2011 Lexus LFA Price, Specs & More | RSportsCars.com

29 Dec 2014 | Author: | Comments Off on 2011 Lexus LFA Price, Specs & More | RSportsCars.com
Lexus LFA

2011 Lexus LFA

LFA New Flagship for Performance Models

Media Toyota USA Newsroom


The LFA a watershed point for Lexus – its debut marks the spectacular of a new flagship for the F portfolio of Lexus models. A Lexus that creates new boundaries to redefine the for the 21st Century.

“From the beginning of automobile history, have represented dreams, and aspirations,” explained Haruhiko chief engineer of the LFA’s program. “For Lexus, a that aims to provide enlightened moments and memorable the development of a world-class supercar was an next step”.

That next step centered on the of a supercar that would the supreme driving experience. To this uncompromising goal, and his team created the LFA from – a true clean-sheet design. And in a departure from standard development practice, they the LFA from a non-traditional angle, their technological, material and boundaries at every step.

The is the rear-wheel drive LFA, a styled supercar powered by a new high-revving 4.8-liter V10 engine generates 552 hp (412kW/560DIN hp) and 354 lb-ft of torque for adrenaline-fuelled 202 mph (325km/h) This specially-developed powerplant is up to a unique six-speed Automated Gearbox (ASG) with shifters for ultimate driver Linked by a rigid torque for excellent drivetrain integrity, the ASG is in a transaxle layout over the axle for an optimal 48:52 weight distribution.

Lightweight, and balanced, the Lexus features Carbon Fiber Reinforced (CFRP) construction for its chassis and to deliver a light, incredibly and impact-resistant structure. Rather out-source this sophisticated technology, in a radical move, the LFA developed its own CFRP processes for ultimate quality control and to a sound engineering investment in the

Motorsport-developed lightweight aluminum suspension component is complemented by Ceramic Material (CCM) discs and an innovative electrically rack and pinion steering. The LFA sits in low-slung cabin is as painstakingly constructed as it is driver with every key control positioned and every creature catered for.

“The LFA is a supercar, a machine engineered to one single goal – to deliver a driving experience,” explained “Over the past decade we pushed every boundary in the of this goal. I believe we have created the most car we possibly could.”


• debut of the Lexus LFA – a supercar developed solely in the of the supreme driving experience

• A unlike any other and one that new boundaries to redefine the supercar for the Century

• Clean-sheet design and undertaken by an elite Lexus team

• Singular focus on carbon fiber construction, balance and usable 202 mph (325km/h)

• Production limited to 500 models wide, each being with no more than 20 assembled each month

The LFA is a car of It is the first supercar developed by to meet and exceed the company’s standards, and it is the first supercar is as dynamic and engaging around the Nordschleife as it is tackling a favorite pass. Featuring advanced fiber technology, a high-revving 552 hp hp) 4.8-liter naturally aspirated V10 and rear-mounted six-speed sequential the mid-front engine LFA combines construction and ideal chassis to deliver exhilarating and usable 202 mph performance.

“The LFA is a thoroughbred a lightweight, powerful and balanced engineered to achieve one single – to deliver a supreme driving explains Haruhiko Tanahashi, engineer of the LFA’s development “Over the past decade we pushed every boundary – the development of our own cutting edge fiber monocoque chassis and – in the pursuit of this goal. I that we have created the driver-oriented car we possibly could.”

developed from a blank by a small and dedicated team of engineers that pushed possible dynamic boundary, the LFA is a model for the F performance marquee. The F brand complements the core DNA by emphasizing serious performance and Lexus’ traditional attributes of NVH and The LFA therefore not only redefines the Century supercar, but also a new framework for Lexus and its advanced to automotive development.

“Ever the LFA project was started in 2000, my and I have been driven by a to create a world-class supercar, a car to Lexus proud,” said “For Lexus – a that aims to provide with enlightened moments and experiences – the development of a supercar with real drama was an indispensable next

In 2000, Tanahashi and his close-knit embarked on one of the greatest engineering Lexus had ever faced. The would focus their on new technologies, new materials and new processes as strove to create the car they irrespective of the difficulties they in the process. In doing so they create a dynamic new approach for Lexus, which would the company’s approach to the design of all its

Weight-saving measures were at each and every step of the development. They include Carbon Fiber Reinforced (CRFP) monocoque chassis and – a world first for Lexus – as as carbon ceramic material discs, and extensive use of aluminum, and magnesium in the powertrain and transmission

Even the steering wheel carbon fiber elements to it lighter and more natural in its – a typically driver-centric detail of the With a low 3,263 lbs (1480kg) weight, the LFA steps confidently the supercar arena with an power to weight ratio of 6 (378DIN hp/278 kW per tonne).

LFA is a car with relentless power and an accompanying exhaust note to you goose bumps,” enthused “It successfully brings together performance, measured by times and and emotive power – that performance that can only be in one’s heart and soul. conventional cars focus on the the LFA is all about the journey.”

Only 500 LFA are planned for production, all hand-assembled by “LFA Works” at the Motomachi Plant in City by skilled technicians at a of no more than 20 per month. these inspirational, dreamlike will unfortunately only be by a lucky few,” said “I firmly believe the spirit of the LFA be the pride of any Lexus admirer.”



