2011 Lexus LFA is wicked and this way comes

It's taken nearly four days to wrap my head around the 2011 Lexus LFA, and if I'm honest, I'm still not halfway there. The combination of a decade-long gestation, a half dozen prototypes comprised of two different materials, a high displacement V10 that cuts fuel at 9,500 RPM and a $375,000 price tag has left me incapacitated and trembling in a caffeine and nicotine-fueled fetal position for the better part of a week. I can't make heads nor tails of Lexus' first foray into supercardom, simply because nothing exists in the four-wheeled world to put it into perspective. Judging by your comments, I'm not alone.

It's a front-engine GT, but its MSRP means it doesn't compete with the Ferrari 599. It's a technological tour de force nearly on par with the Bugatti Veyron, but its 202 MPH top speed doesn't come close to the V-max of Ferdinand Piech's quad-turbo masterpiece. It's lithe and nimble, but lacks the directness and tactility of the Lotus Elise. Its 3.7-second zero-to-60 time falls short of the GT-R, and it can't come close to the Nissan's point-to-point brutality. There's simply no frame of reference to apply, which begs the question: Why? Why has Lexus invested hundreds of million of dollars, ran a dozen races and developed nearly every single component in-house to build a scant 500 LFAs and offer them to the world's elite?

It's a mystery wrapped in an enigma coated in carbon fiber. And there's obviously more to this story than simply driving impressions and photos. So after last week's barrage of LFA news, it's time to take a step back... then get stuck right back in.

The general consensus is that Toyota built the LFA simply because it could. That's just a poor excuse to prevent your head from exploding. The LFA represents more than just a V10-powered, carbon fiber plaything; the investment in development, technology and manufacturing appears to be a cornerstone of ToMoCo's future products and Toyota President Akio Toyoda's vision for the automaker. But let's put the bird's eye view aside for the moment and revel in the details, beginning with the styling.

Compared to the concept that rolled out at the 2005 Detroit Auto Show, the production LFA bears more resemblance to Toyota's follow-up in 2007. The flat, pointed exterior has evolved into a scooped and ducted coupe that's far and away the best application of Lexus' L-finesse design language to date. But as everyone is quick to point out, the LFA is unabashedly Japanese. And that's only the half of it. Literally.

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[Video] Lexus LFA Officially Unveiled in Tokyo

Following years of speculation, some extensive spy material and several leaks, Lexus has finally unveiled its very first supercar. A prototype of the two-seat LFA is now on display at the 2009 Tokyo Motor Show.

Official details reveal some stunning figures which give meat to recent videos. The sound heard on that video is partly because of equal-length exhaust manifolds mated to an equal-length dual exhaust system and routed through a multistage titanium main muffler. The LFA is indeed powered by a naturally aspirated V10 displacing 4.8 litre (4,805cc). Thanks to its aluminum alloy, magnesium alloy and titanium alloy construction it is actually lighter than a normal V8 engine.

Maximum power is an assuring 412kW (560hp) made at a screaming 8,700rpm while peak torque is 480Nm at 6,800rpm. Ninety percent of torque is available between 3,700rpm and 9,000rpm. It all goes to the rear wheels via a 6-speed ASG transmission featuring heavy-duty synchronizer rings and a newly developed gearshift actuator. A 0-100km/h time of 3.7 seconds is claimed while top speed is 325km/h (202mph).

The relatively low weight of 1480kg (3,263 lbs) was achieved through measures such as carbon fibre reinforced plastic (CFRP) cabin, said to be 100kg lighter than an equivalent aluminium one. Total vehicle length is 4.51m, width is 1.90m and height is a midget-sized 1.22m. It features a double wishbone front suspension and a multilink system at the rear. Brakes are carbon ceramic material to make stops as quickly as possible. The LFA gets 265/35ZR20 (95Y) front tyres and 305/30ZR20 (99Y) types at the back.

Aerodynamic elements include a flat underbody, a rear diffuser and a speed-controlled rear wing. The interior can be custom-tailored to suit buyers' needs while showing off a very high-tech instrumentation design.

Only 500 units will be sold worldwide between the start of production in December 2010 and when it ends in December 2012. A more race-focused model will be introduced in 2011. Suggested minimum prices are US$375,000 (€250,720). Prices in Japan will be ¥37.5 million a unit.

