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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