Could you also comment of the slow speed livability thing? I read a review mentioning that the tranny is not great for slow speed/reverse use like parking (the reviewer sounded just like the stuff I read for back when the Ferrari 360 came out).
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Could you also comment of the slow speed livability thing? I read a review mentioning that the tranny is not great for slow speed/reverse use like parking (the reviewer sounded just like the stuff I read for back when the Ferrari 360 came out).
I'm going to let Flipside respond on this but if it's anything like the e-Gear we see in Lamborghini or the F1 we see in Ferrari, it struggles in reverse, more particularly whilst going uphill (like parking on a hill). It is also jittery around town... but I'd have to say it's not worse than someone driving a supercar stick. I found the e-Gear on the R8 quite jumpy around town but I soon realized that I was no better than the computer at keeping it from bogging around.
Could you also comment of the slow speed livability thing? I read a review mentioning that the tranny is not great for slow speed/reverse use like parking (the reviewer sounded just like the stuff I read for back when the Ferrari 360 came out).
I did not get to drive the car in the regular AUTO, NORM or WET modes. The morning group before us got a chance to sample WET mode as there was a heavy down pour in the Homestead area.
The trans shift is pretty jerky but I had it in SPORT mode at the fastest gear shift setting. The shift speed adjustability allows the driver to control the transmission shift speed (clutch engagement) from leisurely to full on quickness.
The car does have a power park button very similar to what the Lexus/Toyota hybrid's use. In order to engage the car into gear, you start off in neutral by holding back both paddles. To get into first, you simply pull back on the right shift paddle to 1 and press the accellerator. The computer will automatically engage the clutch as it senses throttle being applied.
Reverse is actuated via a control lever on the left hand side.
I can see where it can get tricky to pull back on different levers when trying to parallel park, but it all takes getting used to from a conventional shift lever on the center console.
__________________ "The most remarkable Lexus ever built, the LFA. Pure Sensory Overload!"
Enough about features. What is it like to drive on the track?
I will elaborate that on my full eval. To sum up my sentiment on what it's like to drive on the track...it's an AMAZING machine with phenomenal braking and enormous power.
__________________ "The most remarkable Lexus ever built, the LFA. Pure Sensory Overload!"
It's a nice try from Toyota/Lexus to make this car but honestly; if I had $400k lying around I would not buy this car, even with the exclusivity. The 458 invokes passion an emotion that the LFA does not; at least to me. It seems to be a very nice car; but it's no Ferrari; which it was built to compete against.
At that price, any car company can make the car go fast; it is the passion/emotion that cars like Ferrari/Lambo/Aston provoke that makes the car special. The LFA does not invoke those emotions. What Lexus should have done was make it less expensive with less specs/performance and price it around 100-150K, like the Audi R8. The R8 has done wonders for the audi brand.
I did not get to drive the car in the regular AUTO, NORM or WET modes. The morning group before us got a chance to sample WET mode as there was a heavy down pour in the Homestead area.
The trans shift is pretty jerky but I had it in SPORT mode at the fastest gear shift setting. The shift speed adjustability allows the driver to control the transmission shift speed (clutch engagement) from leisurely to full on quickness.
The car does have a power park button very similar to what the Lexus/Toyota hybrid's use. In order to engage the car into gear, you start off in neutral by holding back both paddles. To get into first, you simply pull back on the right shift paddle to 1 and press the accellerator. The computer will automatically engage the clutch as it senses throttle being applied.
Reverse is actuated via a control lever on the left hand side.
I can see where it can get tricky to pull back on different levers when trying to parallel park, but it all takes getting used to from a conventional shift lever on the center console.
Wow, thanks......sound exotic lol
Quote:
Originally Posted by V6lover
It's a nice try from Toyota/Lexus to make this car but honestly; if I had $400k lying around I would not buy this car, even with the exclusivity. The 458 invokes passion an emotion that the LFA does not; at least to me. It seems to be a very nice car; but it's no Ferrari; which it was built to compete against.
At that price, any car company can make the car go fast; it is the passion/emotion that cars like Ferrari/Lambo/Aston provoke that makes the car special. The LFA does not invoke those emotions. What Lexus should have done was make it less expensive with less specs/performance and price it around 100-150K, like the Audi R8. The R8 has done wonders for the audi brand.
