Lexus LF-A
Ouais j'ai confondu les 2.... dsl....Alster a écrit :Ah... et pourquoi Lexus devrait "rester" dans un design Infinitigtrfan a écrit :Ils devraient rester dans le style G37 Coupé, mais en plus agressif...
Bref... pour cette LF-A, je trouve le design assez recherché, c'est pas joli parce que ça ne ressemble a rien...mais des qu'on l'aura vu rouler, les avis vont changer...
www.wrs-racing.com
Je partage votre scepticisme. Le moteur ne présente pas des caractéristiques si astronomiques que ça (115ch/litre, 10,20 mkg/litre).
Elle donne l'impression d'avoir été conçue il y a très longtemps et de ne pas avoir été mis à jour avec une boîte double embrayage et une injection directe par exemple.
Elle reste néanmoins beaucoup plus authentique que la GT-R à mes yeux.
Elle donne l'impression d'avoir été conçue il y a très longtemps et de ne pas avoir été mis à jour avec une boîte double embrayage et une injection directe par exemple.
Elle reste néanmoins beaucoup plus authentique que la GT-R à mes yeux.
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Mouse
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Dans le style "coupé japs au design torturé" je préfère presque celle-ci à la 370Z...(et pourtant j'aime bcp la 350...) 
...mais s'il fallait choisir je prendrai une GTR sans hésitation...
...mais s'il fallait choisir je prendrai une GTR sans hésitation...Mouse Family: '59 Alfa Romeo Giulietta Sprint - '63 Porsche 356 C Outlaw - '72 Lancia Fulvia 1.6 HF - '72 Abarth 695 SS - '73 Porsche 911 Carrera RS 2.7 reconstruction - '84 Abarth A112 - '98 Lotus Elise S1 - '04 Porsche Cayenne GTS - '06 Mini GP
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SebM
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Même avis...Mouse a écrit :Dans le style "coupé japs au design torturé" je préfère presque celle-ci à la 370Z...(et pourtant j'aime bcp la 350...)
L'ingratitude est la seule porte de sortie pour ceux que la reconnaissance embarrasse
Nouvelle vidéo officielle :
http://www.pistonheads.com/news/default ... ryId=20848
Soit disant, malgré la multiplication par 1.75 du prix supposé, Lexus y perdra sur chaque véhicule... Y'a intérêt à ce qu'elle soit vraiment hallucinante à conduire comme avait l'air de le dire le journaliste dans la vidéo postée par Corsugone.
Ah oui, pis les ventes ne s'effectueront pas avant début 2011... ça devient de plus en plus n'importe quoi...
PRESS RELEASE:
J'en retiens surtout ceci : V10 delivers 90% of its peak torque between 3,700rpm and 9,000rpm : un moteur qui a vraiment l'air fait pour moi !
Vivement qu'on puisse l'acheter séparément, avec son titanium muffler !
---------------------------------------------------------
Tokyo, October 21, 2009 - Lexus announces today the official launch of the LFA, a two-seat supercar scheduled to go into production at the end of 2010 as the pinnacle of the Lexus "F" premium sports car series. Pre-sales start today.
Ultra-responsive and extremely stable even when taken to the edge, the LFA creates a sense of reassurance that opens up a new world of driving emotion, exhilarating the senses to move the driver in more ways than one.
The LFA combines high output, superb chassis design and meticulous aerodynamics to achieve instantaneous total-vehicle response characterized by high-rev, seamless acceleration echoed by a self-defining resonance from its 4.8-liter V10.
Only 500 units of the LFA are to be produced and sold worldwide.
A prototype of the LFA is now on display at the 41st Tokyo Motor Show, which is open to the general public from October 24 to November 4 at Makuhari Messe in Makuhari, Chiba Prefecture.
1. Packaging brings out the most in fundamental performance
Strong and light
The newly developed 4.8-liter V10 engine boasts exceptional power, while lightweight materials (aluminum alloy, magnesium alloy and titanium alloy) and a very compact size (smaller than a conventional V8 ) allows for optimal weight distribution and an exceptional power-to-weight ratio.
Carbon fiber reinforced plastic (CFRP) cabin enhances high body-rigidity and reduces weight. This unique cabin is 100kg lighter than a comparable aluminum cabin. Detailed analysis and precise matching of CFRP materials allows for high rigidity and low weight. LFA CFRP production technology, including unique CFRP-to-metal joining, was completely developed by Lexus.
