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Road & Track Magazine - Driving Impression: 2011 Lexus LFA (12/2009)



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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.

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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.

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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...

When Chief Engineer Haruhiko Tanahashi was charged to lead the Lexus LFA sports-car program in 2000, he had a rare opportunity — every engineer's dream — to design a supercar from a clean sheet of paper. However, at the time, Toyota's highest-performance car to date was the Supra, and it never played in the same supercar category as Ferrari, Lamborghini or Porsche. Tanahashi had to proceed without having the luxury of a previous Toyota supercar. And so it took 10 years — learning and improving continuously — before the LFA would finally be ready to be unveiled.

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As with any super sports car, the heart and soul of the LFA is its engine. Work began on the LFA's powerplant within a year of Tanahashi's arrival. The all-new 4.8-liter aluminum V-10 has exterior dimensions comparable to a typical Toyota V-8's, but weighs about the same as a V-6. The front mid-mounted power unit serves up 560 bhp (DIN) at a dizzying 8700 rpm. Peak torque of 354 lb.-ft. arrives at 6800 rpm. Employing intelligent variable valve timing (VVT-i) on both the intake and exhaust, the engine produces 90 percent of its maximum torque at only 3700 rpm. A 72-degree vee angle helps minimize first and second order vibrations, a natural concern in a V-10 with a lofty 9000-rpm redline.

To achieve quick and smooth engine response for its V-10, Toyota worked with longtime partner Yamaha — well known for its high-speed valvetrain expertise. Individual throttle bodies for each cylinder, forged aluminum pistons and carbon-coated rocker arms (with integrated oil jets), plus titanium connecting rods and valves, contribute to the engine's ability to rev from idle to 9000 rpm in a mere 0.6 sec. In fact, the powerplant spools up so quickly that only a digitally simulated analog tachometer can keep up. Making sure the engine is well lubricated while operating at extreme loads is a dry sump system capable of sustaining cornering forces of more than 2g. Although incredibly potent, the LFA's V-10 meets the Euro V emissions regulations thanks in part to early light-off of the catalytic converters during cold starts.

For Tanahashi, absolute sports-car driving pleasure is as much about having a proper engine note as it is having a responsive engine. Here again, Toyota worked with Yamaha to fine-tune the acoustics of the V-10. Through a two-stage air intake integrated into one resonant chamber, and also via a split equal-length exhaust manifold leading to a multi-stage silencer, the LFA's powerplant belts out a Formula 1-like wail that will grab anyone's attention. The varying sound from the resonant air chamber (from 300 Hz at 4000 rpm to 600 Hz at the 9000-rpm redline) is piped into the cockpit below and above the dashboard so the occupants can also enjoy the race-tuned engine shriek.

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Mated to the LFA V-10 is a transaxle driving the rear wheels, featuring a 6-speed, single-clutch paddle-shift transmission. The clutch actuation is hydraulic, the system cooled by a dedicated oil cooler. To ensure smooth operation, triple synchros are installed on the first four gears, and double synchros are in place for the remaining two. There are four gearbox modes to choose from: Auto, Sport, Normal and Wet. In Sport, where manual shifting is required, there are seven shift settings that enable the transmission to swap gears in as little as 0.2 sec., or a more lengthy 1.0 sec. for smoother operation during cruising. Integrated within the transaxle is a torque-sensing limited-slip differential that helps you turn more of that 560 bhp into forward motion when exiting corners.

The LFA chassis consists of three main pieces: a Carbon Fiber Reinforced Plastic (CFRP) center tub, and aluminum alloy subframes extending forward and back. Toyota relied on its own extensive textile weaving heritage and expertise to help construct the carbon-fiber tub. Labor-intensive resin-impregnated carbon-fiber sheets are hand laid to form the exceptionally stiff and strong cabin structure. Resin Transfer Molding (RTM), where preformed carbon fiber is impregnated with resin, is used for the floor, transmission tun nel and hood. Sheet Molding Compound (C-SMC), where short-fiber carbon-fiber material is hot-pressed into a die, is used for the C-pillars and the rear floor. In total, CFRP accounts for 65 percent of the weight of the LFA's body-in-white, with aluminum alloys representing the remaining 35 percent. With the CFRP, Toyota estimates it's about 220 lb. lighter than an all-aluminum structure.

Keeping the LFA firmly planted on the asphalt is its suspension, which features double A-arms in front, a multilink rear, and non-adjustable springs and shocks. Carbon-ceramic rotors, 15.4 in. up front and 14.2 in. at the rear, are on duty to slow the car with confidence and minimal fade. Bridgestone has provided specially designed 20-in. asymmetric-tread tires, with 265/35s leading and 305/30s following.Aero grip is enhanced by the LFA's flat underbody and carbon-fiber rear diffuser, plus a rear wing that will deploy at speeds greater than 50 mph. The overall drag coefficient is 0.31. Additionally, a varying-degree (from Normal to Sport to fully defeatable) stability control system is there to provide that extra layer of safety when needed.

Even though Tanahashi and his team have taken 10 years to develop the LFA, these engineering perfectionists probably wish they had more time with the car. All we can say is this: We're glad Toyota's first supercar has finally arrived.

Up Next: 5 Questions with Haruhiko Tanahashi >>