• Radical sees LFA switch from to Carbon Fiber Reinforced (CFRP) construction to achieve dynamic integrity and performance-enhancing weight construction

• A trio of CFRP molding processes for an low 3,263 lb (1480kg) curb – an estimated 220 lb (100kg) saving an equivalent aluminum construction

• technology pioneered internally by an team of materials engineers to Lexus’ exacting standards

• of the new technology results in an advanced new process for CFRP and metal

• Internal development means world-class quality CFRP process is primed for future production applications

According to one of the LFA’s key defining elements was the to keep the car’s overall to an absolute minimum. This in a dramatic decision during the development life to switch aluminum construction to an advanced Fiber Reinforced Plastic and bodywork.

This move was even more challenging by decision to develop the LFA’s CFRP structure in-house, than call on a third-party This ground-breaking assessment – one fell directly in line the ethos behind the LFA of tackling new and material and production processes – was with an eye on the past, and the future.

Toyota Motor Corporation’s heritage as one of the world’s most textile weaving companies a vital historical resource Tanahashi’s team drew on developing the LFA’s CFRP Historically, the groundbreaking development of the weaving machine by Toyota Corporation not only made a contribution to Japan’s economy by high-quality fabric at lower but also made a vital to society as a whole.

In a similar the radical switch to CFRP for the LFA’s development pushed the boundaries as the engineers moved TMC’s traditional weaving to the sophisticated three-dimensional carbon looms. As well as reaping the benefits of this progress, the use of CFRP material over metals also reduces the impact on the environment.

A striking of the benefit Tanahashi and his team from Toyota Motor weaving heritage was the development of the broken thread detection incorporated into its original weaving looms. Updating the thread sensors with accurate laser technology to fabric integrity not only the team a crucial insight the weaving process but also critical development time.

At times the specific strength of not only would the CFRP section create an exceptionally and strong structure, it would deliver major weight reducing body weight by than 220 lb (100kg) over an aluminum body. Working CFRP would also reduce the lengthy manufacturing for the LFA’s component. The decision to its own CFRP materials technology also ensure the quality of the fiber used met with own stringent standards.

Unlike the of performance vehicles that CFRP construction, the advanced technology used in the LFA’s is the same employed in today’s cutting-edge aerospace programs, for its unmatched weight and strength This extensive use of CFRP for 65 percent of the LFA’s body-in-white with aluminum alloys the remaining 35 percent. Lightweight was even used for the hood strut, replacing the traditional, and hydraulic hood struts.

different CFRP forming were employed in the structure, according to their dynamic form structure and location. The and labor-intensive Prepreg hand-laid where carbon fiber impregnated with liquid resin are moulded, heated and in a furnace, was primarily used for the to create a hugely stiff and structure.

CFRP for the integrated panel and transmission tunnel, and hood was produced using the Transfer Moulding (RTM) where liquid resin is into dry preformed carbon before being heated and And the C-SMC Carbon fiber-reinforced Moulding Compound process, short fiber materials are in a …, was used to manufacture the and its supports as well as the rear

And in a move that underlines origins as one of the world’s most textile weaving companies – a historical resource that team drew on when the LFA’s CFRP structure – the of both the hood and hood lid left unpainted to leave the CFRP on display.

As well as the use of CFRP at Lexus, the LFA team focused their attention on how to join the carbon fiber and components – traditionally a complicated Most joining process use aluminum insert that is in the CFRP, but the LFA team decided this method. It developed an system quite different to methods.

Requiring no threaded insert or direct CFRP it employs a flanged aluminum to link the two materials and overcome the weaknesses in such joints.

this switch to CFRP pushed back the LFA’s debut, it was exactly the kind of embodied by the spirit of the LFA team: to any and all new boundaries in the pursuit of excellence. The was that within a short period, the engineers not only carbon fiber production for the LFA but developed groundbreaking new processes to a new LFA that was stronger, stiffer and than any metal-based alternative ever be.

Drawing on TMC’s of weaving and loom-making experience to the CFRP has also created a and rich pool of internal talent, a technological resource accelerated the development of the LFA. on an internally developed automated system, this world-class carbon fiber production is now primed for future mass and will prove invaluable it comes to work on future projects.


• Breathtaking from an all-new 4.8-liter V10 rich in motorsport technology

• engine develops an exceptional 552 hp hp) at 8700rpm and 354 lb-ft (480Nm) of at 6,800 rpm

• Rear-wheel drive LFA to 60 mph (96km/h) in 3.6 seconds and has a top speed of 202 mph

• Low-friction powerplant features independently controlled throttle for each cylinder and dry sump

• Front-mid engine V10 is smaller a traditional V8 engine and as light as a V6 engine yet generates 115 hp (85.7 hp) per liter

“What we needed – and we have created – is a car that the driver in more ways one,” explained Tanahashi. LFA is a car that stirs all the senses.”

At the of the LFA lies a specifically developed V10 that sets new automotive for compact dimensions, lightweight and scintillating performance. From the Tanahashi and his engineers determined the front mid-mounted powerplant have a 4805 cc capacity, develop 552 hp (412kW/560DIN hp) and rev to a wailing redline.