Balanced
Relatively higher weight components such as the engine and transmission are placed within the wheelbase. A low center of gravity is made possible by the use of dry sump lubrication1, along with placing peripheral components (oil pump, water pump) behind the engine. Furthermore, optimal placement of the transmission and the fuel tank in front of the rear axle adds to this application of centralized mass. This minimizes weight shift during cornering and contributes to outstanding performance and stability. Lighter weight components, like the radiator and electric fans, are placed behind the rear axle.
Combined with a front-engine and rear-wheel-drive configuration, the short, wide and low body allows the LFA to achieve its target front-to-rear weight distribution of 48:52.
Driver-centered
The driver's seat is positioned near the LFA's center of gravity. The centralized seating concept (with the seat between the front and rear axles and closer to the left–right center) is made possible by the use of a rear transaxle and vertically stacked torque tube and exhaust pipes reducing the width of the center tunnel. The driver placement is aimed to provide maximum car-to-driver feedback, especially under sport or high G-force driving conditions.
2. Emotive performance embodies an extraordinary driving experience
High–rev engine
Titanium valves, ultra–light weight rocker arms with a diamond–like coating and a fully integrated lower crankcase that reduces pumping losses at high RPMs combine to provide the driver with overwhelming acceleration right up to the 9,000rpm redline. The LFA's purpose-built V10 delivers 90% of its peak torque between 3,700rpm and 9,000rpm.
Precise Response
Independent, electronically controlled throttle bodies ensure precise air-feed to each of the 10 cylinders, enabling immediate engine response from the accelerator pedal. The engine response time is approximately half the normal response time of a single-throttle valve.
The six-speed ASG transmission features heavy-duty synchronizer rings and a newly developed gearshift actuator, providing the driver with a very direct shift feel. Four selectable driving modes and a seven-stage shift-speed selector that results in upshift speeds down to 0.2 seconds provide a higher level of driver control.
Track-sized high-performance (Carbon Ceramic) CCM brake discs and Electronically Controlled Braking system generate ultra-powerful yet stable braking.
Responsive handling and engaging dynamics
The very light and rigid CFRP cabin, combined with a front double-wishbone suspension and a rear multilink suspension, result in a very stable, controlled ride. Detailed aerodynamic engineering results in elements such as a flat underbody, a diffuser and a speed-controlled rear wing, which allows precise vehicle response at all vehicle speeds, thus creating unity between driver and machine.
Vehicle Dynamics Integrated Management integrates numerous vehicle dynamic functions that provide a high level of vehicle stability and preventative safety without interfering with the driver's intentions, especially when sport driving.
Exciting engine sound and L-finesse2 design
Equal-length exhaust manifolds combined with an equal-length dual exhaust system routed through a multistage titanium main muffler fine tunes the exhaust note.
An acoustically tuned surge tank linked to 10 individual throttle bodies creates a powerful induction sound. The coordination of intake and exhaust sounds overlap at various RPMs to create a unique, exciting and inspired soundtrack.
The exterior design includes carefully tuned aerodynamics and airflow management. The use of CFRP, in addition to strength and weight advantages, frees up the design of the exterior panels allowing a fresh supercar L-finesse design. The interior design combines state-of-the-art instrument-panel design and technology, along with a variety of custom-tailored interior trim packages to suit the most discerning driver.
http://www.pistonheads.com/news/default ... ryId=20848
Soit disant, malgré la multiplication par 1.75 du prix supposé, Lexus y perdra sur chaque véhicule... Y'a intérêt à ce qu'elle soit vraiment hallucinante à conduire comme avait l'air de le dire le journaliste dans la vidéo postée par Corsugone.
Ah oui, pis les ventes ne s'effectueront pas avant début 2011... ça devient de plus en plus n'importe quoi...
PRESS RELEASE:
J'en retiens surtout ceci : V10 delivers 90% of its peak torque between 3,700rpm and 9,000rpm : un moteur qui a vraiment l'air fait pour moi !
Vivement qu'on puisse l'acheter séparément, avec son titanium muffler !
