Lexus LF-A event at Autobahn CC IL today (lots of pics)
#42
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my friend only got the 2nd half of the 2nd lap. anyways, its better than nothing. watch on youtube for 720p and to see the details of the dash, etc. the instructor in the IS-F is a kind of 'pace car' so that was another reason I couldn't just go balls out on the track. But still had ample opportunities to nail it. oh and, you would never shift gears in the middle of a turn in real racing.
http://www.youtube.com/watch?v=fR1CTBRQnvk
http://www.youtube.com/watch?v=fR1CTBRQnvk
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#46
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and the '11 C63 interior.... steering wheel is nice but look at the rest.. the materials are horrible it looks like something out of an Impala I swear. they did make the 2012 model look considerably better... and my friend is trading his in for one... if I didn't know that I wouldn't have said it looked like a taxicab
#50
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I'd rather have a manual transmission though.....
#51
I want to have sex inside the LF-A.
However that would work... actually, looking at the interior again I'm not sure it's possible, at least relatively comfortably. But... I still want to.
However that would work... actually, looking at the interior again I'm not sure it's possible, at least relatively comfortably. But... I still want to.
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no way man. its much too nice to do something like that in there. IMO
oh yeah C63's seats are sick nice.
oh yeah C63's seats are sick nice.
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here's my friend driving it, me video'ing... excuse the shaky hand, I was a bit nervous because my friend is kind of a madman on the street and he doesn't have much (read: almost no) track experience... so uhh.. yeah. he gave me a little semi-scare once you'll notice in the video (he almost did some off-roading), its not exactly the best car for a n00b to drive at a racetrack. he gives a pretty good summary of it at the end, including what he thinks about it in comparison to driving a GTR - he's driven Murcielago, 996 and 997 turbo, GTR, and some others - on the street though.
before we left the Lexus guy said "you don't want to be that guy" meaning the guy who wrecks a car at an event like this.
http://www.youtube.com/watch?v=DMwYHVRdg5A
before we left the Lexus guy said "you don't want to be that guy" meaning the guy who wrecks a car at an event like this.
http://www.youtube.com/watch?v=DMwYHVRdg5A
Last edited by srika; 03-27-2011 at 02:23 AM.
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#63
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excuse my n00b DSLR skills....
oops video is not ready yet - BRB
oops video is not ready yet - BRB
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#66
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they have been doing this tour around the country, a couple of my friends have also driven it elsewhere (CA, TX). check around.
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#68
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good article -
http://www.insideline.com/lexus/lfa/...lexus-lfa.html
http://www.insideline.com/lexus/lfa/...lexus-lfa.html
2011 Lexus LFA: 10 Things You Don't Know About the Supercar
Talking Shop With the LFA Engineers
By Josh Jacquot, Senior Road Test Editor | Published Oct 27, 2009
By now you know plenty about the 2011 Lexus LFA.
You know that its body structure is made of carbon-fiber reinforced plastic. You know that its brakes have carbon-ceramic rotors. You know that its 4.8-liter V10 generates 552 horsepower. You probably even know that the 2011 Lexus LFA is capable of 202 mph.
But here are 10 things we bet you don't know.
Spectacular Sound
Two separate ducts route intake noise into the firewall from the intake manifold, allowing two different octaves of engine music to penetrate the passenger compartment. As a result, the LFA's engine note dominates the driving experience.
Developed in conjunction with Yamaha's musical instrument division, engineers tuned the LFA's engine note the same way sound is tuned in an Ovation guitar. Uniquely shaped ribs in the intake manifold cover are designed precisely to produce a pleasing engine note.
It works, too. Even with a helmet on, the LFA's engine note penetrates your soul.
