Book that reviews the Lexus SC400: Not many...
05-15-13, 04:45 PM
#1
Book that reviews the Lexus SC400: Not many...
I was at an independent bookstore and found a book entitled "Japanese Supercars". (by Terry Jackson) Inside this book, there were some 7 cars they dubbed as "super cars".
Here were the 7:
Acura NSX (no surprise)
Mitsubishi 3000 GT VR-4 (what the)
Nissan 300ZX
Mazda RX-7 (now they're getting weird...
Lexus SC400 (no, really)
And the last, you're gonna laugh.
The 1.8 liter Mazda Miata... gimme a break. My Dad has one and is is far from super...
Now, maybe Mr Terry thought these cars were super when they first came out, but I beg to differ on his selection of "super". This book was copyright 1992.
**FOR the SC400 people:
Here is the review Terry had of the SC400: It did fascinate me a bit to say the least...
Lexus SC400:
Top Speed: 150 MPH (241 kmh)
Acceleration: - to 60 in 6.5 seconds
Engine: Four liter, 32 valve DOHC V-8
Horsepower: 250 bhp @ 5600 RPM
Review:
"In 1990, Japanese car giant Toyota redefined the luxury sports saloon when it introduced its Lexus LS400 saloon in the United States. Part of an upscale marketing move begun nearly 5 years earlier by Honda with its Acura division. The Lexus went even further. For a fully optioned price of about $40,000, the LS400 offered a four liter 32 valve V-8 that produced 250 very smooth horsepower. A soft yet capable suspension, and a list of amenities to rival any saloon on the road. The arrival of the Lexus sent ripples through the luxury market that had come to be dominated by BMW, Mercedes, and Jaguar-these manufacturers found their cars now faced a competitor priced thousands, if not tens of thousands, below their comparable vehicles. As impressive as the Lexus saloon was when it made its first debut, it gave just a hint of the flagship luxury sports car Lexus brought to the market in June 1991. Called the SC400, the new Lexus coupe is one of the most stylish, refined, and aggressive cars in the world today. There are those who might argue that it isn't a true sports car, but the facts say otherwise. A car that can top 150 MPH, generate nearly eight-tenths of a G in lateral adhesion, hit 60 MPH in 6.5 seconds and do it all without rattling the driver, definitely qualifies as a supercar by most objective standards. But even though the Lexus stands out on it's performance alone, the styling of the coupe make it one of the all time great car shape, particularly in an era when most production cars have very run-of-the-mill shapes. The SC400 owns it's own styling to a dedicated group of designers at Toyota's US styling studio-Calty design research in Newport beach, California-and in the conviction of Seihachi Takahashi, the coupes chief engineer in Japan. In Toyota's product tree, the SC400 is the blossom that replaces the Soarer, Toyota's flagship coupe in Japan. But when work began in 1987 on the Soarer replacement, Toyota knew that the car also would be soon-to-be-born Lexus division in the US. So it became an uncompromising goal that the new coupe would have a look that would cause heads to turn, particularly in car crazy CAL. To meet that goal, design teams at Calty and at Toyota in Japan were put into a head to head competition to create the most innovative new design. Calty designer Erwin Lui, working under the direction of Dennis Cambell, senior chief designer, took a very tactile approach to creating the shape of the SC400. Called "touch sculpture",Lui poured clay into latex balloons and spent hundreds of hours massaging the mass. And it was a paintaking task, because Lui used potters clay instead of the normal industrial clay and the potters clay took more effort to mold that Lui hoped would show in the final shape. Setting at last on a shape that Lui called "An elegant bow-tie", the Calty staff began turning the clay filled balloon into something that would ride on four wheels. Their first effort was not practical enough for the real world,so it was discarded in favor of a model that was more workable, but still had few too many show-car touches, such as the clam-shell bonnet, similar to the Corvette. Still, the design was close enough that Calty began the process of lobbying the decision-makers back in Japan to accept their design that sacrificed elegance for a futuristic 'terminator" look. With some relatively minor changes, the clam-shell bonnet was axed-the Calty designed carried the day. But as any designer knows, it's a long way from a drawing board to assembly line, and the SC400's shape provided quite a few manufacturing challenges. For example, the graceful, yet powerful nose was so rounded that many