2013 Lexus GS 350 fully revealed at Pebble Beach

We've endured the teasers, seen the leaks and even driven a prototype, and now the wraps officially come off. This is the 2013 Lexus GS 350, the automaker's latest bid to create a driver-focused mid-sizer aimed at the hearts, minds and wallets of would-be 5 Series and E-Class buyers. It might be a tough sell, but it's a compelling case on paper, even if the styling leaves us wanting.

The chassis is all-new, the interior is more spacious and it's all powered by a 3.5-liter V6 putting out 306 horsepower and 277 pound-feet of torque through a six-speed sequential shift automatic gearbox. In rear-wheel-drive guise, Lexus claims a 0-60 mph time of 5.7 seconds and a run from 30 to 50 mph in three seconds flat. An optional electronically controlled all-wheel-drive system can vary the power split between 50/50 and 30/70, but a torque-vectoring rear differential is notable in its absence.







Three driving modes span the spectrum from fuel-conscious to maximum consumption, with the now-familiar ECO mode reworking the throttle mapping, seat heaters and climate controls for improved fuel economy, while Sport S changes the instrument lighting from blue to red, delivers more aggressive shifts and throttle settings and Sport S+ tightens steering, loosens the stability control and shores up the adaptive suspension.



A 112.2-inch wheelbase works in partnership with aluminum control arms front and rear, along with a completely reworked multi-link rear suspension, beefed up bushings and four-piston aluminum calipers in front and upgraded discs at all four corners. Rolling stock include standard 17x7.5-inch wheels with optional 18x8 or 19x8-inch, the latter of which are fitted with 235/45 or 235/40 rubber, respectively.







Lexus managed to keep the dimensions almost exactly the same as the outgoing model and overall curb weight is down from 3,795 pounds to 3,715. The interior is more driver-centric, with all the major controls kept closely at hand, including a new Remote Touch system for the adaptive climate control system – dubbed S-Flow – which can detect how many occupants are in the GS and tailor the HVAC accordingly. Wood and leather abound, the seats appear nicely bolstered and the cabin is several steps above the outgoing model.







Bluetooth phone and audio streaming come standard, along with a 5.1 surround sound stereo and eight-inch central control display mounted high in the center of the dash. SMS text-to-speech allows drivers to have their messages read to them and respond with pre-canned texts, while the next-generation of Lexus Enform infotainment allows Bing searches, Pandora, iHeartRadio and Facebook integration, along with Sirius XM data services for traffic, weather, sports and fuel prices, voice-enabled restaurant reservations through OpenTable and movie ticket purchasing.



If the standard display and audio system is up to snuff, Lexus is offering a 835-watt, 17-speaker Mark Levinson audio system and a split-view, 12.3-inch display for movies, navigation, audio and climate information.







As for the styling, Lexus calls its new fascia a "spindle grille" and it's set to infect the rest of the line-up in the coming years. It's a more subtle interpretation of the GS concept's nose, and although it's certainly toned-down, it's sure to be divisive. The rear opens up to provide 25 percent more luggage room and we're seeing a whole lotta Sonata in the taillight treatment and sloping trunk.



We'll have live images of the GS 350 a bit later, and we plan to grille Lexus execs on the hybrid and F Sport versions when we corner them this evening. In the meantime, check out all the details in the press release and gallery below.

Lexus teases 2012 GS 350 ahead of Pebble Beach debut

We've already been behind the wheel of the 2012 Lexus GS sedan, and we've spied it lapping the Nürburgring under layers of camouflage. All that time, though, we've been forced to imagine what the finished product will look like under all those loose-fitting layers of clothing.

The wait is almost over. Lexus will officially unwrap the 2012 GS 350 at the Pebble Beach Concours d'Elegance on Thursday, August 18th at 4:15 PM (PDT). We'll be there, bringing you the goods live, but in the meantime, the Japanese automaker has decided it's high time to start teasing.

We know that the car's styling was foreshadowed by the LF-Gh Concept that was shown off at the 2011 New York Auto Show, and nowhere will that be more evident than in the shape of the car's grille. Lexus tells us that the new design philosophy that will debut with the 2012 GS will eventually spread through the rest of its lineup, so we're keenly interested in seeing how this car looks in the flesh.

Check out a high-resolution version of the teaser by clicking on the image above. We've also taken the liberty of adding a lightened version of the image for you, which may or may not help you pick out some interesting details. Lastly, feel free to check out the official press release after the break.

