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
It seems like the Lexus LFA has been around forever. In reality, the first concept version was unveiled at the Detroit Auto Show in 2005, but that's a long time in the automotive world. Additional concepts followed in 2007 and 2008, and the on-off rumors of a production version haven't help. Nevertheless, the production version of the LFA is finally here at the Tokyo Motor Show, and it is glorious. All of which makes it harder to stomach that the car shown here isn't expected to reach customer garages until early 2011.
The specifications of the new rear-drive Lexus supercar are impressive enough: a 4.8-liter V10 with 560 ps (552 bhp), 354 lb-ft torque, a zingy 9,000 rpm redline, six-speed sequential gearbox, 0-62 mph in 3.7 seconds, and a top speed of 202 mph. It looks amazing too, both in pictures and in person.
Of course, we can't help but make comparisons to the current reigning Japanese supercar, the Nissan GT-R. At just 3,263 pounds, the LFA easily has a better power-to-weight ratio, but that hasn't seemed to stop the all-wheel drive juggernaut before. Then there is the small matter of cost to consider. Unlike the GT-R, which is considered a performance bargain, the LFA will be exclusive – and costly. Only 500 units will be produced at a cost of...drum roll please....$375,000. Despite the colossal price tag, we hear that Lexus expects to take a loss on each one.
Will the LFA be worth the high cost? We should be able to tell you soon, as our man Damon Lavrinc will be getting some time behind the wheel of a prototype later this week. Until then, you can check out some amazing video of the LFA after the jump and live photos in the high-res galleries below.