traditional mounting points for such things as headlights, and a battery, were very tight, and ventilation for the V-8 engine was doubtful. But the SC400's had one over chief engineer Takahashi, who decreed that solutions would be found to these and other problems. To take care of the headlight problem, the high beams were split off from the main beams and sculpted into the nose. The cooling system was solved through the use of an electronically controlled hydraulic fan system, which moves more air through the radiator and reduces noise and engine load. And the boot opening was enlarged slightly to make it easier to fit the cars petrol tank on the assembly line.Another difficult point to overcome by the sharp engineering was access to the SC400's small, but serviceable back seat. Originally, Calty's design called for small "service hatch" doors to get to the rear seats, but that was quickly discarded, as being to avant-garde. Instead, Toyota engineers re-designed the hinge that holds the two massive doors. A four link hinge allows the door to move forwards and tilt outwards at the top when it is opened. Also, the front seat automatically moves forwards when the seat back is released, then turns to it's original position when the seat is back up again.All in all, the SC400's coachwork survived the to-and-fro of the manufacturing process remarkably intact. But the SC400 had just been another pretty face, it hardly would have qualified for the supercar status. At the root of the SC400's performance charm is the 3.969 cubic centimeter V-8 that is lifted mostly intact from the LS400 saloon. Its an all aluminum creation that has four valves per cylinder, actuated by to overhead camshafts. Fuel is delivered through a multiport electronic injection system, which is monitored by an anti knock sensor. For maximum engine performance from the 2500 horsepower engine, premium unleaded fuel is required. Although the SC400 will make do with regular unleaded, it will deliver fewer horsepower.
Although the redline for the free breathing V-8 is 6500 RPM's, the Lexus churns out it's horsepower and torque considerably below that level. Peak horsepower is at 5600 RPM. The engines maximum of 260 foot pounds is reached at 4400 RPM's. To date, the only gearbox available in the SC400 is a four speed electronically controlled automatic. Although, the absence of a five, or six speed manual is a serious oversight, the overdrive automatic is a competent piece of machinery. As an enhancement to fuel economy, the gear box will start out in second gear, unless the heavy footed driver demands first gear. Gear changes are made smoother than normal because the gearbox computer calculates gear points then subtly alters engine speed to ensure an almost unnoticeable gear change. The transmission of power to the rear wheels is further ironed out by the special use of high performance fluid and a "super flow" torque converter. An option that most SC400's sold in cold weather climates get is traction control, a black box computer system that monitors rear wheel spin and retards the engine and applies rear brakes when the tires start to slip. For those who like to light up the tires, however, the system can be turned on and off by the touch of a button on the center console in the cockpit. Although the SC400 coupe shares many of it's chassis components with it's saloon sibling, important changes were made the make sure that the coupe behaves more like a sports car than a town car. Starting with the wheel base that is nearly 5 inches (12.7 CM) shorter than the LS400 saloon, engineers began playing with the double wish-bone setup that controls the movement on each of the four wheels. Using lightweight aluminum parts, the SC400's upper front suspension arms are linked down low to a sub frame assembly, rather than the body, for increased lateral rigidity and better handling. The lower control arms were made more compliant for forward and backward motions, and a small king pin was added to improve control under heavy braking. At the back, the gas-charged shock absorbers are attached to the lower wishbone arms and the upper wishbone arms are mounted lower, creating a suspension that is both yet less prone to transmitting road noises to the interior. Brakes are also changed. The front discs are 11.7 inches (29.72 CM), with the rear discs measuring 12.1 inches (30.73 CM). The four-wheel system is vacuum assisted and connected to a computer controlled anti-lock system. Wheels are 10 spoke 16 inch (40.64 CM) alloys that are 7 inches (17.78 CM) wide. Mounted on all US models are the 225/55 VR-16 Goodyear Eagle GSD radials. In between the body