Review: 2011 Lexus IS 250 AWD

Your available options in the entry-level luxury sedan segment rival the variety found at your local Baskin-Robbins. Interested in all-wheel drive, rear-wheel drive or front-wheel drive? Nearly every automaker has you covered. Want to row your own gears, or sit back and let the silicon chippery do the work? The car of your dreams awaits. There’s an option for all of us, and if you prefer a good vanilla to rocky road, then you’re going to love the 2011 Lexus IS250 AWD.

The Lexus IS 250 is instantly familiar, yet ever-so-slightly different for 2011. The reason is that little has changed on the exterior, with a few minor exceptions. Some updates are hard to find, while others are immediately clear. The front bumper and grille have received slight tweaks, while subtle changes have been made to the foglight area and lower fascia opening, which benefit from sharper cutouts. In back, the IS 250 wears new taillamp lenses and redone exhaust tips.

By far, the most noticeable change has occurred out front, where a pair of bright LED eyelids have taken up residence under the swept-back headlamps. All of these changes give the 2011 Lexus IS 250 a smattering of sprinkles on an otherwise rather bland landscape of sheetmetal. The overall theme is conservative, but the new LED running lamps imbue Lexus’ most affordable sedan with a bright flash of modern style, displayed brilliantly against our tester’s Tungsten Pearl paintwork.

That subdued exterior style continues on the inside, as clean lines perform in concert with the surprisingly airy interior cabin. The pleasing to the eye Light Gray color scheme hangs in the background like a briefly foggy coastal morning. Against the sea of gray sits a set of bright white-faced gauges, which are easy-to-read and rather sharp, with a thin blue line underlining the ambitious 160-mile-per-hour display.

Ambitions aside, we had no desire to press that speedo into serious use. Why? Because the seats were just too darn comfortable for us to care. The perforated semi-aniline leather front thrones of our tester offered both heating and cooling features, thanks to the $2,195 Luxury Package Value Edition. It may be a bit crass to call this option grouping a “value” when it costs over $2,000, but the package does include wood trim, the aforementioned LED running lights, power everything (that wasn’t already), a rear sunshade and rain-sensing wipers.

Should you require the use of those intelligent water removers, fret not, because this particular IS 250 is equipped with all-wheel drive. Though the AWD gubbins add nearly 200 pounds to the curb weight (3,651 pounds), the IS 250’s small, 2.5-liter V6 remains surprisingly entertaining. We expected a droning bore of an engine coerced into working far harder than it wanted. What we found was a mill that pushed the whole works up to speed more quickly than we anticipated.

The engine produces 204 horsepower at 6,400 rpm and 185 pound-feet of torque at 4,800 rpm. Those numbers sound low in a world filled with 400-horsepower daily drivers (including the brand’s own high-performance IS F model) yet the IS 250 AWD simply rears back and moves at a pace capable of holding our interest. Push it above 3,500 rpm and it even begins to clear its throat something approaching a sense of authority.

The 2.5-liter is paired with a six-speed automatic transmission, which features steering-wheel mounted paddles for manual shifting. This may be Lexus’ entry-level car, but the shifts could be a few degrees smoother – even if the IS represents the brand’s sportier side. While we were hoping for less I-just-got-my-license and more of a Sade-like smooth operator, the setup didn’t oblige. The paddles only serve to nudge the drivetrain back into sporty, slightly roughneck territory, but unfortunately they don’t respond quickly enough to make the leap entirely.

This baby Lex comes across as confused in a few other areas as well. A bipolar effort, the IS 250 suffers from overboosted steering and mushy brakes. When driving, those factors make us think the IS 250 is pining to be a true luxury sedan, yet the ride, while smooth, is stiffer than we’d expected it to be. Vigorously bouncing over a rough section of Southern California tarmac makes one think the IS has changed its mind, suddenly wanting to be a sports car. It’s a little confused, and so are we.