It would feature a 72° between cylinder heads – the angle for both primary and balance in a V10 engine for incredibly running characteristics. It would be aspirated for a linear and predictable delivery, with exceptional response from individual, controlled throttle bodies for cylinder.

It would feature a dry lubrication system that not only position the block within the engine bay to lower the of gravity and lower the car’s of inertia, but also enable the to handle sustained, high-speed And it would deliver exceptional responsiveness as well as a powerful performance.

The V10 powerplant generates 354 (480Nm) of torque at 6,800rpm. The of VVT-i variable valve with intelligence on both and exhaust combined with length exhaust manifolds and 12-hole fuel injectors in 90% of this formidable torque available between 3,700rpm and the red line, for searing in-gear at any engine speed and in any gear. The is a 0 – 60 mph (96km/h) time of just 3.6 and a top speed of 202 mph (325km/h) – exhilarating from a bone fide

With a low 3,263 lb (1480kg) weight – achieved by the extensive use of Carbon Fiber Reinforced (CFRP) for the chassis and bodywork – and an 412kW/560DIN hp, the LFA steps into the arena with a heady to weight ratio of 278 kW/378 DIN hp per The combination of a high, 12:1 ratio, low friction internals and intake and exhaust flow in the LFA’s powerplant developing an 85.7 kW/117DIN hp per liter, one of the specific outputs amongst the crop of supercars.

Alongside the low weight vital, the key to achieving incredible goals was the use of exotic and materials including titanium and an unwavering focus on low inertia wherever possible, the exploitation of motorsport technologies.

Naturally, the came under intense and as a result, the engine’s cylinder features elements more to be found on a race car than a touring coupe. Titanium and connecting rods – a full 40 lighter than the equivalent and steel component – are complemented by solid rocker arms Diamond-Like Carbon with coating and integrated oil jets.

Further track-inspired highlights forged aluminum pistons, cylinder-shaped valve springs from elliptical rod, a integrated lightened crankshaft paired cylinder valleys to reduce pumping losses and a alloy cylinder head A dual air intake-system also engine performance, switching a primary inlet port at low to engine speeds to dual at higher revs to boost efficiency.

Drawing on its motorsport (the LFA competed in the grueling 24 Hours race in Germany in 2008 and 2009) the LFA team engineered the powerplant with a dry sump system. This not only allows it to withstand cornering forces in excess of 2G – a requirement of high speed, track performance – it also increases oil cooling efficiency.

cylinder features an independent, controlled throttle body to engine intake air takes the and most efficient route. It prioritized control logic an innovative system that the intake air volume based on the pedal angle, allowing it to the appropriate fuel injection far more quickly than any system. The result is an engine responds incredibly quickly to the smallest and subtlest inputs the forged aluminum, floor-mounted

So successful was this low-friction that the engine can rev from to its 9,000rpm redline in just of a second – an inertia-free flexibility exclusively from the team’s engineering skills. This the need for a digital rev counter, an analog system simply not keep pace with the incredible ability to gain and revolutions.

The result is a powerplant no other; one that instantly the size and weight characteristics of performance engines. While the cutting-edge V10 is smaller than a V8 engine and as light as a conventional V6 it delivers undiluted supercar At 9,000 rpm its pistons are moving at 32 feet (25 meters) per second, it one of the highest revving and most engines ever unleashed in a car.

Despite its formidable the exotic materials used in its and its incredibly high tolerance the LFA’s powerplant meets the reliability and refinement standards as any Lexus powerplant.

The cylinder is cast at the foundry that Toyota F1 engine blocks. groundbreaking engine was developed in with Yamaha, the result of the structure that exists Toyota Motor Corporation and the engineering specialist. This development was controlled and managed by at each crucial stage to its exacting standards.


• Automated Sequential Gearbox that always puts the in full control

• Six-speed ASG the rear wheels through a slip differential via torque for exceptional drivetrain integrity

• paddle-shift feeling, with the of seven gearshift speeds

• layout over the rear results in an ideal 48:52 distribution for exceptional cornering and high-speed controllability

• Ultra shifts – carried out in just 0.2 – complemented by four driving – AUTO, SPORT, NORMAL and WET for versatility

The V10’s explosive is managed by an equally advanced The LFA’s specifically developed six-speed Automated Sequential (ASG) drives the rear through a torque-sensing Limited Differential, and is mounted in transaxle over the rear axle to an optimal, 48:52 weight

While many believe a 50:50 weight distribution is the desirable for a high-performance sportscar, the weight ratio for any vehicle is one will allow it to live up to its dynamic potential. With in mind, the LFA’s development aimed for a 48:52 weight a balance that combines the and straight-line stability of a front-engine layout with the handling and cornering agility of a mid-engine platform.

Operated by steering column-mounted paddle shifters, the ASG works hand-in- with the to help put the driver in full even under the most driving conditions. Fitted micro-polished gears for precise and to reduce gear whine, intelligent transmission is engineered to incredibly quick gearshifts, and can in just 0.2 seconds.