---------------------------------------------------------
Tokyo, October 21, 2009 - Lexus announces today the official launch of the LFA, a two-seat supercar scheduled to go into production at the end of 2010 as the pinnacle of the Lexus "F" premium sports car series. Pre-sales start today.
Ultra-responsive and extremely stable even when taken to the edge, the LFA creates a sense of reassurance that opens up a new world of driving emotion, exhilarating the senses to move the driver in more ways than one.
The LFA combines high output, superb chassis design and meticulous aerodynamics to achieve instantaneous total-vehicle response characterized by high-rev, seamless acceleration echoed by a self-defining resonance from its 4.8-liter V10.
Only 500 units of the LFA are to be produced and sold worldwide.
A prototype of the LFA is now on display at the 41st Tokyo Motor Show, which is open to the general public from October 24 to November 4 at Makuhari Messe in Makuhari, Chiba Prefecture.
1. Packaging brings out the most in fundamental performance
Strong and light
The newly developed 4.8-liter V10 engine boasts exceptional power, while lightweight materials (aluminum alloy, magnesium alloy and titanium alloy) and a very compact size (smaller than a conventional V8 ) allows for optimal weight distribution and an exceptional power-to-weight ratio.
Carbon fiber reinforced plastic (CFRP) cabin enhances high body-rigidity and reduces weight. This unique cabin is 100kg lighter than a comparable aluminum cabin. Detailed analysis and precise matching of CFRP materials allows for high rigidity and low weight. LFA CFRP production technology, including unique CFRP-to-metal joining, was completely developed by Lexus.
Balanced
Relatively higher weight components such as the engine and transmission are placed within the wheelbase. A low center of gravity is made possible by the use of dry sump lubrication1, along with placing peripheral components (oil pump, water pump) behind the engine. Furthermore, optimal placement of the transmission and the fuel tank in front of the rear axle adds to this application of centralized mass. This minimizes weight shift during cornering and contributes to outstanding performance and stability. Lighter weight components, like the radiator and electric fans, are placed behind the rear axle.
Combined with a front-engine and rear-wheel-drive configuration, the short, wide and low body allows the LFA to achieve its target front-to-rear weight distribution of 48:52.
Driver-centered
The driver's seat is positioned near the LFA's center of gravity. The centralized seating concept (with the seat between the front and rear axles and closer to the left–right center) is made possible by the use of a rear transaxle and vertically stacked torque tube and exhaust pipes reducing the width of the center tunnel. The driver placement is aimed to provide maximum car-to-driver feedback, especially under sport or high G-force driving conditions.
2. Emotive performance embodies an extraordinary driving experience
High–rev engine
Titanium valves, ultra–light weight rocker arms with a diamond–like coating and a fully integrated lower crankcase that reduces pumping losses at high RPMs combine to provide the driver with overwhelming acceleration right up to the 9,000rpm redline. The LFA's purpose-built V10 delivers 90% of its peak torque between 3,700rpm and 9,000rpm.
Precise Response
Independent, electronically controlled throttle bodies ensure precise air-feed to each of the 10 cylinders, enabling immediate engine response from the accelerator pedal. The engine response time is approximately half the normal response time of a single-throttle valve.
The six-speed ASG transmission features heavy-duty synchronizer rings and a newly developed gearshift actuator, providing the driver with a very direct shift feel. Four selectable driving modes and a seven-stage shift-speed selector that results in upshift speeds down to 0.2 seconds provide a higher level of driver control.
Track-sized high-performance (Carbon Ceramic) CCM brake discs and Electronically Controlled Braking system generate ultra-powerful yet stable braking.
Responsive handling and engaging dynamics
The very light and rigid CFRP cabin, combined with a front double-wishbone suspension and a rear multilink suspension, result in a very stable, controlled ride. Detailed aerodynamic engineering results in elements such as a flat underbody, a diffuser and a speed-controlled rear wing, which allows precise vehicle response at all vehicle speeds, thus creating unity between driver and machine.
Vehicle Dynamics Integrated Management integrates numerous vehicle dynamic functions that provide a high level of vehicle stability and preventative safety without interfering with the driver's intentions, especially when sport driving.
Exciting engine sound and L-finesse2 design
Equal-length exhaust manifolds combined with an equal-length dual exhaust system routed through a multistage titanium main muffler fine tunes the exhaust note.
