To maintain a near ideal weight distribution, a rear transaxle is used, in addition to the mounting of the fuel tank ahead of the rear axle and the radiators at the rear. Overall 48% of the LFA's mass is distributed along the front wheels with 52% at the rear. The fuel tank itself saddles the exhaust system keeping weight centered along the left-right axis. The engine is connected to the transaxle via a rigid carbon-fiber torque tube which the exhaust system runs directly below. This stacked driveshaft and exhaust arrangement decreases the width of the center tunnel allowing for centrally located seating.
Exterior
The LFA body features sharp edges and cutoffs for improved aerodynamic performance, made possible by the carbon fiber body. The body was designed with an emphasis on downforce. There are air scoops located over the rear fenders which feed the aft-mounted radiators. The speed-sensitive rear wing incorporates a Gurney flap and deploys at speeds over 50 mph. Overall the LFA's body results in a drag coefficient of Cd 0.31.
Interior
The LFA interior incorporates carbon fiber, leather, alcantara, and metallic surfaces. There are two bucket seats, and Lexus' Remote Touch controller interface. The instrument display is a digital speedometer with color-changing background, size-changing numbers, and side-appearing submenus. The LFA features a new driver and passenger seat-belt airbag design increases similar to the S-Class ESF safety concept car. The steering wheel feaures a right-mounted start button, and alloy paddle-shifters. A 12-speaker Mark Levinson sound system with compact lightweight components was also developed for the interior.
Lexus LFA - Wikipedia, the free encyclopedia
go here for more pictures as well as a few videos
Tokyo 2009: Lexus reveals $375,000 LFA supercar...finally [w/VIDEO] — Autoblog
try posting some damn information, some pictures, a fucking link..... SOMETHING!!!
here... ill show you how to do this
Engine type ----------- 1LR-GUE 72° V10
Transmission ---------- 6-speed ASG
Valvetrain ------------ DOHC 4-valves/cylinder, dual VVT-i
Redline --------------- 9000 rpm (rev limiter 9500 rpm)
Displacement ---------- 4,805 cc (293.2 cu in)
Curb weight ----------- 1,480 kg (3,263 lb)
Bore x Stroke --------- 88 mm × 99 mm (3.5 in × 3.9 in)
Power-to-weight ------- 5.9 lb/hp
Compression Ratio ----- 12.0:1
0-100 km/h (62 mph) --- 3.7 sec.
Power ----------------- 412 kW (560.2 PS; 552.5 hp) @ 8700 rpm
0-60 mph (97 km/h) ---- 3.6 sec.
Torque ---------------- 480 N·m (354.0 ft·lbf) @ 6800 rpm
Top speed ------------- 325 km/h (202 mph)
Overview
The production Lexus LFA has an overall length of 177.4 inches (4,510 mm), while its wheelbase measures 102.6 inches (2,610 mm), with a height of 48 inches (1,200 mm) and width of 74.6 in (1,895 mm). Compared to the prior 2007–2008 concepts, the production model is nearly 2 inches (51 mm) inches longer, with identical width, height, and nearly same wheelbase dimensions.
Engine
The LFA is powered by a 72° 4.8-liter V10 engine equipped with dual VVT-i carrying the 1LR-GUE designation with a maximum output of 552 bhp (412 kW) delivered at 8700 rpm. Its maximum torque output of 354 lb-ft arrives at 6800 rpm, 90 percent of which is available from 3700 rpm. The engine, like the Ferrari 458 Italia, redlines at 9000 rpm, but with a fuel cutoff set at 9500 rpm and is constructed using forged aluminum pistons, forged titanium connecting rods, and solid titanium valves. Dry sump lubrication prevents engine oil starvation through high speed corners and reduces the engine's center of gravity. Air is fed directly from beneath the hood through a visible slit passing into a dual stage variable intake manifold and then into 10 individual throttle bodies before finally exiting from a dual stage titanium muffler.
The LFA's engineers attempted to make the engine to sound like that of a Formula One car with rapid revs while at the same time maintaining typical Lexus reliability and vibration control. By selecting a V10 engine over an equivalent displacement V8 engine reciprocating mass is reduced allowing for more rapid engine response. Lexus claims their engine can rev from idle to its redline in 0.6 seconds and an analog tachometer needle could not accurately track the LFA's changes in engine speeds. This necessitated the use of digital tach which can instantly display rpms. The engine reportedly weighs less than the manufacturer's own 3.5-liter 2GR-FE V6 engine.
The powerplant gives the LFA a power-to-weight ratio of 5.9 lb/hp and enables it to reach a top speed of around 202 mph (325 km/h). Like the IS F Yamaha co-developed the engine cylinder heads. The engine complies with Euro V emissions. On the LF-A, the V10 is installed with a front mid-engine placement. According to Chief Engineer Haruhiko Tanahashi a front engine layout was selected instead of a mid engine layout as it is inherently more forgiving dynamically affording less experienced drivers with a wider safety net.
