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Friday, October 30, 2009
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.
There's more to this story than driving impressions and photos.
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.
Up front, it's a semi-convoluted mess of angles and creases typified by the overwrought headlamps that look more like an afterthought than a cohesive design element. But get aft of the A-pillar, and it's marvelous. Swoops, intakes, smooth, organic surfaces matched with raw, industrial (and functional) components. The LFA has presence, though it's decidedly low-key when compared to other exotica – something that could be a boon or a curse for appearance conscious consumers.
Every carbon fiber component was developed and manufactured by Toyota.
Even if you can't get past the fascia, know that everything is there for a purpose. And that purpose is performance. The gap ahead of the hood feeds air to the engine. The intakes below the doors cool the brakes and supply air to the rear-mounted radiators. The sizable side mirrors and quaint set of spoilers hovering over the LED tail lamps are pure, wind tunnel and track-tested perfection. The two small slits housed within the black vents out back provide an exit for air that's been scooped up from an underbody tray to cool the titanium exhaust. And the dual ducts in the hood are mated to a chimney that shuttles the toasty atmosphere away from the titanium exhaust manifold. It's all ruthlessly exacting and terrifically efficient – exactly what you'd expect from an automaker whose recent reputation is built on perfection over passion. But that's not an insult, it's a necessary – maybe even complimentary – explanation when you scratch past the 28 available exterior colors.Here's an example: Unbeknownst to us, Toyota has 150 years of textile manufacturing experience. Why bring it up? That gracefully arching A-pillar is the product of one of two rotary looms in the world (we're working on snagging video from Lexus PR) masterfully weaving individual strands of carbon fiber into the desired shape. And that's just the A-pillar. Every single carbon fiber component was developed and manufactured by Toyota – from the tub to the body panels – including the blast fiber reinforced sheet panels (think Chevrolet Corvette or Saturn) for the front and rear fenders, doors, roof rails and rocker panels. Parking lot dings are a simple (if expensive) swap away.
This holistic approach to development is one of the reasons it took so damn long for the LFA to come to market. Midway through its incubation, Toyota realized it couldn't meet the rigidity, weight and sound targets with an aluminum structure, so they went back to the drawing board and decided to replace it all with carbon fiber. The result: the 3,263-pound LFA is 65 percent composite and 35 percent aluminum – not single a piece of steel to be found.
And no, there won't be a convertible version.
That's a pity when you hear the 72-degree 4.8-liter V10 blasting past its 9,000 RPM redline. As evident in the video last week, the engine's exhaust note is muted and a bit of bore inside the cabin. But outside, running down the front straight of the Miami-Homestead Speedway, it sounds like an industrial hairdryer mic'd through a bullhorn. The aural cacophony and prodigious output of the 1LR-GUE V10 is partially thanks to Yamaha, which helped develop the engine for Toyota. But the collaboration didn't just net 552 horsepower at 8,700 RPM and 354 pound-feet of torque at 6,800 RPM. Yamaha tapped its musical department to tune the intake and exhaust tracts, resulting in a decidedly un-V10 soundtrack. It's not quite an F1 blare, but it's not far off, and below 3,000 RPM, there's no hint of the potential underneath and none of the unbalanced rattling found in truck engines modified for track duty.
Three air-cooled heat exchangers and a 10-liter remote oil reservoir handle both cooling and lubrication duties for the dry-sump V10, which is shorter and narrower than Toyota's own 3.5-liter V6. With weight distribution of paramount importance, the engine sits behind the strut towers and rests so deep that the valve covers actually sit below the tops of the tires. Because of its low placement and the rear-mounted six-speed sequential gearbox, Toyota developed an offset gear mounted to the crank that sends power to the transmission through a torque tube – a world's first. All of this results in a 48/52 front-to-rear weight distribution and a center of gravity that sits just behind the steering wheel. You're practically sitting on top of it, so the LFA pivots around your hips rather than being anchored up front – nearly negating the mid-engine argument.