At the end of the day, the slight redesign for 2011 doesn’t help a conflicted vanilla offering stand out in a display-case full of capable entry-level luxury sedans. The Lexus IS 250 AWD’s $35,775 base price is on par with its classmates, but fails to stack up as well in other areas. The Infiniti G25x is less costly ($34,900) and offers a more engaging driving experience, though its interior falls short. For $34,500, you might find yourself in a 2011 Audi A4 Quattro, with its top-shelf all-wheel-drive system, 7 more horsepower, 73 more pound-feet of torque available and better fuel economy ratings (21/31 miles per gallon versus the Lexus’ 20/27 mpg). The 2011 Mercedes-Benz C300 4Matic starts at $37,900 and makes more power, but is only rated at 17/24 (an updated 2012 model is just around the corner). We could add the Lincoln MKZ, BMW 328i xDrive, Cadillac CTS and Acura TL SH-AWD to the list of competitors to further muddy the waters.

The entry-level luxury sedan category is chock full of viable options and the 2011 Lexus IS 250 AWD is a perfectly acceptable (if run-of-the-mill) choice. The styling is conservative, the driving dynamics are a mixed bag of sport and luxury, but the engine is better than we anticipated. It’s priced exactly where it should be and, were you shopping in this segment, you wouldn’t be embarrassed to put one in your driveway. And yet… while we’ll happily concede that vanilla ice cream is enjoyable from time to time, we can’t help but think that Audi, BMW, Infiniti and Cadillac buyers are paying about the same to enjoy all 31 flavors every single day.

[Source: autoblog]

Review: 2011 Lexus GX 460

Despite the rise of the crossover, there’s still a market for traditional SUVs. Moreover, some buyers don’t want to sacrifice luxury to get the capability that a full-frame, truck-based sport utility offers. Lexus makes the GX 460 for consumers who want a blend of opulence and a sure-footed, full-frame, locking-transfer-case 4×4 architecture that’s not afraid to pull a substantial trailer and won’t roar loudly enough to cause permanent hearing damage.

While the Lexus RX grabs the hearts of buyers looking for an L-Finesse crossover, the GX 460 is an alternative choice if you’re considering an LR4 or Range Rover Sport, the most direct competitors in terms of architecture and market segment. Taking price and mission into account, a disparate field of rivals ranges from the BMW X5 and Audi Q7 to the GMC Yukon Denali or even the Ford Expedition King Ranch. The GX 460s footprint and price puts it in between larger crossovers and even bigger SUVs, perhaps an awkward place to be, but sales goals are modest.

So does the GX 460’s tinge of uniqueness help it stand out from the herd? Have the changes made since being knocked for potential instability been effective?

The GX 460 is styled with common Lexus features. Swept headlamps and a wide-slat grille is ugly to some and nondescript to others. Prominent blocky wheelarches are meant to convey ruggedness, though the effect can be heavy-handed on the relatively short wheelbase that the GX 460 shares with the Toyota 4Runner. Not likely to win any beauty contests, the GX 460’s styling doesn’t leave a lasting impression, though it’s instantly identifiable as a Lexus.

Saying the GX is a Lexus on the outside means the styling is tame and blends easily into the background. The Lexus-ness means a lot more when talking about the interior. High quality materials and excellent assembly quality are on display everywhere, though the metallized plastic on the center stack looks more Scion than Lexus. Padded and stitched leather covers the door panels and even the dashboard. It looks and feels finely crafted and sends the right messages to the rugged luxo-roader set.

Shiny Bubinga wood accents on the door panels, dashboard and steering wheel are richly toned, and perforated leather facilitates ventilated and heated power-adjustable front seats. Outboard second-row seats are also heated, and Lexus makes much of its available upgrade to semi-aniline leather without saying much about why it’s better. For the record, semi-aniline leather is dyed all the way through and treated with a protective topcoat, versus plebian pigment-slathered hides. The GX 460’s seats could be upholstered in fetid banana leaves and they’d still be all-day comfortable.

There’s not much in the GX 460 interior that feels cheap. Indeed, most switchgear feels fluid-damped, and nearly everything around you is padded or soft-touch. With the button-heavy center stack, steering wheel and console, there’s a whole lotta touchin’ goin’ on, too.

Standard GXs make do with a 4.5-inch LCD, but ours had a big, bright eight-inch unit. There’s some over-reliance on the non-tactile touchscreen interface, which can be maddening to figure out. There are also plenty of buttons. Hard switches for the three-zone climate control, seat heaters, transfer case and audio system pepper the center stack and console. Still more controls populate the steering wheel, where drivers can adjust the audio system, engage the voice-recognition system in casual conversation and twiddle through the information displayed between the trademark Optitron gauges in the instrument panel. Look up, and there are a few more buttons for the large moonroof and traction control, and don’t forget the eight buttons that flank that big LCD, giving you climate, audio and navigation menus. Finding what you want sometimes takes a few seconds of reading.