An acoustically tuned surge tank linked to 10 individual throttle bodies creates a powerful induction sound. The coordination of intake and exhaust sounds overlap at various RPMs to create a unique, exciting and inspired soundtrack.
The exterior design includes carefully tuned aerodynamics and airflow management. The use of CFRP, in addition to strength and weight advantages, frees up the design of the exterior panels allowing a fresh supercar L-finesse design. The interior design combines state-of-the-art instrument-panel design and technology, along with a variety of custom-tailored interior trim packages to suit the most discerning driver.
[i]"It's not how fast you go, it's how you go fast."[/i]
Tu serais pas nippophobe par hasard ?ToTheEnd a écrit :Je vous trouve injuste.
La bagnole est moche à l'extérieur ET à l'intérieur... à l'image de la GT-R, je suis sûr que ça va être une super voiture mais:
1. le design s'adresse avant tout à des clients aveugles
A lire tes récents commentaires, la question est : y a-t-il une seule voiture japonaise que tu aies trouvé esthétiquement réussie ?Les phares avant sont moches, le masque avant est vraiment pas folichon, certes, c'était une stupidité colossale de présenter la voiture en blanc, mais de là à dire que toute la caisse est moche... L'intérieur est par contre une totale réussite à mon sens.
Bien vu, malgré un "newly developed gearshift actuator", on est à 200ms... vraiment pas top...juliencor a écrit :Et sur la vidéo, les passages de rapports semblent lents, on est bien loin des standards sportifs actuels en matière de boîte robotisée.
Faudra m'expliquer ta notion d'"authentique"choup a écrit :Elle reste néanmoins beaucoup plus authentique que la GT-R à mes yeux.
A) dans le cas de la LF-A
B) dans le cas de la GT-R
Ca m'intéresse.
[i]"It's not how fast you go, it's how you go fast."[/i]
-
ToTheEnd
- GP2
- Messages : 2532
- Inscription : 08 août 2008 19:16
- Véhicules : Porsche 911c4s / Ducati 1098s
Je pensais ne pas avoir laisser trop de doute sur cet aspect... pour être clair, la réponse est non (sauf peut être la 300zx quand j'étais ado... mais à cette époque là, j'étais amoureux de Dorothée donc c'est dire si j'avais un problème). Mais ce n'est pas un hasard, j'ai jamais trouvé une caisse tunée jolie non plus... ceci explique sûrement cela.Alster a écrit :Tu serais pas nippophobe par hasard ?
Ceci dit, je rassure tous les éventuels lecteurs japonais... j'adore plein de trucs de chez eux... mais pas vraiment leurs réalisations automobiles (même si je suis certain que ça roule super bien).
T
Très simple, la LF-A est plus authentique car elle a un moteur atmosphérique affectionnant les hauts régimes et un poids relativement contenu. Elle est donc relativement "simple" dans sa conception. La définition d'une voiture de sport non ?Faudra m'expliquer ta notion d'"authentique"
A) dans le cas de la LF-A
B) dans le cas de la GT-R
Ca m'intéresse.
La GT-R me semble moins authentique à cause de ses gimmicks, tels que le graphisme de jeux vidéo ou le moteur assemblé en salle blanche (quel apport réel ?) ou la transmission qui ne peut être accouplé qu'à un seul moteur ... C'est bien beau de mouiller les fesses des clients avec des détails mais si en retour certaines fonctions sont inutilisables sous peine de perdre la garantie ce n'est pas très malin.
Je déteste également la communication de la GT-R, basée sur le mensonge ou à tout le moins invérifiable. En termes marketing c'est génial car pour ceux qui aiment la GT-R c'est un argument supplémentaire tandis que pour ceux qui n'aiment pas (dont ma modeste personne), le mensonge présumé convainc dans l'autre sens. Dans tous les cas, c'est malhonnête.
Désolé pour le HS.
Trop !SebM a écrit :La grande question c'est : est-ce qu'elle arrivera à suivre une Z06 ??
Après la série "will it blend ?", t'auras "but the question is : will it follow a Z06 ?"
PS HS : Imagine si Mouse avait mis Laguna Seca dans le topic Z06...
[i]"It's not how fast you go, it's how you go fast."[/i]
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