Bad-Ass Brakes
Even Grand-Am Rolex Sports Car Series champion Scott Pruett admits the LFA's carbon-ceramic brakes are completely bad-ass. Pruett — on hand for the car's U.S. introduction in Miami, Florida, and nearby Homestead-Miami Speedway to offer driving impressions (and give hell rides to people like us) — says the LFA's brakes are its most striking dynamic feature. In fact, he thought he was going to visit the gravel trap on his first ride in the car with one of its Japanese test drivers. "He drove it in hard and left the braking so late and I couldn't see any option but going off the track," said Pruett.
They stayed on the track and Pruett went on to more deeply appreciate the LFA's genuinely world-class braking ability when doling out his own torture to journalists later in the week.
Engine in the Front
Sunao Ichihara, LFA project manager, says the LFA's engine is in front of its driver compartment specifically so the car's limits are more approachable. A midengine design with the engine behind the passenger compartment offers higher dynamic limits. However, putting the car's handling character on the same level with the skill of most drivers has been a priority with the LFA, so the front-engine layout is crucial to the car's concept.
Ichihara also points out that the LFA's carbon structure and suspension go a long way in making up for the small compromise at the limit forced by the car's layout.
Aerodynamic Downforce
Thanks to its overall shape, underbody design and deployable rear wing (which raises at about 50 mph), the LFA generates at least 522 pounds of downforce at its top speed of 202 mph.
Launch Control
The LFA has it. Engineers have programmed the LFA's electronically controlled systems (throttle, clutch, etc.) to put down power aggressively when activated, yet the claimed 0-60-mph time of 3.6 seconds was recorded in perfect conditions without using the system.
Ichihara-san, however, couldn't say if the U.S. would get the system. Availability is being assessed in each market independently. Stability control, however, can be fully disabled.
Insanely Low Center of Mass
Look carefully at the underhood shots of the LFA and you'll notice that its engine's cam covers are below the tops of its wheels. This is due to the fact that its power plant features a dry-sump lubrication system. Since there's no need for a large, space-consuming oil pan, the mill is literally sitting inches off the ground. This contributes to a low center of gravity, just 17.8 inches off the pavement. Not bad in a package which is only 48 inches tall to begin with.
Other packaging firsts? Rather than being directly driven off the crankshaft, the driveshaft is driven by a counter gear before it transmits the power to the rear-mounted transaxle. This allows the driveshaft to be packaged higher in the center tunnel within the carbon-fiber unibody. In turn, the engine's exhaust manifolds collect just forward of this tunnel, so each exhaust pipe can be stacked, one above the other, below the driveshaft but above the floor of the car. As a result, you get a smoother, more aerodynamic floorpan. This arrangement also yields gear reduction at the counter gear, which allows in turn for a stronger pinion gear in the rear differential. The differential, by the way, is a Torsen limited-slip unit.
Dense Power
The LFA's 4.8-liter 1LR-GUE V10 is smaller in every dimension than Toyota's 3.5-liter V6, but it makes twice as much power (some 552 hp and 354 lb-ft of torque). To do so, the engine uses titanium rods and valves, which helps permit a maximum speed higher than 9,000 rpm (fuel cut is 9,500 rpm). Surprisingly, though, the engine lacks direct injection. This, according to Paul Williamsen, national manager of Lexus College, is because the engine has been developed in part by Toyota Motorsports — the same outfit which develops Toyota's Formula 1 engines, which use traditional port-type fuel injection.
Tachometer Done Right
With a single gauge — the tachometer — dominating its instrument cluster and a completely solid-state design, Lexus has done this highly functional detail right. Utilizing a Thin Film Transistor (TFT) display, the same as found in some laptop computers, Lexus has given the tachometer the ability to change its look depending on which driving mode is selected.
In Automatic mode, the tachometer is at its most benign and utilizes small digits when the car is doing the shifting itself. Switch to Normal mode and the numbers increase in size and boldness. Change to Sport mode and the entire look of the tach changes — its face swaps from black to white, the redline is moved closer to the top of the gauge and its numbers are even more stark. A pre-redline warning can be set to illuminate the whole tachometer in green just before redline.