In addition to the limited slip differential, the ASG also features four modes – AUTO, SPORT, and WET – actuated by a dash-mounted Mode Featuring specific gearshift each mode has its own engine and control logic systems, the driver to select the mode suited to under-tire conditions.

speeds can be adjusted in seven – from approximately 0.2 seconds for track work to 1.0 second for cruising – using a Shift Selection dial, logically just below the Mode In AUTO mode, the shift is fixed in the second speed for smooth and comfortable gear

The LFA’s strong driver-centric is perfectly encapsulated by the operation of the As well as being fixed the steering column rather the wheel itself so that the doesn’t have to hunt for during cornering, the force to operate the right-hand upshift and left-hand downshift paddle is While the upshift requires the flick of the fingers, the downshift requires more effort to the mechanical link between and transmission.

The incredibly quick-revving of the LFA’s V10 engine demanded a ultra-light and responsive clutch, a that effectively ruled out a transmission. The engineers also the ASG transmission’s positive and direct quality – as opposed to the almost smoothness of current double-clutch – significantly enhanced the driving making the driver aware of parts working together in when changing gears for a sense of mechanical engagement.

and transmission are connected by a torque that unites the drivetrain to a rigid and flex-free link powerplant and transaxle – a crucial in the LFA’s ultra-stiff chassis Fitted with rubber this tube allows the mounts – two on either side of the and the two transaxle mounts, – to be spaced apart, minimizing unwanted movement.

This solid mounting system minimizes movement and counter torque giving the driver immediate of torque at the drive wheels. engine and transmission mounts developed and tuned based on gathered from the LFA after it in the gruelling Nьrburgring 24 Hours in 2008 and 2009.


• The acoustics of the LFA’s V10 engine been acoustically tuned to a unique and Formula 1-inspired

• Horizontally split intake tank mimics the acoustic of wind and string instruments for a and resonant bass

• Tuned diameter, equal-length exhaust run through dual exhaust with a lightweight titanium main silencer

• Motorsport-inspired silencer features valve-actuation and titanium construction

• Three optimised sound channels the LFA’s cabin is filled the engine’s sonorous intake and soundtracks.

“The Lexus LFA is a car relentless power delivery and an exhaust note to give you bumps,” enthuses its chief Haruhiko Tanahashi. He and his team enhanced and fine tuned the of the LFA’s ground-breaking V10 powerplant to an awe-inspiring soundtrack – from note to red-line wail for those both inside and of the cabin.

The LFA’s acoustic studied the unmistakable soundtrack by a Formula 1 car at maximum revs. By the secondary combustion frequency of the engine and then introducing secondary and tertiary firing Tanahashi and his team created a exhaust note unlike of any other road car.

This incredible soundtrack significantly enhances the sensation of and speed was only made by meticulously tuning the LFA’s exhaust system. The left and banks of the engine feature equal-length, large diameter manifolds that not only high-rev torque levels but create a crisp and harmonious quality. After exiting the converters, the separate left and exhausts flow through a silencer box and then into the multi-stage silencer housed the rear transaxle gearbox.

The silencer features lightweight construction, and employs a valve-actuated, structure that channels flow according to engine At 3,000 rpm and below, the exhaust remains closed to route the through multiple chambers for an exhaust note. Above threshold, the valve opens, the exhaust bypass the chambers, into a single resonance and exit directly through the strikingly stacked trio of outlets.

As well as tuning the note, the V10’s induction was also modified to complement the acoustic qualities. The powerplant’s formed horizontally split surge tank mimics the chambers of wind and string In addition, the V10’s primary air port is fashioned from duct material to generate to mid-range tones.

The engine’s and exhaust soundtrack are carefully into the LFA’s cabin. The sound channel that in the engine’s induction notes from the surge tank into the cabin below the dash panel. This is by two further sound channels the upper cowl opening and the reflector.

The upper cowl positioned at the top of the dash structure, is responsible for piping mid- to tones directly into the while the lower reflector at the of the cabin envelopes the LFA’s in rich and resonant engine Along with the primary channel, these two acoustic ensure the driver sits at the of what the LFA team call the 3D Sound Concept’ – a stirring that also acts as a aural reminder of the engine’s

BALANCE • The LFA delivers superb balance in every situation, the driver to fully exploit to V10 incredible performance

• Mid-front mounting with a rear layout delivers the ideal front-to-rear weight distribution for optimal dynamic balance

• and rear aluminum subframes are on to an advanced Carbon Fiber Plastic (CFRP) cabin

• All major ancillary components are and located within the wheelbase, the saddle-shaped 73-liter fuel and boot-mounted battery

“With the LFA it is the driver that takes the says chief engineer Tanahashi, “and the vehicle Before embarking on the LFA program, and his development team were aware that the car’s architecture would determine its capability. Only a car with dynamic balance would Tanahashi to achieve his goal of a supercar worthy of the Lexus

The dynamic balance of the car being Tanahashi opted for a powertrain which combined a mid-front mounting with a rear Not only would this layout deliver the ideal front-to-rear weight distribution for an ultra-high performance vehicle.

as salient as the positioning of these was the need to keep the LFA’s weight to an absolute minimum. and his team opted for front and aluminum subframes mounted on to an Carbon Fiber Reinforced (CFRP) cabin section. As delivering an estimated 220 lb (100kg) saving over an aluminum the CFRP tub and bodywork also an incredibly strong and impact-resistant for heightened safety.

