The Lexus LFA project began life in 2000. The intention was to enter the exotic sports-car world alongside Ferrari, Lamborghini and Porsche. An ambitious goal, no doubt. But credit to chief engineer Haruhiko Tanahashi and his team for doing their homework. As the concept cars were making their rounds on the auto show circuit in 2005, work had already started on the LFA prototypes at the mecca of sports-car development — the Nürburgring Nordschleife track in Germany. Not only did the Nordschleife laps provide much media buzz and countless spy shots, they probably also encouraged Lexus to enter the grueling Nürburgring 24-Hour race in 2008 and 2009.
With nearly 10 years of development, and at times with production plans in limbo due to the slumping world economy, the 2011 Lexus LFA finally made its debut at the recent Tokyo International Motor Show. A few weeks prior the show, we were invited to the Nordschleife to experience the car for ourselves.
On the outside, the LFA conveys a high-tech image. The sinister bi-xenon headlights and concave fender sculpting are distinctive. Adding to the car's purposeful look are thin taillights with blacked-out heat vents, and three exhaust pipes nestled between the two diffuser tunnels. Inside, the supportive leather seats and Alcantara headliner are complemented by high-tech carbon fiber on the dash and doors. The instrument panel features a ringed LCD display showing the speed digitally with engine rpm presented in analog format using computer-generated graphics. Behind the steering wheel are stationary downshift (left) and upshift (right) paddles actuating the 6-speed transmission.
Strap into the driver seat and push the start button; the roar of the V-10 immediately tells you this is a serious machine. Blip the throttle. The 4.8-liter 4-cammer races to its 9000-rpm redline immediately and effortlessly, like a motorcycle engine. The sound reminds me of a Formula 1 powerplant, which is not surprising given Toyota's Grand Prix involvement.
On the roads around the Nürburgring, the LFA is docile. Even with 560 bhp on tap, the car doesn't need to be driven in anger to appreciate its power and road-hugging ability. Put the paddle-shift transmission in the sportiest setting and the gear swaps are snappy. And although the gearbox is mildly clunky in traffic, with a few rattles and hisses as the clutch engages and disengages, this is by far the best single-clutch hydraulically actuated transmission on the market.
With no adjustable dampers, the LFA has a ride that's not harsh, especially when considering that the car is also tuned for track use. Tackle a corner a bit more aggressively and the Lexus responds with quick turn-in. On the Autobahn where the car can stretch its legs, 180 mph can be reached easily with absolute stability and confidence. The driver sits low in the cockpit, providing an extra sense of safety and making him feel like he's a part of the car, not riding on top of it.
After a short briefing of proper Nordschleife driving etiquette, we are unleashed onto the famous 13-mile circuit for a few laps. Twisting and turning past the Hatzenbach corners, and on full-throttle through Flugplatz and the double-apex, the LFA feels right at home. Its suspension soaks up the bumps well, and quickly hunkers back down waiting for the driver's next command. Don't look down at the speedometer because you'll be surprised at how much speed this car can carry.
Through the back section of the Nordschleife where a few off-camber turns can upset the car, the LFA pulls through with minimal drama. The car feels lively as it dances through the corners, the Torsen limited-slip differential helping the car blast out of the turns. Even with the yaw control completely deactivated, the Lexus behaves predictably with mild understeer. As the speed picks up, the steering feels a little light and less communicative. Carbon-ceramic rotors mean the car slows consistently with zero fade, but the pedal travel is a bit too long.
There will only be 500 LFAs produced. Twenty per month will be made at the Motomachi plant in Toyota City in Japan. Price has not been confirmed, but it's estimated to be in the high $300,000s. First delivery is expected in January 2011.
The company's first supercar is a worthy effort, and we especially like how it was developed so carefully and methodically at the Ring. In fact, the LFA was even raced at the Ring twice before it was production-ready — a nontraditional approach that few car companies have dared to try. Perhaps it's best to call the Nordschleife the true birthplace of the LFA.
On the outside, the LFA conveys a high-tech image. The sinister bi-xenon headlights and concave fender sculpting are distinctive. Adding to the car's purposeful look are thin taillights with blacked-out heat vents, and three exhaust pipes nestled between the two diffuser tunnels. Inside, the supportive leather seats and Alcantara headliner are complemented by high-tech carbon fiber on the dash and doors. The instrument panel features a ringed LCD display showing the speed digitally with engine rpm presented in analog format using computer-generated graphics. Behind the steering wheel are stationary downshift (left) and upshift (right) paddles actuating the 6-speed transmission.
Strap into the driver seat and push the start button; the roar of the V-10 immediately tells you this is a serious machine. Blip the throttle. The 4.8-liter 4-cammer races to its 9000-rpm redline immediately and effortlessly, like a motorcycle engine. The sound reminds me of a Formula 1 powerplant, which is not surprising given Toyota's Grand Prix involvement.
On the roads around the Nürburgring, the LFA is docile. Even with 560 bhp on tap, the car doesn't need to be driven in anger to appreciate its power and road-hugging ability. Put the paddle-shift transmission in the sportiest setting and the gear swaps are snappy. And although the gearbox is mildly clunky in traffic, with a few rattles and hisses as the clutch engages and disengages, this is by far the best single-clutch hydraulically actuated transmission on the market.
With no adjustable dampers, the LFA has a ride that's not harsh, especially when considering that the car is also tuned for track use. Tackle a corner a bit more aggressively and the Lexus responds with quick turn-in. On the Autobahn where the car can stretch its legs, 180 mph can be reached easily with absolute stability and confidence. The driver sits low in the cockpit, providing an extra sense of safety and making him feel like he's a part of the car, not riding on top of it.
After a short briefing of proper Nordschleife driving etiquette, we are unleashed onto the famous 13-mile circuit for a few laps. Twisting and turning past the Hatzenbach corners, and on full-throttle through Flugplatz and the double-apex, the LFA feels right at home. Its suspension soaks up the bumps well, and quickly hunkers back down waiting for the driver's next command. Don't look down at the speedometer because you'll be surprised at how much speed this car can carry.
Through the back section of the Nordschleife where a few off-camber turns can upset the car, the LFA pulls through with minimal drama. The car feels lively as it dances through the corners, the Torsen limited-slip differential helping the car blast out of the turns. Even with the yaw control completely deactivated, the Lexus behaves predictably with mild understeer. As the speed picks up, the steering feels a little light and less communicative. Carbon-ceramic rotors mean the car slows consistently with zero fade, but the pedal travel is a bit too long.
There will only be 500 LFAs produced. Twenty per month will be made at the Motomachi plant in Toyota City in Japan. Price has not been confirmed, but it's estimated to be in the high $300,000s. First delivery is expected in January 2011.
The company's first supercar is a worthy effort, and we especially like how it was developed so carefully and methodically at the Ring. In fact, the LFA was even raced at the Ring twice before it was production-ready — a nontraditional approach that few car companies have dared to try. Perhaps it's best to call the Nordschleife the true birthplace of the LFA.
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