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Tokyo Show: Lexus to Display Two-seat Supercar

The appointment of racing enthusiast Akio Toyoda as Toyota CEO has breathed new life into the Lexus LF-A project. After being frozen some months ago the car has recently been thawed and spied testing around the Nurburgring. Speculation is that a near-production model will appear at this month's Tokyo Motor Show. Lexus will only confirm that a two-seat supercar will make its world premier at the show. "This concept vehicle epitomizes the purest form of driving exhilaration and performance," a statement says.

The LF-A has been under development since its debut as a concept at the 2005 North American International Auto Show. Back then company top brass spoke of a 200mph sports car to compete with the likes of Porsche 911 Turbo and the Ferrari 430. Since then spies have caught it on and off doing testing around the ‘Ring as well as other places. Word speaks of a V10 powerplant worth over 368kW (500hp).
Another highlight mentioned for Lexus is the Japanese premier of the LF-Ch 5-door compact concept car, a future rival for the Audi A3 and BMW 1 Series. Unveiled in Frankfurt last month, the vehicle is equipped with the Lexus Hybrid Drive system, sports 225/35R20 front tyres, 225/35R20 at the rear and is 4.3 metres long

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Lexus HS250h use counterpart Toyota SAI

When the Lexus brand was finally introduced back in its homeland of Japan, it marked the end of the Toyota-badged Lexus products such as the Toyota Harrier, which was essentially a Lexus RX. The Land Cruiser and Lexus LX twins are still on though.

Or so we thought, because the new Lexus HS250h will be launched in Japan as a Toyota called the Toyota SAI, alongside the original HS250h which has already been launched in Japan, which isn’t really completely original at all, being a restyled Euro-market Toyota Avensis (platform also used for the Scion tC) with the Camry Hybrid’s gaso-electric powertrain. Boy, that was confusing!

Toyota will be positioning the Toyota SAI as a larger hybrid-only car compared to the Prius, though since they share the same 2,700mm wheelbase I don’t expect the interior space to be all that different, though rear headroom should be better.

In the HS250h, the chassis had to handle the naturally larger 2.4 liter Hybrid Synergy Drive hybrid system but some are saying that the Toyota SAI will use the 1.8 liter version thats in the Prius. There are of course also news that it will use the same 2.4 liter HSD engine as the HS250h. What it will have is a proper boot, while the Prius is a hatchback.

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Frankfurt Show Lexus LS600h Compact Battery Pack

Making their world premiere in Frankfurt alongside the rest of the revised 2010 model year Lexus LS range, the LS600h hybrid and its long-wheelbase sibling receive a gentle facelift with mild cosmetic tweaks that differentiate them from the petrol models, updated equipment, a new ECO driving mode, more powerful brakes and a repackaging of the battery pack. The 2010 LS600h and LS600h L are distinguished visually mainly by a new four-bar grille and front bumper with redesigned air intakes and foglamps.

Other details include the new one-piece rocker moulding and new door mirrors with chrome highlights that now incorporate twin LED turn signals and puddle lamps, while the range of exterior colours has been increased.

In the cabin the instrument panel has been redesigned and now includes a new full color, TFT LCD display and the upper air vents have been set apart from the instrumentation on the centre console. Furthermore, there's a new navigation system and the EMV multi-display touch screen has large switches and rearranged layout for the audio controls while both front seats are equipped with new, inflator operated active headrests.

Changes to the hybrid system include the introduction of a new ECO mode, which modifies the throttle action and performance of the air conditioning system to support fuel-efficient driving, and the repackaging of the battery pack into two sections of six and 14 modules that has reduced its overall size and freed up more luggage space in the boot.

Lexus says that the Hybrid Drive system has also been revised to meet Euro V exhaust emissions standards, but with no change to the car's performance with the 5.0-litre V8 petrol engine and 165kW electric motor producing a combined output of 439bhp and 520Nm of torque, giving a 0-100km/h (62mph) acceleration in 6.3 seconds. CO2 emissions are 219g/km and combined cycle fuel economy remains at 9.2lt/100km (25.3mpg US or 30.4mpg UK).

Finally, the Japanese firm's flagship hybrid has been fitted with with larger, 380mm ventilated front disc brakes with six-piston callipers, rotors and pads jointly developed with Brembo.

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