How fast does the lfa lexus go

The original LFA, launched after much lament and almost a whole decade in the works, back in is a sort of a flawed genius. Originally criticized for its lumpy gearbox and somewhat underpowered V engine, it ultimately grew on and won over some of its most fierce critics due to its special charisma.

It was a refined supercar with build quality that rivaled and maybe surpassed that of the Mercedes-Benz SLR McLaren and with an engine that sounded as good as any Italian thoroughbred. Now, six years on, we know from a couple of years ago that the message that was conveyed by the LFA has endured and that Lexus might not be looking at building a replacement for it in the next few years. But what if they are? After all, Lexus has moved on and is now employing a different design language.

Generally speaking, the LC coupe shares the shape of the LFA slightly turned down a notch, so expect the range-topping LFA replacement to be bigger and bolder in all areas but also lower. It will also most likely retain the same layout of the engine in the front sending power to the back wheels. Although, if performance dictates it, AWD remains very much on the table. Indeed, the LFA inspired the introduction of the grille with its honeycomb mesh so nobody would bet against it appearing in grand style on a new LFA.

Then there are the headlights which should be narrower towards the inside of the vehicle and have a bar of LEDs just below, slightly separated. The car should feature the same straight-cut, while also elegant, lines to define the body with more intakes than on your average, clean-looking, Lexus. The taillights at the back should still be minimalistic, thin, following the character lines from the side and giving them a new meaning at the back.

A continuation of the triangle-shaped exhaust tip would be nice to see. It should have a CFRP monocoque and maybe other exotic materials like kevlar could be used in the construction of the body and other components to keep the weight down, this being a major problem that called for numerous redesigns on the original. The interior of the LFA was one of the things that people praised the most due to the way Lexus tastefully combined the best of leathers with metal and carbon fiber inserts.

When the tach needle approaches redline, the gauge glows red and there are all sorts of overwrought bleeps and bings. For all that, the most impressive aspect of the car is its stability at speed. We saw just over mph out on the Ring and somewhat lesser speeds on the autobahn , and even then, the thing feels as planted as a sequoia the great tree, not the lumbering SUV.

The brake pedal, too, is linear and rewarding, while the carbon-ceramic brakes are sensational. Out on the Nordschleife, even in sport mode, the stability-control system intrudes earlier than we expected, making it difficult to rotate the car into corners with power. But turn off the stability control, and the LFA comes alive.

Too little throttle, and the car noses wide; dial in the right amount, and the attitude is neutral. The car does everything instantly, with hardly any body roll and loads of grip.

In many ways, its closest natural rival is the Ferrari GTB , although the Lexus is more visceral and exciting and better balanced and more nimble. At the same time, the LFA is easy to drive at everyday speeds, quiet at cruise, and refined, just like a Lexus should be. Whether people can equate the brand with a hugely expensive, hugely competent sports car will be interesting to say the least.

Exotic features of this engine include titanium valves and connecting rods, individual throttle bodies for each cylinder, carbon- and silicon-coated rocker arms with integrated oil jets, and magnesium alloy cam covers.

To keep the center of gravity low, the engine has a dry-sump oil system, and the oil and water pumps are mounted low and to the rear of the engine. The engine is connected to the transaxle by a massive torque tube—the exhaust system runs underneath this piece to ensure a narrow central tunnel that enabled the engineers to place the occupants lower and closer to the centerline of the car. The six-speed transmission fires off shifts between 0.

A reason this car took so long to emerge is that its chassis construction changed from aluminum to carbon fiber during development. Lexus used carbon fiber to keep weight down, claiming that the body in white is pounds lighter than it would be were it made of aluminum. The LFA uses a central carbon-fiber-reinforced plastic monocoque with aluminum subframes at the front and rear, which are bolted on and reinforced with glue. If the car is damaged, these subframes can simply be unbolted and replaced.

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