Wherever every key component was installed the wheelbase and located as low possible. The gallon (73-liter) fuel is saddle-shaped to straddle the central and collars the rear-mounted gearbox. the windscreen washer tank is next to the fuel tank.

The aluminum brake callipers are towards the vehicle’s center of helping to further lower the of inertia, while the discs are fashioned from low-weight Ceramic Material (CCM), a full 44 lb (20kg) (11 lb (5kg) per over traditional cast-iron

The LFA’s battery is located over the back axle, the rear-mounted radiators and their fans are also mounted the transaxle to achieve ideal distribution, a balance helped by the screen washer bottle and Parking Brake (EPB) in the rear of the car. Moreover, the torque tube above than alongside the exhaust has created a narrower central tunnel, in turn allowing the and passenger seats to be positioned and closer to the center of the car for enhanced distribution.


• The LFA’s team switched from to Carbon Ceramic Material brake discs for the ultimate in performance

• Two-piece CCM brake deliver exceptional fade-free performance and a longer life conventional steel

• Large in (390mm) diameter front are gripped by six-piston, aluminum monoblock callipers; the 14.2 in diameter rear discs four-piston aluminum opposed callipers

• Highly rigid callipers fitted with pistons bore sizes push the brake pads the rotors in a progressive pattern

• A disc construction, with 10 connecting the center hub to the disc negates the results of high-temperature expansion

Appropriate to the immense of the high-revving V10 engine, chief Haruhiko Tanahashi and his team equipped the LFA with one of the most and powerful braking systems to a production car. “In order to go, you to be able to stop,” explains “and we have engineered the brake system to give any the confidence to explore speeds in the of 202 mph (325km/h).”

While the LFA development car competed in the 2008 and 2009 24 Hour races used iron brake discs, initiated a switch to advanced Ceramic Material (CCM) discs. These offer a weight saving – each CCM is 11 lb (5kg) lighter than the iron discs – that reduces unsprung weight to the of steering precision and dynamic Compared to conventional iron discs, CCM discs also exceptional fade-free braking for performance under even the demanding of driving conditions.

The braking system has been tuned to provide a level of stopping power and anti-fade that gives the driver confidence irrespective of speed, or weather conditions. Key to this is a peerless controllability and consistent with the driver’s every resulting in a linear and predictable a feeling of connection complemented by levels of feedback and a complete of distracting vibration through the floor-mounted forged aluminum

The two-piece brake discs are of Carbon Ceramic Material chosen for its lightweight nature and service life. Those at the measure 15.4 in (390mm) in are 1.3 in (34mm) thick and are gripped by aluminum, opposed monoblock while the rear discs – in (360mm) in diameter and 1.1 in (28mm) feature four-piston aluminum monoblock callipers.

The monoblock combine high rigidity a lightweight design, and the LFA engineers differential bore to allow from the unequally sized to push the pad against the rotor in a pattern. The resultant ‘self-servo forces the disc’s rotational to squeeze the pad more evenly for more effective pressure

To ensure constant stopping regardless of brake temperature and speed, the brake discs are by bespoke, high-friction micron that are manufactured exclusively for CCM discs, and feature a larger friction-generating pad-to-disc contact. Pad at each corner is monitored by the Electronic Pad Wear Indicators, monitor the state of the pads and the driver with an audio-visual should they need

To control a brake booster multiplies the driver’s own brake a setup where brake and effectiveness will vary on the amount of engine vacuum at any given time, the braking comes under the control of the Controlled Brake (ECB) The sophisticated Lexus ECB system an electric pump to generate pressure, providing consistent power and chassis dynamic under any conditions without on engine vacuum.


• The track-tuned suspension was engineered intense development work at the Nordschleife circuit for optimal between control and comfort

• The developed double wishbone and multi-link rear suspension is aluminum alloy intensive for strength and low weight

Lexus LFA

• The aluminum, monotube dampers are the same as fitted to the LFA Nьrburgring 24 Hour car

• Forged aluminum knuckles and arms, and hollow anti-roll further reduce unsprung

• The LFA’s 20-inch forged wheels are shod with new tread pattern Bridgestone – 265/35 ZR20 at the front and ZR20 profile at the rear

The LFA on a new, high-performance, double front and multi-link rear layout, developed after work at the Nьrburgring Nordschleife, to clear and vital steering and feedback to the driver, perfectly on-the-limit capability, exceptional of grip and secure high-speed

Manufactured from aluminum, the suspension members are stiff and enough for track work, rigidity effectively controlling contact patch and toe angle cornering, delivering excellent control, both at initial and mid-turn, and exceptional levels of traction.

The two independent lower feature an H-beam profile than a traditional I-beam for strength. They shorten the of the virtual kingpin axis the tire centerline for excellent compliance and neutral response in all situations. The straight extended reduce unwanted suspension for exceptional grip over surfaces, while the aluminum, monotube dampers are the same as fitted to the LFA Nьrburgring 24 Hour car.