There are nice ergonomic touches, like sliding and reclining second row seats and a third row that’s power folding. There’s less interior space in this latest generation GX, down by at least 17 cubic feet to 130. It wasn’t capacious before, and it’s less so now, though it’s mostly a problem for third-seat riders and the cargo space that disappears when the last row is in use. A 120-volt outlet in the cargo area is a smart inclusion, considering the lifestyle-of-doing-stuff the GX is intended to support. Second-row controls for heated seats and climate are part of the three-zone system that’s included with the Premium equipment level. An optional Mark Levinson audio system is there for the audiophile taking, though we found little to complain about with the sound of the Premium model’s standard audio setup. Families will likely be interested in the rear seat entertainment system, too.

The utility role may be wrapped in luxury, but the 4.6-liter V8 can tow 6,500 pounds, though its 301 horsepower and 329 pound-feet of torque are more V6-like figures these days. The engine is smooth and well-isolated from the cabin in typical Lexus fashion, though it makes its presence known if you’re booting it. There’s significant weight for the powertrain to deal with, and speed is not the priority in the GX, though it’s got enough oomph to please its customers. The automatic transmission has six speeds and is nearly undiscernable in its operation. Things change when you ask for a downshift, however. The exceptionally smooth transmission hesitates for what seems like an eternity, meaning instead of a simple one-gear kickdown, you’ve by then mashed the pedal to the floor to avoid being crushed by overtaking traffic. Fuel economy stands at 15 miles per gallon in the city city, 20 mpg on the highway, and Lexus specifies premium fuel. Our combined driving returned 17.8 mpg, which is right on the bubble, and better than we expected, though filling the 23-gallon fuel tank is not a bargain purchase.

The 5,305-pound curb weight is perched atop a fully-independent Kinetic Dynamic Suspension System, which self-adjusts the stabilizer bars for more suspension travel off-road and good manners on pavement. Premium trim GX 460s get a self-adjusting rear air suspension as standard fitment, too. The driving experience has hints of truck flavor, with some head toss and high-waisted body motion. A longer wheelbase might smooth out some of the hobby-horse motions, but the GX 460 isn’t trying to be a crossover, and movements are controlled and the frame is strong and jiggle-free. Steering feedback isn’t something we even need to discuss, other than to say the level of power assist is just right and there’s no slop to the GXs reactions.

The burrs have been studiously buffed off the GX 460’s driving experience. Controls operate with an uncanny smoothness that’s astounding when you stop to consider how hard it is to pull off. Steering, accelerator and brake reveal no nasty surprises, and the powertrain does its best to avoid detection. It’s too bad that, in being unobtrusive, the engine doesn’t generate the power or torque we now expect from modern V8s, and the automatic transmission’s avoidance of kickdowns mars an otherwise serene driving experience. Despite the lack of performance verve from the otherwise delightful engine and transmission, the acceleration is plenty more than most owners will require. There’s real off-road capability here, too, and no matter where you’re going, the interior has that serene Lexus atmosphere. And just as importantly considering the recent round of negative press, at no time did the GX 460 ever get crossed up or feel unstable.

Granted, we weren’t trying the evasive maneuvering that got Lexus in trouble with Consumer Reports in the first place, but neither did the GX display any bad tendencies. In snow, standard stability control steps in early and effectively to provide the maximum safety net.

It’s hard as a car guy to admit that you like a Lexus, but the 2011 GX 460 has a lot going for it. It’s luxurious without being sterile, and the nicely-trimmed cabin feels more expensive than the price of entry. In a class of expensive competitors, the GX commands more money than many, but the cabin makes you feel rewarded for your expenditure. The most annoying traits are the reliance on the touchscreen for even every day controls, and a tailgate that swings open to the right instead of opening like a hatch. The less than practical rear door reveals the veritable lack of storage space when all three rows of seats are in use, as well.

The GX 460 does have a lot of competition above, below and beside it with luxury crossovers and SUVs to fend off, and it may not stack up on paper. With impeccable build quality inside and out, luxurious materials, and a brand reputation for reliability and dealers that coddle, it’s a different story on the road. Or off it, for that matter.