Transmission
The gearbox itself is a six-speed Automated Sequential Gearbox (electrohydraulic transmission) operated with paddle-shifters developed and constructed in-house by Toyota. The driver can select from four settings, auto, normal, sport and wet. In the sport mode, the manufacturer quotes minimum upshift times of 200 ms. According to Tanahashi a dual-clutch transmission was tested but the design team felt gear changes were overly smooth, resembling that of a traditional automatic and preferred more abrupt and mechanically engaging shifts. However the auto mode and low speed performance suffer as a result. A Torsen limited slip differential is also applied on the LFA. The transmission gear ratios are as follows:
Gear ---- 1 -------- 2 ------- 3 ------- 4 ------ 5 ------ 6 --- Reverse --- Final Drive
Ratio - 3.231 -- 2.188 - 1.609 - 1.233 - 0.970 - 0.795 - 3.587 ----- 3.417
Chassis
The Lexus LFA's frame is made from an in-house designed and manufactured carbon fiber-reinforced polymer (CFRP) center monocoque with aluminum front and rear subframes. The subframes, which can be removed and replaced minimizing potential repair costs, are joined to the monocoque using a newly developed aluminum flanged collar designed to create a stronger joint. According to the manufacturer, the quality of the CRFP material matches that of aeronautical grades and is weaved by a laser controlled circular loom, one of two in the world. Overall 65% of the vehicle's total body mass is comprised of CFRP material while the remaining 35% is aluminum. Manufacturer data indicates that the use of CFRP saves 100 kg (220 lbs) over equivalent aluminum materials.
An electric power steering rack is used while the front suspension utilizes a double-wishbone arrangement, and a multi-link arrangement at the rear with coil-over dampers at all wheels. The dampers are a fixed monotube design. The LFA further features six-piston front and four-piston rear Brembo monobloc brake calipers with 390 mm (15.4 in) front and 360 mm (14.2 in) rear carbon ceramic discs controlled by Toyota's Electronically Controlled Brake brake-by-wire system. Forged 20-inch BBS wheels fitted with 265 mm (10.4 in) front and 305 mm (12.0 in) rear Bridgestone next-generation Pontenza tires are standard.
To maintain a near ideal weight distribution, a rear transaxle is used, in addition to the mounting of the fuel tank ahead of the rear axle and the radiators at the rear. Overall 48% of the LFA's mass is distributed along the front wheels with 52% at the rear. The fuel tank itself saddles the exhaust system keeping weight centered along the left-right axis. The engine is connected to the transaxle via a rigid carbon-fiber torque tube which the exhaust system runs directly below. This stacked driveshaft and exhaust arrangement decreases the width of the center tunnel allowing for centrally located seating.
Exterior
The LFA body features sharp edges and cutoffs for improved aerodynamic performance, made possible by the carbon fiber body. The body was designed with an emphasis on downforce. There are air scoops located over the rear fenders which feed the aft-mounted radiators. The speed-sensitive rear wing incorporates a Gurney flap and deploys at speeds over 50 mph. Overall the LFA's body results in a drag coefficient of Cd 0.31.
Interior
The LFA interior incorporates carbon fiber, leather, alcantara, and metallic surfaces. There are two bucket seats, and Lexus' Remote Touch controller interface. The instrument display is a digital speedometer with color-changing background, size-changing numbers, and side-appearing submenus. The LFA features a new driver and passenger seat-belt airbag design increases similar to the S-Class ESF safety concept car. The steering wheel feaures a right-mounted start button, and alloy paddle-shifters. A 12-speaker Mark Levinson sound system with compact lightweight components was also developed for the interior.
Lexus LFA - Wikipedia, the free encyclopedia
go here for more pictures as well as a few videos
Tokyo 2009: Lexus reveals $375,000 LFA supercar...finally [w/VIDEO] — Autoblog
and to answer your question
i do not think that the LFA is worth anywhere close to $400k, i think they might have something if they aimed for a price point around $100k
but the Z06 does 0-60 in 3.7 seconds... a mere 0.1 seconds slower than this car
has a top speed of 198mph... a mere 4mph slower than this car
and costs $75,235... a mere $300,000 less than this car
as much as i hate it, the Nissan GTR also beats this car achieving 0-60 in 3.5sec (0.1 seconds faster) topping out at 193mph (9mph slower, but really when the hell are you ever going to go that fast anyway) and costing $70,000... even at the ridiculous $100,000+ price tags many dealerships are slapping on them its still around $300,000 less
so i do not think that lexus is worth anywhere near what they are looking to price that at... not even fucking close
all they are doing is solidifying the point that a lexus is simply a toyota you paid too much for, here about $300,000 too much for
fuck that car
i do not think that the LFA is worth anywhere close to $400k, i think they might have something if they aimed for a price point around $100k but the Z06 does 0-60 in 3.7 seconds... a mere 0.1 seconds slower than this car
has a top speed of 198mph... a mere 4mph slower than this car
and costs $75,235... a mere $300,000 less than this car
as much as i hate it, the Nissan GTR also beats this car achieving 0-60 in 3.5sec (0.1 seconds faster) topping out at 193mph (9mph slower, but really when the hell are you ever going to go that fast anyway) and costing $70,000... even at the ridiculous $100,000+ price tags many dealerships are slapping on them its still around $300,000 less
so
i do not think that lexus is worth anywhere near what they are looking to price that at... not even fucking close all they are doing is solidifying the point that a lexus is simply a toyota you paid too much for, here about $300,000 too much for
fuck that car
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sufikation
Active Member
i dont think any car is worth 400k, thats just insane.