Developed exclusively for the LFA for uncompromised straight-line and cornering force at any speed, the dampers piston rods coated in a Carbon compound and Nickel-Silicon cylinder walls for exceptional, response. The remote reservoir employ expanding and contracting bellows that are connected to the cylinder via base valves.

on lowering weight wherever the suspension features forged knuckles and suspension arms to reduce unsprung weight and high-speed stability, as well as anti-roll bars. To ensure chassis rigidity the LFA features engineered bracing along the of the chassis to create a rigid and platform for the suspension members and to the LFA with high torsional and rigidity needed to effectively the high G-loads encountered at speeds.

Borne out the LFA’s two Nьrburgring 24 Hour races, the and rear cross bracings are by a lattice-style central brace. bracing is complemented by a CFRP rod and aluminum delta braces, connect the right and left and lower members of the front

The LFA rides on 20-inch forged BBS wheels. To forge these 10-spoke wheels, billets of are heated to 450°C before a 9,000 ton capacity press approximately four tonn per cm2 of Unlike a cast wheel has a porous non-continuous composition, a wheel features a dense composition that significantly the wheel’s strength.

Designed to the large diameter brake they also feature as a drop center as possible to reduce unsprung mass.

The are shod with Bridgestone tires with a new tread – 265/35 ZR20 at the front and ZR20 profile at the rear – have been developed for the LFA, and feature an asymmetrical pattern making them for maximum … on the track of the weather conditions.

The specialized of the LFA demanded a tire with emphasis on lateral rather vertical rigidity. This was by selecting an appropriate tire and aspect ratio height racking up thousand of miles on the Nordschleife circuit. The LFA employs a Tire Pressure Warning that constantly monitors air and warns the driver if attention is


• The LFA’s stunning is complemented by class-leading aerodynamics for drivetrain cooling, high-speed and superb high-speed handling

• aerodynamic wind-tunnel testing has in the LFA’s wind-cheating profile scores an exceptionally low drag of just Cd 0.31

• Sophisticated management results in precisely airflow over, under and the LFA

• The LFA’s carbon fiber diffuser and flat underbody significant downforce for heightened security

• An active rear complete with a Gurney on the trailing edge, further aerodynamic downforce

The LFA’s and arresting shape is the work of of hours of wind-tunnel testing and computer modelling using Computational Fluid Dynamics The result is a supercar with head-turning looks and extraordinary qualities. Qualities that excellent front and rear distribution, superb high-speed and a wind-cheating profile – with its retracted the LFA boasts a drag of just Cd 0.31.

Optimally aerodynamic components designed to manage airflow over, and around the LFA are effectively positioned the body to enhance steering in all conditions. At the front, the centrally bonnet inlet is fitted rubber seals at the sides to excessive airflow into the compartment, ensuring superior performance.

The active rear complete with a Gurney on the trailing edge, deploys in with the vehicle’s speed and mode. It is retracted at low speeds or the car is stationary, but rises at speed of 50 mph and above, shifting the center of towards the rear of the car and increasing stability.

As you would expect, the LFA is with a smooth and flat generating significant downforce by air flowing beneath the car to travel than air flowing over the This flat undertray together with a lightweight rear diffuser, which upwards at an optimum angle and contributing to excellent high-speed and stability.


• The LFA’s steering delivers outstanding and feedback to create the perfect link between the driver and the car

• The rate rack pinion system features an innovative Electric Power Steering that doesn’t sap engine

• A large-diameter column shaft directly onto to central fiber chassis structure an exceptional rigid steering

• The reach-and-rake adjustable steering houses the engine start and instrument information selector

• The compact wheel’s flat-bottomed and carbon fiber structure the driver with a more self-centering steering feel

The LFA is with a race-tuned, constant rack and pinion steering complete with a unique, Electric Power Steering set-up that creates an connection between driver and The EPS system is engineered to translate the inputs as accurately and precisely as and, in return, provide him uncorrupted and transparent feedback the wheels.

The LFA’s tactile wheel – which houses the start button and instrument selector switch – has also designed for ultimate driver At just 360mm in diameter, the three-spoke wheel is manually and reach adjustable, and perfectly for rapid steering inputs.

I in (28mm) cut away from its half, the flat-bottomed design a higher rotational center to the steering wheel’s center of making it less affected by force. And a lightweight carbon rim and a weighted lower end mitigate the of inertia that occurs winding off lock and returning the to center, providing the driver a more natural self-centring feel.


• Clean, muscular and the LFA marries supercar styling Lexus design philosophy in one form

• The LFA adheres to the familiar design philosophy for instant

• The wing mirrors not only exceptional visibility but also to cool air into the rear air – the perfect example of the LFA’s following function design

• The two-seater cabin is designed the driver with a perfect position, intelligently configured and a wealth of accessible information the advanced instrumentation

• Like Lexus models, the LFA features the Remote Touch system for and intuitive control of the satellite and infotainment systems


Sleek, athletic and muscular, the LFA coupe exudes supercar from every curve and Despite its mold-breaking styling the LFA can be identified as a Lexus through to the three key characteristics of the Lexus design philosophy. Rooted in both traditional and modern culture, the L- finesse design expresses three fundamental ‘Incisive Simplicity’ or purity; the Elegance’ of emotional appeal; and the Anticipation’ of the experience and care of hospitality.