Nestled into the stylish yet supremely comfortable seats, Toyota's attention to detail continued to assault every fiber of my being. I can't remember the last time I was excited about seat controls (never?), but the milled aluminum switchgear next to one's left leg is modern automotive art. Even the seatbelt causes pause: its thick, textured outer coating stretched across the chest, simultaneously securing and satisfying. I've never experienced that before, and probably never will again.
With the wheel-mounted Engine Start button depressed, the TFT screen lights up in Auto mode with the central-mounted aluminum bezel surrounding the tach and a digital speedometer – it's all digital and all configurable. Press the D-pad on the left of the steering wheel and the trip computer, engine vitals and lap timer pushes the tachometer to the right. Toggle the switch again and the display smoothly retracts back to the center. Three knobs to the left of the instrument cluster allow you to change transmission, engine and traction control settings, with the top knob allowing the selection of Auto, Sport, Normal or Wet driving modes. Twisting it down to Sport, all 552 horses are at my disposal, the gearshifts drop to two-tenths of a second and the tach's background switches to white, drops the 1,000 RPM mark and moves the redline up to the two-o'clock position for optimal viewing.
Finally, it's time to drive.
I leisurely run through first, second and third gears before making the slow left turn to enter the track. Gear changes are polished, but slightly abrupt, and only slightly smoother in automatic mode. Although two-tenths is properly quick, the latest 'boxes from Italy and Germany could put the LFA to shame in execution, but not refinement considering Toyota's decision to stay sequential.
I take the first lap around Homestead's infield (sadly, no banked runs for us – the LFAs on hand are the only two production prototypes in existence), to get the feel for the layout, but by the time I make it back to the front straight – tires warmed, carbon ceramic discs begging to be brutalized – my confidence grows in proportion to how quickly the ten individual throttle butterflies shuttle air into the compact V10.
By the time I brake for the first sweeping left-hander, I've crested the 130 MPH mark, the front 15.35-inch and 14.17-inch rear drilled discs clamped by six-piston (front) and four-piston (rear) calipers. Body roll? You'd have a better chance finding a show tunes CD in a Texas locker room. There's absolutely no dive, twist or squat transitioning from the stoppers to the steering to the throttle before downshifting from fourth to third with the left paddle.
I clip the first apex on the left, dab the brakes for the late apex on the right and realize there's no reason to slow down or load up the height adjustable front coilovers. The front double A-arm and multi-link rear suspension is perfectly taut and supremely composed as I lay into the throttle down the infield straight. The tach effortlessly flies to the right, glows green for a moment at 8,500 RPM, then red at 9k joined by an infernal beep when I select third and, a sneeze later, fourth. Heavy braking into another late right-hander, snatch third before going into a long right-hand bend and then right back up through fourth. The whole experience is so undramatic that it's unnerving. And not particularly thrilling either.
Generally, when I come off of a new track after a few hot laps in anything – Versa or Veyron – my hands are a bit shaky and my legs a little on the wobbly side. With the LFA, it feels like I just re-robed after a Swedish massage. That's just not right, so after an internal download session, I head back for another three laps.
This time out, I've got a flow, a feel for the track and its transitions. On the three sections where the road course meets the oval, the surface changes slightly, providing the perfect opportunity for a few ill-advised – but controlled – hamfisted maneuvers. Coming onto and off the back straight, where a 100+ MPH run is easily attainable, these abrupt transitions simply can't rattle the LFA no matter the steering, throttle or brake inputs. With four strategically placed mounts holding the engine and transmission to the carbon fiber monocoque, the four 20-inch wheels (each wrapped in an all-new Bridgestone Potenza pattern that Lexus isn't at liberty to talk about) remain in constant contact with the tarmac, no matter what idiotic maneuver I pull off. I deliberately nail the sexy machined brake pedal mid-corner and the LFA readjusts its attitude and carries forth. The power-assisted steering may not be the most communicative, but it's perfectly precise and deadly accurate. When I stab the throttle with around 30 degrees of lock dialed in, the Sport mode's traction control setting – which modulates the rear brakes and doesn't disrupt power delivery (the opposite of Normal mode) – and the Torsen limited-slip differential allows the rear end to gently track out, while all I've done is keep the throttle planted and taken a few degrees out of the steering. It's otherworldly and simply effortless to drive quickly.
Right. But is it fun?