Welcome to Clublexus. Every car company can make a car go fast? Odd, only a handful make a car that is like the LF-A.
Your opinion is valued but looking at your handle, I doubt you would get the LF-A or any exotic.
Quote:
Originally Posted by S2000toIS350
madmax2k1
I agree that the pricing is not what we wanted to see.
To me, the car takes everything that was great about my S2000 (except for the vert part) and fixes the stuff I did not like. The issues were; a too small cabin that was plain noisy, no torque, having to live with a clutch pedal in city traffic and no creature comforts.
My job since 99 (when I got the S2000) was to increase my income to be able to have an LFA and Toyota's job was to make the care a reality.
About the other cars mentioned, I recall the Ford GT selling out quickly and commanding high prices. The NSX only had sales issues at the end of its cycle due to H not supporting the needed updgrades to stay with the competitors (and done again by H to the S2000).
The longer tem thing with Toyota and this car is, F and P are in the sports car biz and keep fighting year in and year out. The short run for LFA leaves me wondering what Toyota will do to keep themselves in folks minds as a real sports car maker.
Exactly. Ford sold all their GTs. The NSX is a much higher volume vehicle, this is not a NSX competitor in any way. Looking at this 8949 were sold.
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TLN-GoatfatherThank you AsianGirl007
"One thing I’ve noticed over the years is that if you drive into London at 6am, half of the cars on the roads are Porsches and Astons. Whereas if you go in at ten to nine, they’re all Renaults. Simple solution, then. You want a nice car? Get up earlier and do more work." -- Jeremy Clarkson
Yes, if they had ditched carbon fiber, it could have been cheaper. But this argument will go on in circles, and the debate on how much it costs matters mostly to those (including myself) who do not plan, or cannot afford to buy it. We all know they are pricing it as such, still losing money on each, and selling it to those whom money is no object...$700K or $400K and they don't bat an eye. A more attainable model *could* be a new SC, perhaps SC-F, but we'll see.
Flipside, I am so envious you were able to drive this machine, you changed your location to FL so I thought you had moved or something.
Yes, if they had ditched carbon fiber, it could have been cheaper. But this argument will go on in circles, and the debate on how much it costs matters mostly to those (including myself) who do not plan, or cannot afford to buy it. We all know they are pricing it as such, still losing money on each, and selling it to those whom money is no object...$700K or $400K and they don't bat an eye. A more attainable model *could* be a new SC, perhaps SC-F, but we'll see.
Flipside, I am so envious you were able to drive this machine, you changed your location to FL so I thought you had moved or something.
Its amazing to hear "oh they should have priced it cheaper" or "it should be 150k" when its clear the engineering in this vehicle is more than that. The engine probably is 50k alone. Big Carbon Ceramic Brakes are probably 10-15k. The Carbon Fiber shell I can't imagine how much that costs. 20" BBS wheels, I can tell you thats around 8 grand since they are so wide.
People need to remember the R8 shares BOTH its engines and the engines were in production a long time ago. This helped tremendously with keeping the R8 and R10 price very reasonable.
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TLN-GoatfatherThank you AsianGirl007
"One thing I’ve noticed over the years is that if you drive into London at 6am, half of the cars on the roads are Porsches and Astons. Whereas if you go in at ten to nine, they’re all Renaults. Simple solution, then. You want a nice car? Get up earlier and do more work." -- Jeremy Clarkson
I will elaborate that on my full eval. To sum up my sentiment on what it's like to drive on the track...it's an AMAZING machine with phenomenal braking and enormous power.
Lexus announces today the official launch of the LFA, a two-seat supercar scheduled to go into production at the end of 2010 as the pinnacle of the Lexus "F" premium sports car series. Pre-sales start today.
Ultra-responsive and extremely stable even when taken to the edge, the LFA creates a sense of reassurance that opens up a new world of driving emotion, exhilarating the senses to move the driver in more ways than one.
The LFA combines high output, superb chassis design and meticulous aerodynamics to achieve instantaneous total-vehicle response characterized by high-rev, seamless acceleration echoed by a self-defining resonance from its 4.8-liter V10.
Only 500 units of the LFA are to be produced and sold worldwide.
A prototype of the LFA is now on display at the 41st Tokyo Motor Show, which is open to the general public from October 24 to November 4 at Makuhari Messe in Makuhari, Chiba Prefecture.