Dictated by its front-mid layout, long wheelbase and overhangs, sophisticated aerodynamics and low-slung cabin, the LFA’s lines flow from to sill in a seamless convex to line. As well as its low weight and strength, carbon fiber plastic (CFRP) also the LFA’s designers a far higher of design freedom, allowing to create shapes, curves and that would have impossible with metal. For the sharp trailing edges at the of the LFA that ensure the wind cleanly away from the for superlative aerodynamics would not been possible had traditional been used for the bodywork.

The clean styling is also of token fripperies, reflecting the L-finesse approach to uncluttered and the mechanical purity that beneath its composite skin. Its air-intakes and aerodynamic features, for fulfill a functional role and an aesthetic role second – a example of form following in the L-finesse idiom.

The LFA features lighting systems: piercing, high-intensity headlamps, complete wiper-linked jet cleaners are complemented by a of high visibility LED brake And reflecting LFA chief engineer ethos of functionality first, the mirrors are designed to not only exceptional visibility but also to cool air over the car’s into the rear air intakes.

not to interrupt the clean lines of the flanks, its letter-box style handles are secreted in the door and, in a similar move, the LFA a double-blade, single-sweep wiper a consistently generous wipe The car’s glazing also under the weight-saving scrutiny of the engineering team, which for ultra-thin 0.2 in (4.76mm) laminated green glass for the front and tough lightweight polycarbonate glass for the rear quarterlight and the partition that separates the from the luggage bay.

The rear features a striking baffle with a trio of exhaust outlets. Finished in black coating, this steel baffle offsets the rims of the exhausts. It also an imperceptible gap between the exhaust and the baffle to enhance its technical

INTERIOR DESIGN Swinging the LFA’s doors reveals a low-slung cockpit that has intelligently designed and hand-assembled the finest materials to reflect the driver-centric dynamics. The intimate cabin has been conceived at stage – ergonomics, acoustics, comfort, versatility and visibility have all been painstakingly – to put the driver at the center of the driving

The cabin is logically divided three zones. The first is the zone, the skeleton that underlines the LFA’s supercar Next is the human zone, the to support occupants even extreme driving. And finally the zone, the instrumentation interface brings driver and machine

The LFA’s leather-wrapped seats are designed with a split backrest, pronounced side and eight-way electric adjustment to both superb long-distance and outstanding levels of support. a mid-front engine layout the ideal longitudinal position for the – at the center of the vehicle’s wheelbase and as close to the car’s center as a position that allows the to feel and respond intuitively the in the vehicle’s behaviour.

Creating a center tunnel to house the stacked torque tube and pipes allowed the LFA’s to position the seats as low and as close in the chassis as possible, further driving control and pleasure. The hooded instrument panel center stage. Despite its dimensions, its advanced technology it to deliver an exceptionally high of information to the driver in a clear and manner.

It combines a Liquid Display panel with a Thin Film Transistor and a movable ring. The single circular dial combines sophistication with the cutting precision befitting a 325km/h The central tachometer runs to and features a fast-reacting LCD needle to exactly replicate the V10 engine’s appetite for revs.

Housed the dial are the digital speedometer, indicator, transmission mode, control data, trip displays and Tire Pressure System display. Displaying data on the colour TFT LCD panel superior visual clarity in the brightest of conditions. The acrylic in the metal ring is composed of layers to create an advanced, appearance.

The overall appearance of the changes according to the vehicle’s acting as an unmistakable reminder to the of the mode in which the car is operating. the engine speed exceeds the tachometer display area red to prime the driver for the next The display area can also be set by the to change illumination – to either or green – when the speed reaches a user-selected

Toggling the information selector mounted on the left-hand side of the fiber and leather-wrapped steering allows the driver to customize the displayed, adjust the level of illumination and operate the LFA’s stopwatch system. This the driver to monitor lap times and information such as previous lap fastest lap time and total

To build on the sense of occasion firing up the LFA, the instruments an engaging sequence. When the is turned on, the digital speedometer and the gear display blinks; the shift paddles are operated, the needle glows into and the watch-like RPM batons around the of the tachometer light up in an animated from zero to ten.

And as the engine fires into the four digital dials monitor oil and water temperatures, levels and oil pressure radiate the center of the revcounter and take up positions on either side of the dial. On ignition shutdown, display sequence is reversed. The center console that the cabin houses the seven-inch display screen as well as the located controls for the climate and infotainment systems.

It’s in satin metal accents and a tactile combination complemented by the 10 black buttons running the console’s flanks that the driver and passenger climate temperature and associated functions. A of different hues are available for the metal accents, allowing LFA to further customize their Like recent Lexus the LFA features the innovative Remote system.

Located precisely where the hand falls for optimal and ease of operation, this control device operates on the fundamental principles as a computer and its on-screen cursor. Using an two-axis haptic joystick with reaction force to guide the cursor, the Remote system offers intuitive and access to the LFA’s satellite configuration and infotainment functions.

Trim The hand-finished quality of the cabin materials is a direct of the premium character and high synonymous with Lexus. The adopts an innovative, three-dimensional design that employs steps and gaps between to enhance their presence. hand-finished leather or Alcantara accent stitching are complemented by matte and glossy Carbon Reinforced Plastic and satin accents.