It is, but in a leather-ensconced, grand-tourer from the fourth dimension way. Unfortunately, we never had the opportunity to take the LFA onto public roads, so its daily livability (that suspension is plenty stiff) and horizon-come-forth abilities haven't been fully exploited, let alone assessed. But it's got the potential to be many things – track toy and ultra-GT – to 500 (stupendously wealthy) people. But the overarching question about why Toyota's created the LFA still remains unanswered.
The LFA is a harbinger of the future for Toyota.
Sure, it's a halo car in the purest sense. With only 20 LFAs being built between December of 2010 and the end of 2011, a $375,000 MSRP and 30 billion ways for well-to-do owners Let's go back to the bird's eye view. Toyota opted for a carbon fiber structure as opposed to aluminum, and while we almost/sorta/kinda buy the line about the previous prototypes not meeting specific targets, it would've been far less expensive to manufacture the LFA out of metal rather than the exotic and expensive weave. By doing everything in-house, Toyota's learned plenty about the mass production of carbon fiber and, possibly, how to bring costs down to a more manageable level – maybe even less than aluminum.
The age of automotive lightness is nearly upon us, and unconventional wisdom says that the automaker who brings composite production costs out of the stratosphere is going to have a huge advantage going forward. The LFA is a test bed for that development – the first massive leap for the world's largest automaker.
While weight reduction is something all enthusiasts are clamoring for, Toyota's first application is the hyper-expensive LFA. Far, far below that is the FT-86 Concept, which Toyota asserts is the model for lightweight sports coupes going forward. So they've got the LFA at the top and the FT-86 at the bottom... what's in between?
We don't know, but we wouldn't be surprised if Toyota unveils something in the next few years that takes the lessons learned from the LFA and distills them into a lightweight, sub-$100k package. That model – if not that specific vehicle – seems to be the direction President Akio Toyoda is aiming for... and until then, the LFA is here: A harbinger of the future and proof that immensely entertaining things are on the way from Toyota. Finally.
According to The Detroit News, the big joint development program formed several years ago between General Motors, Daimler, Chrysler and BMW to develop a two-mode hybrid system for light duty vehicles is over. With all four automakers now having launched versions of the gas-electric system, the joint program is being wound down and the Troy, Michigan office where engineers from each company collaborated will be closed by the end of this year. Most of the joint work actually ended last June and many of the staff have already been relocated to other facilities.
The Mercedes-Benz ML450 hybrid and BMW X6 ActiveHybrid are both going into production right about now using a version of the two mode transmission built by Daimler. Chrysler, which briefly built a version of the Durango and Aspen SUVs with the hybrid system last year, remains committed to re-launching the system in the Ram pickups in 2010. At this point, however, it looks unlikely that the planned light-duty hybrid will launch anytime soon in the Ram 1500.
[Source: The Detroit News]
Wednesday, October 28, 2009
How do you make your $1.3 million car more exclusive? You get the Bugatti Veyron Pur Sang (a really lame name) limited just to 5-units worldwide these special-edition Veyron were all immediately sold at a $300k premium.
Pur Sang means ‘Pure blood’ in French and the chromed Veyron is differentiated by its paintjob, or rather, lack thereof.
The body panels were assuredly polished but left in their natural state of aluminum and carbon fiber, the separation between which does not follow along the lines of the traditional Veyron’s two-tone color scheme.
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Monday, October 26, 2009
world top Hyundai Santa Fe
blurred the boundaries between freedom and civilized asphalt road surface. Try attractive force of freedom!
Hyundai Santa Fe
Rigid construction vehicles and powerful, its impressive characteristics 2,7-liter engine V6 most suitable for active lifestyles. A strong, confident, a real male silhouette is not just an application for a better style, it is a declaration of independence.
Hyundai Santa Fe 02
Flawlessly combining excellent design and outstanding dynamics, Hyundai Santa Fe is always ready to help you get a new chunk out of adrenaline.
Hyundai Santa Fe
Hyundai Santa Fe insatiable thirst. Take for rudder and go in search of new adventures. Neither do not worry about than - Hyundai Santa Fe reliably protect you and your freedom. Today, Hyundai Santa Fe heads the list of 10 most compact SUVs safer.
