With Toyota heir Akio Toyoda in the automaker’s driver’s seat, cars that customers can get passionate about are once again being green-lighted from drawing table to assembly line. So is the case with Lexus’s new LFA supercar: Intended as the halo car, as well as the first of a series of F-badged cars, the LFA was to define the “F-Series” as a brand.

Definitely not an overnight sensation, the LFA was initially explored as a design study in Feb 2000. The first prototype was completed in 2003. As seen at the Los Angeles Auto Show, it featured an aluminum body, which was later changed to carbon components, and it was to lead the F charge for Lexus’s performance division. The corporate powers that be thought that the IS-F would make a better first impression than a halo car, a decision that may or may not have been a good one.

Rare commodity
With only four prototypes available worldwide, the LFA is currently an extremely limited edition. Three are in Ultra White, our tester was swathed in Darth Vader matte black. When production starts in December 2010, the initial order of 250 will feature ten classic colors. The following year, the LFA will be offered with a buyer’s choice of up to 20 additional exterior colors. Twelve interior colors will also be available, at slightly extra cost, because, as reminded by Lexus University facilitator Paul Williamsen, purple cows cost more than black and white cows.

The wide range of color selections almost ensures well-heeled LFA buyers that they will never see their car’s twin.

An F-inspired heart
Equipped with a single choice of Formula 1-inspired V10 power, the LFA utilizes the Lexus Type 1LRGUE engine. It’s a 4.8-liter powerplant, developed from experience with Toyota’s F1 team that shares no parts with any other Lexus automobile, save for the paper oil filters. By design, it is lower, shorter and narrower than the 3.5-liter V6 engine utilized in many other Lexus models in the lineup. In the process, though, it produces 552 horsepower peaking at 8,700 rpm (you read that right), and 354 lb-ft. of torque at 6,800 rpm. Constructed by sub-contractor Yamaha, the engines will be hand-built and finished with a plaque signed by the engine builder, a de rigueur move for high-end performance cars these days. Cylinder heads and intakes are designed using normal practices, but Yamaha’s musical instrument division has jumped into the fray to enhance the engine sound by tuning the intakes to bring different harmonics to the car.

To decrease the overall footprint, the engine incorporates a dry sump oil system, and similarly for water cooling, a rear-mounted radiator system where the water is routed along the rocker panels on the right side to the large rear-mounted radiator, then routed across the back to the secondary radiator and then back forward to the water reservoir where it is then pumped through to cool the engine.

A carbon-fiber torque tube gets power to the rear transaxle. As a stressed piece of the powertrain, it minimizes the torque that affects the handling of the car. The tube has a counter gear within, which drops the crankshaft below the centerline of the torque tube, which aids in lowering the center of gravity in the vehicle.

Gear changes are made using paddle shift levers controlling the LFA’s Automated Sequential Gearbox. High-performance synchronizer rings provide almost instantaneous gear changes. Lexus claims gear-banging as quick as 0.2-seconds with the ASG. Four adjustable driving modes–auto, sport, norm and wet modes are available. Auto is the default mode. Images of the tachometer on the TFT screen change depending on the mode you are currently in.

The suspension is made of two sub assemblies, which weigh in at under 13-lbs each, before adding the components. They include forged double A arms in front and a multi-link package in the rear, and innovative tactics including the use of lug bolts which attach the wheel and tire to the hubs instead of mounting them on lugs and tightening them down with lug nuts. Six-piston carbon composite material (CCM) brakes by Brembo slow things down after high speed blasts. BBS Forged wheels, and next generation Bridgestone Potenza supercar tires round out the package. This is the first commercial utilization of the new tires from Bridgestone, but they will begin to appear on other supercars shortly thereafter.

Gravity sucks
The LFA’s steering is controlled by an electric power-assisted rack and pinion system; in the process, Lexus claims, it produces less drag on the system. The hollow carbon fiber steering wheel’s center of rotation is lower as well, as is the center of gravity, so the bottom of the steering wheel has been lopped off. And besides, it looks good. The end result of all this CG fine-tuning is a near-perfect weight balance of 48% front, and 52% rear. Center of gravity is 17 ¾ inches off the pavement. Driver and passenger sit pretty evenly in the middle.

