Lexus LFA Nürburgring Package 7:14 lap?

Discussion in 'Asian Forums' started by Tipo F130A, Sep 2, 2011.

  1. oh my #$%#ing shit
    about the
    nobody cares
    stop arguing about
    you are ugly and have no friends
    go away
  2. Can he tell the maximum grip of a 19 year old pussy
  3. no but he can tell me how many balled up semen tissues he has next to his computer
  4. After reading the first three pages I came to the conclusion that the Toyota engineers are retarded for using OBVIOUSLY inferior tires on a $375,000 car and it could be much faster with Corvette tires.

    This car only looks good in white or black.
  5. *Midnight purple
  6. *Midnight purple
  7. weve already established all tires are inferior to bugatti veryon, or maybe doge viper, which has very fast tires/$$
  8. Apparently, from what I've read, the Corvettes, BMW's, Dodges, and Porsches use Cup tires because they have potent track weapons. The Lexus uses Camry tires.
  9. yes
    the michelin camry SE
  10. 100% incorrect. My dodge caravan also uses camry tires. And it runs 9s with full interior and ac
  11. #161 thebarron1989, Oct 2, 2011
    Last edited by a moderator: Apr 25, 2016
    Murcielago may not have had carbon fiber For it's chassis but its used very expensive parts such as 80k motor and 10k bumpers. The money spent on the Murcielago went somewhere else.

    Well your implying if the lfa had these why not say what if the vette had a dual clutch..... The point is the lfa was slower than the Z06. Period.
    If you read the article you will see it regarding the transmission.

    I never implied they had unlimited budget. What i goong for was that they had a much larger budget.
    this is your link as requested.
  12. #162 Guibo, Oct 2, 2011
    Last edited by a moderator: Apr 25, 2016
    80k motor...what would make that motor require anymore R&D than the $20k V10 in the M5/M6? The parts are expensive for reasons other than R&D. You seriously think the GM-sourced automatics in the Ferrari 456 actually cost anywhere near the $70k replacement costs? In the UK, if you want front carbon ceramic brakes on the RS5, you pay £6385. On a Porsche 911, it costs £5463, and that includes both the front *and* the rears. Audi will sell that same kit as an upgrade in the US for over $15k dollars, while the ZR1's front *and* rear kit will set you back $10k. You are quite sure the ceramic brakes on the RS5 cost that much more to develop than those for the Porsche or the Corvette?

    Because it's far easier to swap out the tires on an LFA than the manual transmission of the Corvette for a dual-clutch, plus the interface for the control. And why would the Corvette get the dual-clutch but not similarly the LFA? The point is, the LFA was on tires that have been compared to Goodyear Eagle F1s and Pilot Sport 3. One of those tests, done at Bridgestone's own track in the UK, showed very little if any performance advantage over other tires.
    The fact that MT added 4 psi to all tires (except the 458, which had its tire pressure lowered) further clouds the comparison. As does the fact that this was Pobst's *third* drive in a Corvette and only his first in the LFA.

    You don't know for a fact they've had a much larger budget than what GM was able to spend on the Corvette as we know it.
    The link you posted mentioned cost to manufacture. That's not R&D. They even mention increasing production numbers as a means to leverage R&D costs. As you yourself will readily admit the LFA is far more labor-intensive to produce (and that really has little bearing on lap times, but a shitload of relevance to how well everything feels and looks), that doesn't prove your MSRP-as-proof-of-R&D point at all.

    Here's edmunds on LFA engine development:
    "Bringing an engine to production costs roughly the same magnitude of money whether you're making 1000 or 1,000,000 of them. Amortizing the development and tooling costs over fewer units has obvious unit cost implications -- for this reason, when GM makes a smallblock they stuff it in every vehicle humanly possible, from pickups and SUVS to Corvettes, Camaros, Cadillacs, G8s (RIP) and FWD Impalas (eesh) and more.
    Now imagine what happens to unit costs when your production run of engines is 500 units, as is the case with the LFA. It's nearly unheard of to develop a bespoke engine from the ground up for such a low-volume car."

    Thus, the MSRP can be seen as reflection of low volume, as well as marketing concerns (and not necessarily R&D budgets). Lexus no doubt wants some of the success of Ferrari's low-volume cars in terms of prestige and resale. Imagine you bought a Lexus under the understanding that it would be a limited volume car with bespoke engine, only to find that Lexus went on to make 15-20k of them for their sedans. Wouldn't you be sort of pissed? And there is a very real cost-benefit to turbocharging an existing V8 in the Lexus lineup for future IS and GS models. Lexus may be safe with the V10 in the relatively lightweight and limited volume LFA for Euro5 and LEV II in the short term, but if BMW's example with the new M5 is anything to go by, it's not the way toward the future in higher-volume, heavy sedans.
  13. holy shit stip the words
  14. holy shit stip the words
  15. holy shit stip the words
  16. holy shit stip the words
  17. holy shit stip the words
  18. holy shit stip the words
  19. Guibo do you get paid to over analyze these things or is it just a "hobby"
  20. ^Neither. What's the problem here?
  21. No problem just wanna know what drives a man to analyze tyres depths in car comparison test and write essays about it. Are you ocd?
  22. No. There's no essay on tread depths.
    If there's no problem, then there should be no need for the snide remarks and spamming. If it's too much information for you guys, you can quit reading, right?
  23. I enjoy the info Guibo brings in these arguments
  25. oh nice work here
    real subtle

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