Hyundai Santa Fe Interior
Hyundai Santa Fe
Steel bodywork Hyundai Santa Fe, optimized to give maximum rigidity of the assembly, increases safety. In addition, ease of management and reliability are provided MacPherson front suspension and dual lever rear suspension.
Hyundai Santa Fe
Hyundai Santa Fe
Differential transmit torque in the proportion 60:40 at the front and rear axle, which makes it possible to achieve maximum stability and sustainability of any Hyundai Santa Fe on the road.
Hyundai Santa Fe Engine
Hyundai Santa Fe
In Hyundai Santa Fe equipped with a basic kit airbags for the driver and passenger and antilock brake system.
Hyundai Santa Fe
Undoubtedly, you have your own unique style. And, of course, you want your Hyundai Santa Fe to have identity that distinguishes it from other SUVs 4 х4. In such a case, Hyundai Santa Fe is the best choice.
Hyundai Santa Fe
Strong, confident, even paillette silhouette features Hyundai Santa Fe is not just an application for a better style, it is a declaration of independence.
Hyundai Santa Fe
The front part of Hyundai Santa Fe looks aggressively, and rounded body parts stress modernity and design excellence of performance.
Hyundai Santa Fe
Front Panel formed a large number of surfaces with smooth transitions. It cuts a central console, limited by sharp ribs. From the central panel in the direction of the doors hanging cumbersome conversions, giving the original design Cabin outer appearance. The dominant color in the cabin-gray or beige.
Hyundai Santa Fe
Hyundai Santa Fe earned a well-deserved glory speed jeep among people who prefer an active life. The new Hyundai Santa Fe is fully subjected their athletic nature slightest movement of the driver, while driving on a road clearly claim to the title of champion in the class SUV with a full drive.
Hyundai Santa Fe
By its technical parameters of Santa Fe is still more suited to ride on good roads. Bears 5-door bodywork type "touring" with a fully independent suspension all wheels coupled with a high active and passive safety. The propulsion units are cross and include 2,4-liter 4-cylinder and the 2,7-liter 6-cylinder engines power 150 and 170 hp accordingly, working only with adaptive 4-staged "automaton". The emergence of cheaper expected Tractors set.
Hyundai Santa Fe
Hyundai Santa Fe was created for all ages, leading an active life. This independent suspension, the engine is powerful, energetic design and excellent finishing Saloon cars have success. Easy in the management of Hyundai Santa Fe behaves perfectly on city streets and dusty rural roads.
Hyundai Santa Fe
Hyundai Santa Fe combined in the comfort and convenience of a car, safety car class SUV and minivan volume. Five people freely to accommodate impressive in size cabin Hyundai Santa Fe, while in the boot left enough room for things.
Hyundai Santa Fe
Hyundai Santa Fe seats, steering wheel and gear selector got skin. The central console is made of black opaque material, pleasant to the touch. The back door opens up. Where there is no need to open a rear door, push the button allows you to open a special glass back door.
Hyundai Santa Fe
Paul has many deepening luggage, which did not allow the movement of cargo move in Hyundai Santa Fe. Moreover, in the boot of sockets installed to connect the refrigerator or lamp.
Hyundai Santa Fe will allow you to move in any direction and do anything.thanks for visit
Hyundai Santa Fe – First Drive: Choice is a good thing in almost any situation, but especially when you’re shopping for a car. The more models you have to choose from, the more competitive the price, the more features you get and, ultimately, a better vehicle winds up in your driveway.
This is assuming you research your vehicle purchase, of course. And if you’re among those who study up before you venture onto a dealership lot, this will come as no surprise: Hyundai, especially with the debut of a new 2007 Santa Fe, is on the move. Call it the New Toyota, and while doing so is unfair to both the point is nonetheless relevant: Hyundai is doing what Toyota has done for the past decade, which is build safe, reliable and well-made vehicles, set an aggressive price, and watch as one after another leave lots in the hands of happy motorists. Rest assured that officials in Tokyo and Kentucky are spending many more sleepless nights thinking about the emergence of Hyundai than they are worried over any comebacks mounted by Ford or General Motors. The domestic darlings, for all their efforts, have a long way to go before they wipe out years spent building second-rate cars and selling at a discount. Hyundai, on the other hand, is already beginning to craft a name for itself as the “better” buy. The days of being the low-price leader with a great warranty are over, yo – Hyundai is now among the makers of cars with the most to offer. Need a competitor for the Camry or the Accord? Check out the Sonata. Tired of looking at Siennas and Odysseys? Take a gander at the Entourage.