Two-thirds of the LFA skeleton is constructed using in-house-developed carbon fiber reinforced plastics. The final third is of aluminum alloy, which is skinned in glass fiber material. Aerodynamics have been tuned using a clean-surfaced undertray which is as smooth down there as a Ken doll. That, coupled with a movable wing and Gurney flap, result in an extra 500 lbs. of downforce (16 percent) on the tires. The 3,263 lb. car ends up with a drag Cd of 0.31. The end result is a car as sticky as flypaper.

As an aside, Williamsen points out that Toyota has become the only full line auto company with carbon fiber development in house. The potential for trickle down into EV and hybrid territory is absolutely possible.

The inside story
The Lexus LFA interior makes it clear that this is still a Lexus. Attention to quality and details are evident, although a little rough in this hand-built prototype, that truth be told, has been through the wringer. When in final production trim, it will be available with navigation and satellite radio. Single-needle stitching trims the dashboard and interior leathers, and the center console is equipped with the “joystick” controller as seen in the latest RX. Ultra-contoured racing seats keep occupants firmly in place, and offer added protection with the world’s first seatbelt-mounted airbag. When the belt is buckled, a fitting is inserted into a high-pressure tube, which inflates the airbag from the belt in the case of impact. A multi-function tachometer appears in the gauge binnacle, which actually does not contain any gauges. Instead, gauge images appear on the TFT screen and operate in real time. The gauge appearance changes according to the drive mode selected, and includes lap timers, G-meters, and trip meters. Lastly, Lexus Inform will be available when ordering the LFA.

Behind the wheel
As this is the only LFA on the continent at the moment, and with all the time and handwork to build it, none of us wanted to go down in auto-journalistic history as the person who trashed it. So we kept it at a respectable speed. The LFA shows loads of poise under pressure. Because of the lack of a clutch, the pedals were light, living in that murky area of either full-on or full-off. VDIM, parent company Toyota’s name for its vehicle dynamics control system, sets the car up nicely, and Lexus officials tell us that the LFA is undergoing constant software and hardware revisions in its run up to full production.

As we buckle the airbag-equipped seatbelt into position, we place our hands on the notched steering wheel. Pull back on both paddles for neutral, and then turn the key on for ignition. Once the 202 mph-capable V10 has fired, reach below your right knee for the parking brake release button. Once released, pull the right lever toward you for first gear, and you are off. Once at the end of pit road at Homestead Miami Speedway you’ll step on the gas, and hear the most intoxicating, wallet-depleting sound ever heard by the human ear. Shift shock kicks your head back into the headrest as you wind your way through the sequential gearbox. It is quite the feeling to hear the exhaust pop after each gear change. Pull on to the high banking, and you quickly find yourself in the triple digit range in no time.

With the carbon ceramic brake material, braking feels as though it goes from 80 to 0 in 7 feet. Stepping on these binders slows the LFA in a linear, gradual fashion and allows you to exit the turn much faster than other such supercars.

Unobtanium and then some
Lexus claims that with all the interior and exterior colors, and options, there will be nearly a billion combinations for a buyer to choose from. Each build will be custom to that buyer, and can even include six different choices of color for the brake calipers. The company has stated they will only build 500 units worldwide, at the rate of around 20 cars per month built. First build happens in December 2010, and continues to November 2012. Regardless of when each individual LFA is built, it will be designated as 2012 model.

Although pricing is not as yet finalized, look for numbers around $375,000 to $395,000. It will be sold on a “Lease to own basis,” with the owner making a large payment in the beginning, and a final payment at the end of the 24-month period, at which time the title will be transferred. Lexus’s reasoning is to keep the value of your purchase up. Brokers and speculators need not apply.

“We are not doing this to make money,” says Williamsen. “We want to make sure that the car gets visibility, and that it helps to build the brand.“

Leftlane’s bottom line
We can’t wait until the production model hits the street. Powerball here we come.

The LFA is a massively impressive halo car for Lexus, and one the brand absolutely needs if it wants to be considered a maker of high-performance cars. Lexus has developed a strong identity for itself and, as enthusiasts, we applaud the LFA’s new direction for the brand.

Words and photos by Mark Elias.