and the frame, the SC400 uses lots of asphalt sheeting, foam rubber and felt, as well as high tensile steel and other chassis and cabin reinforcements to make the coupe a tight vibration free vehicle. The aim of making the cockpit a place of both power and refinement carries over into the interior of the SC400. Although technically, a 2 by 2 design, the SC400's cockpit is arranged so that two people can be transported at high speeds in some style and comfort. Seats are upholstered in leather, as are some door panels and portions of the dashboard, and wool carpets cover the floor and the lower kick panels. Birds eye maple accents run at eye level across the dashboard and doors. A large center console, housing a climate control system and the sound system , as well as the gear stick, separates the two front bucket seats. In front of the driver is a pod of gauges dominated by a large tachometer and speedometer. Two auxiliary gauges-one for fuel, the other for engine temperature, flank the speedometer and the tachometer, and there is a digital clock and odometer, as well as a journey mileage counter. Warning lights make up the remainder of the dashboard pod, which is illuminated through a back-lit system that makes the dials very readable both day and night. Controls for the indicators, lights, windscreen washer/wipers and cruise control are found at three stalks sticking out from the steering column. The steering wheel, which contains a supplementary airbag restraint system, both tilts and telescopes electronically at the touch of a button. A second button will cause the wheel to swing up to make it easier to get in and out of the cockpit. Seats are motorized for infinite adjustment and electrically heated seat bottoms are optional. An additional feature is a standard seat memory system. Another bit of technology shows up in the oddest place, the rear view mirror. Rather than using the conventional method of reducing the glare from following headlights at night, by adjusting the position of the mirror, Toyota engineers have developed a mirror that uses liquid crystals to darken the mirror at the touch of a button. Although the SC400 contains many features, the option list is short, yet significant. Apart from the $1,500 option, the traction control system, there is a rear spoiler, (a must in styling point of view), a power tilt-and-slide moonroof and a remote control Nachamichi compact disc sound system that features a 12-disc CD changer that is mounted in the boot. Also available is a hands-free cellular phone and a remote controlled security system that makes the SC400 difficult to steal. Overall, it is an impressive package of performance, style, and refinement that is unavailable at anything near it's basic price of $37,500. Fully loaded with options, an SC400 will cost around the region of $44,000-a bargain when compared with other super coupes for more traditional European manufacturers."
The 3 small things this reviewer complained about on the SC400:
-The seats need more side bolstering for when hard driving moves the driver about.
-Some air-conditioning controls are out of reach
-Overspin occurs with taking a corner fast
Here are the specs: (just for grins)
Dimensions:
Wheelbase: 105.9 inches (268.99 CM)
Overall length: 191.1 inches (485.39 CM)
Width: 70.5 inches (179.07 CM)
Height: 52.6 inches (133.60 CM)
Front track: 59.8 inches (151.89 CM)
Rear track: 60.0 inches (152.40 CM)
Weight: 3,575 Ib (1,623.05 KG)
Fuel capacity: 20.6 gallons (77.98 l)
Engine:
32 valve DOHC V-8
Aluminum block and heads
Multipoint electronic fuel injection
Bore and Stroke: 3.44 X 3.25 inches (8.74 X 8.26 CM)
Displacement: 3969cc
Compression ratio: 10.0:1
Horsepower: Net 250bhp @ 5600 RPM'S
Torque: Net 260 ib-ft @ 4400 RPM's
Redline: 6500 RPM's
Gearbox:
Four-speed overdrive automatic
Gear ratios: (1) 2.80 (2) 1.53 (3) 1.00 (4) 0.71
Rear end ratio: 3.92:1
Suspension:
Four wheel independent
Upper and lower A-arms
Coil springs
Front and rear anti-roll bars
Steering:
Rack and Pinion
Variable ratio, power-assisted
Turns, lock-to-lock: 3.1
Turning circle: 36.1 ft (11.00 m)
Brakes:
Power assisted four-wheel discs
Disc size: 11.7 inches (29.72 cm) front, 12.1 inches (30.73 cm) rear
Computer controlled anti-lock system
Wheels and Tires:
16 X 7 inch (40 X 15.5 cm) cast aluminum wheels
225/55 VR-16 Goodyear Eagle GSD radials
After typing all of this, I want to go clean the (&^% out of the "wool" carpets...
Now, on this thread, post if you know a book that reviews/ talks about the SC400!
Here were the 7:
Acura NSX (no surprise)
Mitsubishi 3000 GT VR-4 (what the)
Nissan 300ZX
Mazda RX-7 (now they're getting weird...