Ridiculous Customization Possibilities
Because every LFA will be built to order (you can place your order right now via phone), Lexus allows the color of every piece which is painted, coated or covered in leather to be selected by its owner.
That means the body, seats, door panels, steering wheel leather, wheels and brake calipers can all be customized. In total, there are more than 30 billion custom possibilities. For only 500 cars.
Stupid Fast, Even in Sissy Mode
The only way anyone (including Pruett) at the LFA's media introduction was allowed to drive the LFA was with the stability control (VDIM in Toyota-speak) in Sport mode. This significantly restricts the information available about the car's true limits and denies any opportunity to observe its balance unencumbered by the electronic overlords.
However, even with this restraint in place, it's clear that the LFA is one smoking-fast track machine. Its steering is true, its brakes are outrageous and its engine is wildly flexible.
And, as discussed, its sound is straight from heaven.
Talking Shop With the LFA Engineers
By Josh Jacquot, Senior Road Test Editor | Published Oct 27, 2009
By now you know plenty about the 2011 Lexus LFA.
You know that its body structure is made of carbon-fiber reinforced plastic. You know that its brakes have carbon-ceramic rotors. You know that its 4.8-liter V10 generates 552 horsepower. You probably even know that the 2011 Lexus LFA is capable of 202 mph.
But here are 10 things we bet you don't know.
Spectacular Sound
Two separate ducts route intake noise into the firewall from the intake manifold, allowing two different octaves of engine music to penetrate the passenger compartment. As a result, the LFA's engine note dominates the driving experience.
Developed in conjunction with Yamaha's musical instrument division, engineers tuned the LFA's engine note the same way sound is tuned in an Ovation guitar. Uniquely shaped ribs in the intake manifold cover are designed precisely to produce a pleasing engine note.
It works, too. Even with a helmet on, the LFA's engine note penetrates your soul.
Bad-Ass Brakes
Even Grand-Am Rolex Sports Car Series champion Scott Pruett admits the LFA's carbon-ceramic brakes are completely bad-ass. Pruett — on hand for the car's U.S. introduction in Miami, Florida, and nearby Homestead-Miami Speedway to offer driving impressions (and give hell rides to people like us) — says the LFA's brakes are its most striking dynamic feature. In fact, he thought he was going to visit the gravel trap on his first ride in the car with one of its Japanese test drivers. "He drove it in hard and left the braking so late and I couldn't see any option but going off the track," said Pruett.
They stayed on the track and Pruett went on to more deeply appreciate the LFA's genuinely world-class braking ability when doling out his own torture to journalists later in the week.
Engine in the Front
Sunao Ichihara, LFA project manager, says the LFA's engine is in front of its driver compartment specifically so the car's limits are more approachable. A midengine design with the engine behind the passenger compartment offers higher dynamic limits. However, putting the car's handling character on the same level with the skill of most drivers has been a priority with the LFA, so the front-engine layout is crucial to the car's concept.
Ichihara also points out that the LFA's carbon structure and suspension go a long way in making up for the small compromise at the limit forced by the car's layout.
Aerodynamic Downforce
Thanks to its overall shape, underbody design and deployable rear wing (which raises at about 50 mph), the LFA generates at least 522 pounds of downforce at its top speed of 202 mph.
Launch Control
The LFA has it. Engineers have programmed the LFA's electronically controlled systems (throttle, clutch, etc.) to put down power aggressively when activated, yet the claimed 0-60-mph time of 3.6 seconds was recorded in perfect conditions without using the system.
Ichihara-san, however, couldn't say if the U.S. would get the system. Availability is being assessed in each market independently. Stability control, however, can be fully disabled.