phyregod
!!YTINASNI
It has the same fit and finish as a honda civic. Which is decent. For an economy car.
They need to step it up about 15 notches if they want to get anywhere near that price tag.
2010 Aston Martin v12 Vantage. Beautiful fit and finish. 510hp/420tq. And absolutely stunning to look at inside and out. This car is $250k. And it is worth it.
How about a Ferrari F430 Scudaria? These run $227k. This was developed and fine tuned by ferrari with Michael Schumacher behind the wheel giving feedback about handling characteristics. 0-60 in 3.1 seconds, 198mph top speed. And its a ferrari.
Now someone tell me why anyone on the planet would pass up these two, and plunk down an additional $150-$175k for a lexus?? It looks like a 350z with an obnoxious body kit on it.
They need to step it up about 15 notches if they want to get anywhere near that price tag.
2010 Aston Martin v12 Vantage. Beautiful fit and finish. 510hp/420tq. And absolutely stunning to look at inside and out. This car is $250k. And it is worth it.
How about a Ferrari F430 Scudaria? These run $227k. This was developed and fine tuned by ferrari with Michael Schumacher behind the wheel giving feedback about handling characteristics. 0-60 in 3.1 seconds, 198mph top speed. And its a ferrari.
Now someone tell me why anyone on the planet would pass up these two, and plunk down an additional $150-$175k for a lexus?? It looks like a 350z with an obnoxious body kit on it.
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...
First production of a pure track tested supercar (from the sister company) of the top seller in the automobile market; follow up to a mildly successful track tested "super street car" (LS-F); low number production run (500 units planned); immediately proceeds the production of "budget street car".
I'm calling a success and strategic management decisions. Toyota has just positioned itself perfectly for capturing the enthusiast and racing market. They roll out the LS-F, which didn't have the success they strived to gain against BMW and Audi, then a pure supercar, followed by the budget street car that will hopefully have the support that the LS-F couldn't gain.
First production of a pure track tested supercar (from the sister company) of the top seller in the automobile market; follow up to a mildly successful track tested "super street car" (LS-F); low number production run (500 units planned); immediately proceeds the production of "budget street car".
I'm calling a success and strategic management decisions. Toyota has just positioned itself perfectly for capturing the enthusiast and racing market. They roll out the LS-F, which didn't have the success they strived to gain against BMW and Audi, then a pure supercar, followed by the budget street car that will hopefully have the support that the LS-F couldn't gain.
Just another example of a supercar with a pricetag that does not even come close to it's performance numbers......ZR1 FTW. If i am paying 400k for a car it better dam well put out more then 354tq...The good thing is that atleast they expect to sell these at a loss.
Building a supercar = demonstration of capabilities & technology = an investment in Toyota's future as opposed to a normal production schedule.
INJEN78
HS LEGEND
yea thats crock of shit..why the fuck would any company put time and money into a car just to sell it for less than it cost to begin with??
thats also like the car dealerships that say "our prices are already rock bottom"
bullshit,everyone knows start high and sell for less...not start low and maybe sell
it happens ALL THE TIME... theres a lot of reasons car companies do it... two of them are:
bragging rights
extended beta testing of new technology
for instance...
honda lost money on every 1st gen Insight they sold (for model year 2000 they were losing about $8000 on every car sold)
they dealt with it so they could have the most fuel efficient car available on the market, and so they could get wide scale real world testing data for their IMA system... im sure there were plenty of other reasons... but those were two of them
im pretty sure they are still losing money on the new insight... im not sure of it or any of the details though
Its for the same reason that companies enter Nascar and F1. Proof of concept and advanced R&D. It is amazing how much tech comes right out of racing and into consumer cars. I wrote a paper once on the correlation between automotive racing series and consumer automobiles. It was very informative research.
Cashizslick
!i!i!i!i!i!i!i!i!i!i!i!
Forget the lexus. A gutted 87 civic 4door with nawz and a turb0 will be just as fast for a fraction of the price. Who needs airbags and sound deadening materials? Ill wear five hooded sweatshirts & my ipod thnkyouvrymch.
that is not at all the argument here
this is not about taking a cheap pos and modifying it to achieve performance figures of a better car
the cars that this lexus has been compared against are regular factory production vehicles that are legitimately on the same level that cost hundreds of thousands less