Lexus SC400 (no, really)
And the last, you're gonna laugh.
The 1.8 liter Mazda Miata... gimme a break. My Dad has one and is is far from super...
Now, maybe Mr Terry thought these cars were super when they first came out, but I beg to differ on his selection of "super". This book was copyright 1992.
**FOR the SC400 people:
Here is the review Terry had of the SC400: It did fascinate me a bit to say the least...
Lexus SC400:
Top Speed: 150 MPH (241 kmh)
Acceleration: - to 60 in 6.5 seconds
Engine: Four liter, 32 valve DOHC V-8
Horsepower: 250 bhp @ 5600 RPM
"Who says a high performance luxury coupe has to be bland and boring? Not Toyota, who created the extra ordinary shape of the Lexus SC400 by massaging clay-filled balloons, bringing that shell to life with a V-8 heart."
"In 1990, Japanese car giant Toyota redefined the luxury sports saloon when it introduced its Lexus LS400 saloon in the United States. Part of an upscale marketing move begun nearly 5 years earlier by Honda with its Acura division. The Lexus went even further. For a fully optioned price of about $40,000, the LS400 offered a four liter 32 valve V-8 that produced 250 very smooth horsepower. A soft yet capable suspension, and a list of amenities to rival any saloon on the road. The arrival of the Lexus sent ripples through the luxury market that had come to be dominated by BMW, Mercedes, and Jaguar-these manufacturers found their cars now faced a competitor priced thousands, if not tens of thousands, below their comparable vehicles. As impressive as the Lexus saloon was when it made its first debut, it gave just a hint of the flagship luxury sports car Lexus brought to the market in June 1991. Called the SC400, the new Lexus coupe is one of the most stylish, refined, and aggressive cars in the world today. There are those who might argue that it isn't a true sports car, but the facts say otherwise. A car that can top 150 MPH, generate nearly eight-tenths of a G in lateral adhesion, hit 60 MPH in 6.5 seconds and do it all without rattling the driver, definitely qualifies as a supercar by most objective standards. But even though the Lexus stands out on it's performance alone, the styling of the coupe make it one of the all time great car shape, particularly in an era when most production cars have very run-of-the-mill shapes. The SC400 owns it's own styling to a dedicated group of designers at Toyota's US styling studio-Calty design research in Newport beach, California-and in the conviction of Seihachi Takahashi, the coupes chief engineer in Japan. In Toyota's product tree, the SC400 is the blossom that replaces the Soarer, Toyota's flagship coupe in Japan. But when work began in 1987 on the Soarer replacement, Toyota knew that the car also would be soon-to-be-born Lexus division in the US. So it became an uncompromising goal that the new coupe would have a look that would cause heads to turn, particularly in car crazy CAL. To meet that goal, design teams at Calty and at Toyota in Japan were put into a head to head competition to create the most innovative new design. Calty designer Erwin Lui, working under the direction of Dennis Cambell, senior chief designer, took a very tactile approach to creating the shape of the SC400. Called "touch sculpture",Lui poured clay into latex balloons and spent hundreds of hours massaging the mass. And it was a paintaking task, because Lui used potters clay instead of the normal industrial clay and the potters clay took more effort to mold that Lui hoped would show in the final shape. Setting at last on a shape that Lui called "An elegant bow-tie", the Calty staff began turning the clay filled balloon into something that would ride on four wheels. Their first effort was not practical enough for the real world,so it was discarded in favor of a model that was more workable, but still had few too many show-car touches, such as the clam-shell bonnet, similar to the Corvette. Still, the design was close enough that Calty began the process of lobbying the decision-makers back in Japan to accept their design that sacrificed elegance for a futuristic 'terminator" look. With some relatively minor changes, the clam-shell bonnet was axed-the Calty designed carried the day. But as any designer knows, it's a long way from a drawing board to assembly line, and the SC400's shape provided quite a few manufacturing challenges. For example, the graceful, yet powerful nose was so rounded that many traditional mounting points for such things as headlights, and a battery, were very tight, and ventilation for the V-8 engine was doubtful. But the SC400's had one over chief engineer Takahashi, who decreed that solutions would be found to these and other