Insanely Low Center of Mass
Look carefully at the underhood shots of the LFA and you'll notice that its engine's cam covers are below the tops of its wheels. This is due to the fact that its power plant features a dry-sump lubrication system. Since there's no need for a large, space-consuming oil pan, the mill is literally sitting inches off the ground. This contributes to a low center of gravity, just 17.8 inches off the pavement. Not bad in a package which is only 48 inches tall to begin with.
Other packaging firsts? Rather than being directly driven off the crankshaft, the driveshaft is driven by a counter gear before it transmits the power to the rear-mounted transaxle. This allows the driveshaft to be packaged higher in the center tunnel within the carbon-fiber unibody. In turn, the engine's exhaust manifolds collect just forward of this tunnel, so each exhaust pipe can be stacked, one above the other, below the driveshaft but above the floor of the car. As a result, you get a smoother, more aerodynamic floorpan. This arrangement also yields gear reduction at the counter gear, which allows in turn for a stronger pinion gear in the rear differential. The differential, by the way, is a Torsen limited-slip unit.
Dense Power
The LFA's 4.8-liter 1LR-GUE V10 is smaller in every dimension than Toyota's 3.5-liter V6, but it makes twice as much power (some 552 hp and 354 lb-ft of torque). To do so, the engine uses titanium rods and valves, which helps permit a maximum speed higher than 9,000 rpm (fuel cut is 9,500 rpm). Surprisingly, though, the engine lacks direct injection. This, according to Paul Williamsen, national manager of Lexus College, is because the engine has been developed in part by Toyota Motorsports — the same outfit which develops Toyota's Formula 1 engines, which use traditional port-type fuel injection.
The LFA's 4.8-liter 1LR-GUE is smaller in every dimension than Toyota's 3.5-liter V6, but it makes twice as much power.
"The engine only had to accommodate this single application," said Williamsen. "So optimizing the placement of the [port] fuel injectors to meet all the goals was possible." Certainly the company could have produced a direct-injected engine, but it simply wasn't necessary.Tachometer Done Right
With a single gauge — the tachometer — dominating its instrument cluster and a completely solid-state design, Lexus has done this highly functional detail right. Utilizing a Thin Film Transistor (TFT) display, the same as found in some laptop computers, Lexus has given the tachometer the ability to change its look depending on which driving mode is selected.
In Automatic mode, the tachometer is at its most benign and utilizes small digits when the car is doing the shifting itself. Switch to Normal mode and the numbers increase in size and boldness. Change to Sport mode and the entire look of the tach changes — its face swaps from black to white, the redline is moved closer to the top of the gauge and its numbers are even more stark. A pre-redline warning can be set to illuminate the whole tachometer in green just before redline.
Ridiculous Customization Possibilities
Because every LFA will be built to order (you can place your order right now via phone), Lexus allows the color of every piece which is painted, coated or covered in leather to be selected by its owner.
That means the body, seats, door panels, steering wheel leather, wheels and brake calipers can all be customized. In total, there are more than 30 billion custom possibilities. For only 500 cars.
Stupid Fast, Even in Sissy Mode
The only way anyone (including Pruett) at the LFA's media introduction was allowed to drive the LFA was with the stability control (VDIM in Toyota-speak) in Sport mode. This significantly restricts the information available about the car's true limits and denies any opportunity to observe its balance unencumbered by the electronic overlords.
However, even with this restraint in place, it's clear that the LFA is one smoking-fast track machine. Its steering is true, its brakes are outrageous and its engine is wildly flexible.
And, as discussed, its sound is straight from heaven.
#69
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^^^ funny thing regarding the last bullet-point, I had been talking with the people there about my previous track experience, and they were OK with me turning off the stability control! but, I left it on, I didn't want any trouble!
#71
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#73
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Wow thats freaking awesome!!!!!!
Lucky bastard haha
I like the speech you gave at the end haha
Lucky bastard haha
I like the speech you gave at the end haha
#74
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I called one of my Lexus buddies and was somewhat aware of it, but he was saying they are holding events for those looking to get an LF-A, he asked me if I wanted to get one, I said yea, but probably won't be able to afford it in this lifetime. He told me to remind him tomorrow and he'll find out for me.