It all comes back to choice.
And now that choice extends to SUVs. The little Santa Fe is no longer so little. It’s grown up, with more room, more power, a more sophisticated style, and a fine interior full of nice touches and thoughtful design elements. Sure, there are holes – every car has its weak spots. For the Santa Fe, it looks like fit-and-finish is a potential issue, and there are competitors with more horsepower or that offer better fuel economy – a major issue in these $3-plus per gallon times. Curiously, Hyundai decided to offer its base Santa Fe with a smaller V6 engine instead of following the herd and bolting in a four-cylinder gas sipper. The difference in fuel economy may be debatable: Hyundai’s 2.7-liter V6 stacks up as an efficient powerplant, but the absence of a four-cylinder may leave the Santa Fe at a competitive disadvantage as rising fuel prices drive up the desirability of smaller engines.
All in all, however, the Santa Fe is everything a mid-size SUV needs to be – and slightly more – at a competitive price. In this, one of the most hotly contested of new car segments, that’s news other automakers will be loath to hear but music to the ears of thousands of SUV buyers looking for choice and who are, increasingly, choosing a Hyundai.
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One of the fastest growing vehicle segments is midsize crossover SUVs, and it’s easy to see why. These vehicles offer the style and functionality of a traditional SUV while providing the sporty ride quality, handling and fuel economy of a car. For much of this decade, Hyundai’s offering has been the midsize Santa Fe.
There was a time when the only reasons to favor a Santa Fe over its competition were its low price, lengthy standard features list and Hyundai’s generous warranty. Introduced for the 2001 model year, the first-generation model was affordable but failed to perform to the levels of its competition in most other areas. Thankfully, the all-new second-generation Hyundai Santa Fe is a big step up in terms of styling and performance. Highlighted by its contemporary appearance and upscale and roomy interior design, the current model is one of the better values in the $20,000-$30,000 price bracket of the midsize crossover SUV class.
Current Hyundai Santa Fe
It takes only one glance at the second-generation Hyundai Santa Fe, which bowed in 2007, to see that Hyundai has made a strong effort to move upmarket. The midsize SUV comes in three trim levels — GLS, SE and Limited. The base GLS model is powered by a revamped version of the previous model’s 2.7-liter V6, which now makes a respectable 185 horsepower with the help of variable valve timing. A five-speed manual transmission is standard, and a four-speed automatic is available as an option. The base drive configuration is front-wheel drive, and all-wheel drive (AWD) is optional across all trim levels.
For many consumers, the SE trim is going to be appealing because of its more potent 3.3-liter V6. The 242-hp engine is available exclusively with a five-speed automatic transmission. The Limited trim is equipped with the same drivetrain and adds leather seats, a power driving seat and dual-zone automatic climate control. The Limited can also be had with an optional 605-watt Infinity sound system with 10 speakers (made standard, along with a sunroof, for ‘08) and a rear-seat entertainment system with wireless headphones.
Inside the Santa Fe, there is definitely a new contemporary feel and a higher level of comfort. The dash lights, gauges and displays glow blue, and the center stack controls are positioned neatly. An optional third-row seat, which bumps the vehicle’s passenger capacity from five to seven, is optional. All trim levels are well-stocked with standard convenience and safety features and come with a generous powertrain warranty.
Hyundai Santa Fe is a compact / mid-sized crossover SUV based on the Hyundai Sonata platform. It was introduced for model year 2001 as the first SUV from Hyundai, Ford Escape issued / Mazda Tribute and Pontiac Aztek. The Santa Fe was an important step in the restructuring of society in the late 1990s because, despite the criticism of journalists to conceal their appearance, the SUV was a success with the American buyers.
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