problems. To take care of the headlight problem, the high beams were split off from the main beams and sculpted into the nose. The cooling system was solved through the use of an electronically controlled hydraulic fan system, which moves more air through the radiator and reduces noise and engine load. And the boot opening was enlarged slightly to make it easier to fit the cars petrol tank on the assembly line.Another difficult point to overcome by the sharp engineering was access to the SC400's small, but serviceable back seat. Originally, Calty's design called for small "service hatch" doors to get to the rear seats, but that was quickly discarded, as being to avant-garde. Instead, Toyota engineers re-designed the hinge that holds the two massive doors. A four link hinge allows the door to move forwards and tilt outwards at the top when it is opened. Also, the front seat automatically moves forwards when the seat back is released, then turns to it's original position when the seat is back up again.All in all, the SC400's coachwork survived the to-and-fro of the manufacturing process remarkably intact. But the SC400 had just been another pretty face, it hardly would have qualified for the supercar status. At the root of the SC400's performance charm is the 3.969 cubic centimeter V-8 that is lifted mostly intact from the LS400 saloon. Its an all aluminum creation that has four valves per cylinder, actuated by to overhead camshafts. Fuel is delivered through a multiport electronic injection system, which is monitored by an anti knock sensor. For maximum engine performance from the 2500 horsepower engine, premium unleaded fuel is required. Although the SC400 will make do with regular unleaded, it will deliver fewer horsepower.
Although the redline for the free breathing V-8 is 6500 RPM's, the Lexus churns out it's horsepower and torque considerably below that level. Peak horsepower is at 5600 RPM. The engines maximum of 260 foot pounds is reached at 4400 RPM's. To date, the only gearbox available in the SC400 is a four speed electronically controlled automatic. Although, the absence of a five, or six speed manual is a serious oversight, the overdrive automatic is a competent piece of machinery. As an enhancement to fuel economy, the gear box will start out in second gear, unless the heavy footed driver demands first gear. Gear changes are made smoother than normal because the gearbox computer calculates gear points then subtly alters engine speed to ensure an almost unnoticeable gear change. The transmission of power to the rear wheels is further ironed out by the special use of high performance fluid and a "super flow" torque converter. An option that most SC400's sold in cold weather climates get is traction control, a black box computer system that monitors rear wheel spin and retards the engine and applies rear brakes when the tires start to slip. For those who like to light up the tires, however, the system can be turned on and off by the touch of a button on the center console in the cockpit. Although the SC400 coupe shares many of it's chassis components with it's saloon sibling, important changes were made the make sure that the coupe behaves more like a sports car than a town car. Starting with the wheel base that is nearly 5 inches (12.7 CM) shorter than the LS400 saloon, engineers began playing with the double wish-bone setup that controls the movement on each of the four wheels. Using lightweight aluminum parts, the SC400's upper front suspension arms are linked down low to a sub frame assembly, rather than the body, for increased lateral rigidity and better handling. The lower control arms were made more compliant for forward and backward motions, and a small king pin was added to improve control under heavy braking. At the back, the gas-charged shock absorbers are attached to the lower wishbone arms and the upper wishbone arms are mounted lower, creating a suspension that is both yet less prone to transmitting road noises to the interior. Brakes are also changed. The front discs are 11.7 inches (29.72 CM), with the rear discs measuring 12.1 inches (30.73 CM). The four-wheel system is vacuum assisted and connected to a computer controlled anti-lock system. Wheels are 10 spoke 16 inch (40.64 CM) alloys that are 7 inches (17.78 CM) wide. Mounted on all US models are the 225/55 VR-16 Goodyear Eagle GSD radials. In between the body and the frame, the SC400 uses lots of asphalt sheeting, foam rubber and felt, as well as high tensile steel and other chassis and cabin reinforcements to make the coupe a tight vibration free vehicle. The aim of making the cockpit a place of both power and refinement carries over into the