Last edited by Shoofin; 03-27-2011 at 09:39 PM.
#75
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I don't know if there's any name for it. But that's the one, it's for people looking to buy an LF-A. I was supposed to only be a guest and not be able to drive it, but thankfully they didn't enforce or check that.
#76
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rev-matching downshifts FTMFW.
After reading that article and looking back at the engine bay pic, the engine does seem really low. I think it's great.
This thread makes me look at the LFA in an entirely different way
After reading that article and looking back at the engine bay pic, the engine does seem really low. I think it's great.
This thread makes me look at the LFA in an entirely different way
#77
The LF-A actually reminded me of the Saleen S7, built a decade ago but carrying nearly the same ridiculous price tag at the time, though I don't remember if there was the same outrage about the $$$.
Saleen also offered a good deal of customization IIRC, if you wanted you could go to their dealership or wherever it was and they'd measure you up and make seats custom tailored to you. But by comparison the S7's interior is not even close to what the LF-A brings, though I guess for it's time it was great.
I really want to see an LF-A in person now. I think I've only seen an S7 a handful of times ever since it was introduced.
#78
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You should hook up a fellow next time
#79
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I learned a very valuable lesson on Friday. A lesson that has changed my life outlook in a very positive way. And that is, don't judge and make conclusions about something until you've tried it for yourself. My main beef with the LF-A prior to driving it (and seeing it in person) was the styling. I didn't like the front end, and it also has some other quirky features that I didn't like (such as the rear 3/4 window styling). Not a big fan of the side-view mirrors or the hoodline either. I think it's also a natural tendency of humans, for certain situations such as this one where you think to yourself that you'll never have one of those, so you just find stuff to pick at. Something which I am quite guilty of in the past, for sure. But after driving it, my impression of the car changed completely. I realized that it's basically a roadgoing race car. And that being said, it's not a hefty price to pay. The other cars that are in the same class as this car (carbon fiber body) are the Enzo, SLR, Zonda, those kind of cars. When you look at it that way, it's actually a pretty good deal. And regarding the styling, seeing it in person makes you realize that all of the lines are there for a reason - this is function over form - the side-view mirrors are designed that way for a purpose, to flow the air into the rear intakes to cool the brakes. The lines along the hood direct the flow or air as well, in a very technical manner, to make the car very aerodynamic. Of course other cars do this as well, but this one just has a more 'surgical' approach to it. While on others they may take a line more towards the middle of form and function.
Definitely also seeing it in person did a lot for me. The car has a foreboding, menacing demeanor and that's something I didn't really notice until I saw it in person.
But the internet has this tendency to make this happen - so I don't think it's necessarily bad to make judgments just from looking at pictures or reading statistics online - because after all if we didn't do that, we wouldn't have much to talk about here. The lesson I learned is that while you can make your own first impressions based on what you see on your computer screen, you should reserve final judgment until you try it out for yourself.
I think many people here know this already, it just took me a while.
Definitely also seeing it in person did a lot for me. The car has a foreboding, menacing demeanor and that's something I didn't really notice until I saw it in person.
But the internet has this tendency to make this happen - so I don't think it's necessarily bad to make judgments just from looking at pictures or reading statistics online - because after all if we didn't do that, we wouldn't have much to talk about here. The lesson I learned is that while you can make your own first impressions based on what you see on your computer screen, you should reserve final judgment until you try it out for yourself.
I think many people here know this already, it just took me a while.
#80
That must have been fun. The only quibble I have with the car is the front end styling...looks a little ordinary or uninspired to me (for a car in that price range anyway) The rear is worthy of any supercar though. Without question it's a tremendous piece of engineering, and the guys who are lucky enough to own one are, well, lucky.
Last edited by Brandon24pdx; 03-27-2011 at 06:38 PM.