The ends of the leather and upholstery have been back and stitched to create a three-dimensional shape, and all major points are heavily padded for tactility. Bringing the exterior the cabin features genuine fiber. An expansive filet of carbon fiber sits the windscreen to reduce reflected while glossy coated fiber flanks the center and is used on the steering wheel and panels.

Further reflecting the used in the LFA’s chassis, the sports numerous metal The lateral air vents, center and door pulls all feature satin metal accents, the floor-hinged brake and throttle are single-piece forged aluminum.

touches that highlight inimitable attention to detail a padded side-moulding to assist entry and exit, a mirror-finish plate next to the accelerator to assist with quick a grippy, etched left support and an aluminum foot in the passenger footwell. LFA drivers be able to choose from a range of textures and hues, to personalize their cabins.

In LFA drivers will enjoy the luxury synonymous with the marquee, with comprehensive levels that include climate control and Hard Drive satellite navigation

To complement the LFA’s low-weight Lexus has developed a 12-speaker high-output audio system employs high-efficiency speakers and First Class D amplifiers. compact and lightweight amplifiers extremely high amplification with high output on a low electrical current, and generate residual heat. As well as 37% lighter than the optional Mark Levinson® Premium Sound System, these adopted amplifiers offer a increase in output, a 37% decrease in a 35% size reduction, and a 90% saving in


• The Lexus LFA supercar class-leading active and passive standards for the last word in security

• The stiff and robust fiber reinforced plastic structure provides exceptional protection

• Front crash made from triaxial CFRP and extruded aluminum in a controlled manner, effectively high impact energy

• Sport Vehicle Dynamics Management system has been to bring together Anti-lock System (ABS), TRAC and Control systems, and Vehicle Control (VSC) programs

• The track-tuned Electronically Controlled (ECB) software has been to deal with all degrees of


The LFA is the first to wear the Lexus badge as with every Lexus, class-leading active and safety Key to the LFA’s occupant protection is the strong and robust carbon reinforced plastic central Stiffer, stronger and lighter any equivalent metal structure, the fiber tub provides the ultimate in protection, as well as a solid for the LFA’s advanced front and crash boxes.

The forward box, which sits of the front side members, is of triaxial woven Carbon Reinforced Plastic that is to deform in a controlled manner, absorbing and dissipating high of impact energy. Any residual is then transmitted by the hollow aluminum side members. entire structure is called the structure because of the similarity of its profile with that of Fuji.

As with the crash these triangular extruded deform in controlled stages. The extruded aluminum crash box in a similar manner, delivering rear impact protection. The design of these components results in shorter overhangs and a curb weight.

In the event of a impact, those aboard are exceptional protection by incredibly and rigid carbon fiber members. They feature an corrugated pattern with the filled with rigidity-enhancing for uncompromised structural integrity.

The Door Structure –which aluminum for its inner panel and fiber reinforced-Sheet Moulding (G-SMC) strengthened by the inclusion of Microballoons (GMB) for its outer also houses a robust aluminum impact beam to mitigate the effects of a side Pedestrian impact protection is by the engine’s deformable resin tank situated directly the hood.

Standard safety also includes SRS front for driver and passenger as well as knee airbag for driver. The SRS front airbag deploys in two controlled according to the position of the the intensity of the impact and whether or not the is wearing a seatbelt. The LFA introduced the first shoulder belt air bag to secondary injuries during high speed collision.

The passenger occupancy system a sensor to detect the presence of an in the passenger seat and controls the of the dual-stage airbag according to the of the passenger and whether or not the seatbelt is


Integrating braking and torque control, sophisticated Sport Vehicle Integrated Management (VDIM) has been fine-tuned exclusively for its LFA to take into account a range of drivers.

Rather combining the independent functions of the Anti-lock Brake System TRAC and Traction Control and Vehicle Stability Control VDIM integrates and coordinates systems to create an engaging tool that not only the LFA’s driving experience but acts as a holistic safety Unlike conventional traction and systems, where controls are only when the vehicle its dynamic limits, VDIM is an part of the V10 engine’s Electronic Unit (ECU) and is therefore to quickly and smoothly act before the reaches these limits, in excellent stability and safety at all times. This in turn the driver greater freedom and to experience the LFA’s full

For its application in the LFA, the ECU receives from a variety of sensors and components, collating critical including brake master pressure, brake pedal length, longitudinal, lateral and acceleration rate, accelerator angle, yaw and roll rates, wheel speed and individual pressure. Via VDIM’s integrated Stability Control and Traction systems (TRAC/TRC), braking on individual wheels and engine can be adjusted to suppress under- and quell cornering wheelspin and braking stability. The VSC can be fully either when stationary or on the go – by holding down the VSC switch for few – should the LFA driver wish to a particularly engaging road or

In addition, the LFA’s Electronically Brake software is enhanced purpose-built vertical acceleration and rate sensors that the creation of an estimation logic as the Observer Program. The Observer uses sensor feedback to the road camber angle. data is fed through to VDIM, in turn estimates the vehicle’s in order to detect and respond and accurately to changes in road Designed to be as versatile as possible, the sy

Lexus LFA
Lexus LFA
Lexus LFA
Lexus LFA
Lexus LFA
Lexus LFA
Lexus LFA
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