interior of the SC400. Although technically, a 2 by 2 design, the SC400's cockpit is arranged so that two people can be transported at high speeds in some style and comfort. Seats are upholstered in leather, as are some door panels and portions of the dashboard, and wool carpets cover the floor and the lower kick panels. Birds eye maple accents run at eye level across the dashboard and doors. A large center console, housing a climate control system and the sound system , as well as the gear stick, separates the two front bucket seats. In front of the driver is a pod of gauges dominated by a large tachometer and speedometer. Two auxiliary gauges-one for fuel, the other for engine temperature, flank the speedometer and the tachometer, and there is a digital clock and odometer, as well as a journey mileage counter. Warning lights make up the remainder of the dashboard pod, which is illuminated through a back-lit system that makes the dials very readable both day and night. Controls for the indicators, lights, windscreen washer/wipers and cruise control are found at three stalks sticking out from the steering column. The steering wheel, which contains a supplementary airbag restraint system, both tilts and telescopes electronically at the touch of a button. A second button will cause the wheel to swing up to make it easier to get in and out of the cockpit. Seats are motorized for infinite adjustment and electrically heated seat bottoms are optional. An additional feature is a standard seat memory system. Another bit of technology shows up in the oddest place, the rear view mirror. Rather than using the conventional method of reducing the glare from following headlights at night, by adjusting the position of the mirror, Toyota engineers have developed a mirror that uses liquid crystals to darken the mirror at the touch of a button. Although the SC400 contains many features, the option list is short, yet significant. Apart from the $1,500 option, the traction control system, there is a rear spoiler, (a must in styling point of view), a power tilt-and-slide moonroof and a remote control Nachamichi compact disc sound system that features a 12-disc CD changer that is mounted in the boot. Also available is a hands-free cellular phone and a remote controlled security system that makes the SC400 difficult to steal. Overall, it is an impressive package of performance, style, and refinement that is unavailable at anything near it's basic price of $37,500. Fully loaded with options, an SC400 will cost around the region of $44,000-a bargain when compared with other super coupes for more traditional European manufacturers."
The 3 small things this reviewer complained about on the SC400:
-The seats need more side bolstering for when hard driving moves the driver about.
-Some air-conditioning controls are out of reach
-Overspin occurs with taking a corner fast
Here are the specs: (just for grins)
Dimensions:
Wheelbase: 105.9 inches (268.99 CM)
Overall length: 191.1 inches (485.39 CM)
Width: 70.5 inches (179.07 CM)
Height: 52.6 inches (133.60 CM)
Front track: 59.8 inches (151.89 CM)
Rear track: 60.0 inches (152.40 CM)
Weight: 3,575 Ib (1,623.05 KG)
Fuel capacity: 20.6 gallons (77.98 l)
Engine:
32 valve DOHC V-8
Aluminum block and heads
Multipoint electronic fuel injection
Bore and Stroke: 3.44 X 3.25 inches (8.74 X 8.26 CM)
Displacement: 3969cc
Compression ratio: 10.0:1
Horsepower: Net 250bhp @ 5600 RPM'S
Torque: Net 260 ib-ft @ 4400 RPM's
Redline: 6500 RPM's
Gearbox:
Four-speed overdrive automatic
Gear ratios: (1) 2.80 (2) 1.53 (3) 1.00 (4) 0.71
Rear end ratio: 3.92:1
Suspension:
Four wheel independent
Upper and lower A-arms
Coil springs
Front and rear anti-roll bars
Steering:
Rack and Pinion
Variable ratio, power-assisted
Turns, lock-to-lock: 3.1
Turning circle: 36.1 ft (11.00 m)
Brakes:
Power assisted four-wheel discs
Disc size: 11.7 inches (29.72 cm) front, 12.1 inches (30.73 cm) rear
Computer controlled anti-lock system
Wheels and Tires:
16 X 7 inch (40 X 15.5 cm) cast aluminum wheels
225/55 VR-16 Goodyear Eagle GSD radials
After typing all of this, I want to go clean the (&^% out of the "wool" carpets...
Now, on this thread, post if you know a book that reviews/ talks about the SC400!
05-15-13, 10:03 PM
#5
Here is the "first person" driving review of the SC400. Makes me feel all warm and fuzzy inside...
"Think the punch of a prize fighter delivered in a velvet boxing glove: a wallop that is so smooth you hardly feel it. That's the way the SC400 behaves on the road. Slide into the soft leather drivers seat, hear the smooth, high-tech whine as the electric motor moves the steering wheel into position, and then you start up the four-liter V-8.