[Source: autoblog]

Lexus recalls HS250h over risk of excessive fuel leakage

Back in the 1970s, the Ford Pinto was the focus of many headlines due to a fuel tank issue which caused excessive amounts of gasoline to leak during a rear-end collision. Now, three decades later, Lexus is having a similar problem with its HS250h hybrid, and has filed a report with the National Highway Traffic Safety Administration to issue a voluntary recall of these vehicles. Up to 17,000 of the luxury hybrids are affected.

In the case of the HS, excessive fuel leakage occurred during rear-end collisions at speeds of 50 miles per hour. We don't need to remind you about the dangers of excessive fuel spillage, but let's just say that the end result can be very, very bad.

As of this writing, Lexus has not advised NHTSA about what steps will be taken to fix the defective HS models.


[Source: Lexus]

DetNews: Toyota recalling Lexus GX to address rollover concern [*UPDATED*]

The moment Lexus GX owners have been waiting for since Consumer Reports first blacklisted the SUV last week has finally arrived – Toyota has recalled the vehicle. According to The Detroit News, the Japanese manufacturer will announce the move later this afternoon, and the recall is expected to cover around 5,000 vehicles currently on the road. As expected, Lexus dealers will install new traction control software to correct potentially dangerous handling characteristics.

Last week, Consumer Reports branded the Lexus GX with its infamous "Do Not Buy" rating after the vehicle failed a standard test. During hard downhill braking, the traction control would allow the vehicle's rear-end to step out much farther than normal. On a public road, CR says, that could lead to a rollover.

The GX recall joins a flurry of others that have cropped up over the past few months. From stuck accelerators to rusting frames and corroding spare tire carrier cables, Toyota has had to deal with one problem after another. At least this time the company acted swiftly enough to comply with department of transportation regulations. The carmaker recently agreed to pay a $16.4 million fine for failing to recall 2.3 million vehicles in a timely enough fashion.

*UPDATED: Official Toyota press release added after the jump. 9,400 Lexus GX 460 units recalled.

[Source: The Detroit News]

Geneva 2010: Lexus CT 200h premiers under the lights

It was just last week that Lexus dropped all the details on its upcoming new CT 200h (click here to refresh your memory), and now, as promised, the Japanese automaker has officially unveiled the hybrid hatchback at the Geneva Motor Show. Naturally, we snapped off a series of live photos for your viewing enjoyment.

Interestingly, though Lexus has yet to confirm what markets the CT will enter, our men on the scene report back, "Lexus executives were adamant about a near-simultaneous global launch a year from now. In their own words, the United States and Japan will receive the CT 200h, even if it was developed as an euro-centric model. First deliveries should begin in Q1 2011."

Until we get official confirmation on that point from Lexus, take that information and file it firmly in the rumormill folder, but it could mean good things to come for those interested in a fuel efficient premium hatchback to go up against Audi's diesel-powered A3. Stay tuned, there's plenty more on the way live from the show floor in Switzerland.

Rear-drive Hybrid Lexus IS, V10-powered GS F on the way?

It looks like Lexus is planning to go to both extremes on the green-performance continuum. When the next-generation IS appears in a couple of years, it will likely add a hybrid powertrain option. Such a move would be in keeping with Toyota's oft-stated commitment to having hybrid drive available in almost all of its platforms by the end of the decade. The IS hybrid may also spawn a new rear-drive hybrid sports car around the same time. If these IS based hybrids are consistent with the current GS450h they will definitely be biased more towards performance than efficiency, using the hybrid drive to enhance acceleration without consuming more gas.

Meanwhile, the GS – as rumored previously – could be setting its sites on the new BMW M5 and Cadillac CTS-V. Even though only 500 LF-As will be built, the 4.8-liter V10 may find its way into a much-rumored new GS-F model. The GS-F won't arrive until 2013 so it should be based on the next generation sedan. In the LF-A, the V10 has the power to compete with the German and American models but falls short of the Cadillac's torque. If the new M5 gets the uprated 4.4-liter twin-turbo V8 from the X5/X6 M, it would also be way ahead of the Lexus. Unless the Lexus engine gets boosted or the GS looses a lot of weight, this could be the only high-revving sports sedan of the pack left.

[Source: Autocar, Autocar]

First Drive: 2011 Lexus LFA

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 to screw it up configure the interior and exterior, seeing one on the road is going to be all-too-rare. But a halo vehicle is supposed to bring people into dealerships, and we somehow doubt consumers are going to ogle an LFA then turn around and buy an IS 250. So there's got to be something more...

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.