Strong and light
The newly developed 4.8-liter V10 engine boasts exceptional power, while lightweight materials (aluminum alloy, magnesium alloy and titanium alloy) and a very compact size (smaller than a conventional V8) allows for optimal weight distribution and an exceptional power-to-weight ratio.
Carbon fiber reinforced plastic (CFRP) cabin enhances high body-rigidity and reduces weight. This unique cabin is 100kg lighter than a comparable aluminum cabin. Detailed analysis and precise matching of CFRP materials allows for high rigidity and low weight. LFA CFRP production technology, including unique CFRP-to-metal joining, was completely developed by Lexus.
Balanced
Relatively higher weight components such as the engine and transmission are placed within the wheelbase. A low center of gravity is made possible by the use of dry sump lubrication1, along with placing peripheral components (oil pump, water pump) behind the engine. Furthermore, optimal placement of the transmission and the fuel tank in front of the rear axle adds to this application of centralized mass. This minimizes weight shift during cornering and contributes to outstanding performance and stability. Lighter weight components, like the radiator and electric fans, are placed behind the rear axle.
Combined with a front-engine and rear-wheel-drive configuration, the short, wide and low body allows the LFA to achieve its target front-to-rear weight distribution of 48:52.
Driver-centered
The driver's seat is positioned near the LFA's center of gravity. The centralized seating concept (with the seat between the front and rear axles and closer to the left–right center) is made possible by the use of a rear transaxle and vertically stacked torque tube and exhaust pipes reducing the width of the center tunnel. The driver placement is aimed to provide maximum car-to-driver feedback, especially under sport or high G-force driving conditions.
V10 Engine
Titanium valves, ultra–light weight rocker arms with a diamond–like coating and a fully integrated lower crankcase that reduces pumping losses at high RPMs combine to provide the driver with overwhelming acceleration right up to the 9,000rpm redline. The LFA's purpose-built V10 delivers 90% of its peak torque between 3,700rpm and 9,000rpm.
Precise Response
Independent, electronically controlled throttle bodies ensure precise air-feed to each of the 10 cylinders, enabling immediate engine response from the accelerator pedal. The engine response time is approximately half the normal response time of a single-throttle valve.
The six-speed ASG transmission features heavy-duty synchronizer rings and a newly developed gearshift actuator, providing the driver with a very direct shift feel. Four selectable driving modes and a seven-stage shift-speed selector that results in upshift speeds down to 0.2 seconds provide a higher level of driver control.
Track-sized high-performance (Carbon Ceramic) CCM brake discs and Electronically Controlled Braking system generate ultra-powerful yet stable braking.
Handling and Dynamics
The very light and rigid CFRP cabin, combined with a front double-wishbone suspension and a rear multilink suspension, result in a very stable, controlled ride. Detailed aerodynamic engineering results in elements such as a flat underbody, a diffuser and a speed-controlled rear wing, which allows precise vehicle response at all vehicle speeds, thus creating unity between driver and machine.
Vehicle Dynamics Integrated Management integrates numerous vehicle dynamic functions that provide a high level of vehicle stability and preventative safety without interfering with the driver's intentions, especially when sport driving.
Exciting engine sound and L-finesse2 design
Equal-length exhaust manifolds combined with an equal-length dual exhaust system routed through a multistage titanium main muffler fine tunes the exhaust note.
An acoustically tuned surge tank linked to 10 individual throttle bodies creates a powerful induction sound. The coordination of intake and exhaust sounds overlap at various RPMs to create a unique, exciting and inspired soundtrack.
The exterior design includes carefully tuned aerodynamics and airflow management. The use of CFRP, in addition to strength and weight advantages, frees up the design of the exterior panels allowing a fresh supercar L-finesse design. The interior design combines state-of-the-art instrument-panel design and technology, along with a variety of custom-tailored interior trim packages to suit the most discerning driver.
__________________
TLN-GoatfatherThank you AsianGirl007
"One thing I’ve noticed over the years is that if you drive into London at 6am, half of the cars on the roads are Porsches and Astons. Whereas if you go in at ten to nine, they’re all Renaults. Simple solution, then. You want a nice car? Get up earlier and do more work." -- Jeremy Clarkson
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