If the SC400's windows are up, you have to glance at the bright lights of the dashboard to make sure the V-8 is running. If the windows are down, you can hear the 32 valves of the V-8 clicking contentedly, along with the slight rumble of the dual exhausts. Put the gear stick into drive and the SC400 moves forward effortlessly. Ask for a little throttle, and the SC400 responds like a cabin cruiser moving away at the dock. Demand a lot of throttle, and the Lexus surges ahead like an offshore racing boat =, the burble from the exhaust becoming a muted yet significant roar. Sensations of speed are deceiving in the SC400, because the never seems to be moving as fast as it really is. When the speedometer says 80 MPH, the car feels as though it's moving 50 MPH. Above 80 MPH, the car gives a steady ride and feels utterly stable. Turn a curve, and the SC400 reminds you it's a heavy car by exhibiting mild understeer. Yet, it's a manageable amount that never becomes obtrusive. In fact, on particularly winding roads it's impossible to toss the SC400 apex to apex without keeping total control. If the back gets out of line, just ease off the accelerator and the Lexus regains its aplomb. Overall, the Lexus SC400 is near a perfect coupe. It has ample power for most situations, and its handling characteristics allow most drivers to play amateur Grand Prix driver without sacrificing comfort. There are a couple niggling points: the seats need more side bolstering for when hard driving moves the driver about; and some of those air conditioning controls are out of reach.
But it seems so minor to complain about anything that performs so well and looks as stunning as the SC400."
"Think the punch of a prize fighter delivered in a velvet boxing glove: a wallop that is so smooth you hardly feel it. That's the way the SC400 behaves on the road. Slide into the soft leather drivers seat, hear the smooth, high-tech whine as the electric motor moves the steering wheel into position, and then you start up the four-liter V-8.
If the SC400's windows are up, you have to glance at the bright lights of the dashboard to make sure the V-8 is running. If the windows are down, you can hear the 32 valves of the V-8 clicking contentedly, along with the slight rumble of the dual exhausts. Put the gear stick into drive and the SC400 moves forward effortlessly. Ask for a little throttle, and the SC400 responds like a cabin cruiser moving away at the dock. Demand a lot of throttle, and the Lexus surges ahead like an offshore racing boat =, the burble from the exhaust becoming a muted yet significant roar. Sensations of speed are deceiving in the SC400, because the never seems to be moving as fast as it really is. When the speedometer says 80 MPH, the car feels as though it's moving 50 MPH. Above 80 MPH, the car gives a steady ride and feels utterly stable. Turn a curve, and the SC400 reminds you it's a heavy car by exhibiting mild understeer. Yet, it's a manageable amount that never becomes obtrusive. In fact, on particularly winding roads it's impossible to toss the SC400 apex to apex without keeping total control. If the back gets out of line, just ease off the accelerator and the Lexus regains its aplomb. Overall, the Lexus SC400 is near a perfect coupe. It has ample power for most situations, and its handling characteristics allow most drivers to play amateur Grand Prix driver without sacrificing comfort. There are a couple niggling points: the seats need more side bolstering for when hard driving moves the driver about; and some of those air conditioning controls are out of reach.
But it seems so minor to complain about anything that performs so well and looks as stunning as the SC400."
05-16-13, 02:49 PM
#9
just wanted to add some more perspective to this discussion. $44,000 fully loaded price in 1992 would be equate to $73K in todays money (2013) that's a lot of money if you ask me lol
source: http://www.bls.gov/data/inflation_calculator.htm
source: http://www.bls.gov/data/inflation_calculator.htm
05-16-13, 03:18 PM
#10
just wanted to add some more perspective to this discussion. $44,000 fully loaded price in 1992 would be equate to $73K in todays money (2013) that's a lot of money if you ask me lol
source: http://www.bls.gov/data/inflation_calculator.htm
source: http://www.bls.gov/data/inflation_calculator.htm
05-19-13, 02:25 PM
#13
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just wanted to add some more perspective to this discussion. $44,000 fully loaded price in 1992 would be equate to $73K in todays money (2013) that's a lot of money if you ask me lol
source: http://www.bls.gov/data/inflation_calculator.htm
source: http://www.bls.gov/data/inflation_calculator.htm
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