[Photos: KGP Photography]
Showing posts with label Lexus. Show all posts
Showing posts with label Lexus. Show all posts
Thursday, March 24, 2011
Spy Shots: New Lexus LF-A caught racing the Ring
We’ve been reporting on the Lexus LF-A since 2005, and since that time we’ve shown you the debut of two separate LF-A concepts, an LF-A Roadster and a race version of the LF-A that competed in the 24 Hours of Nürburgring. What we’ve yet to show you amongst these concepts, race cars and the many spy shots in between is an actual production version of Lexus’ supercar. After hearing nothing about the LF-A for some time, we’ve been informed that a new prototype is currently testing on the Nürburgring in Germany. Though wearing camouflage, the new LF-A can definitely be seen sporting a new front- and rear-end, as well as additional sculpting to its side air intakes found ahead of the rear wheel and between the B- and C-pillars. If there’s one thing we know about the LF-A with any certainty, it’s that we know very little. The production version is rumored to produce over 500 horsepower from what will likely be a V10 engine, and the car itself should be capable of over 200 mph. A $200,000 price tag has been thrown around as well, though you have to question the strategy of a mainstream automaker like Toyota selling such a supercar when the entire world is caught in an economic sleeper hold.
[Photos: KGP Photography]
[Photos: KGP Photography]
Friday, March 18, 2011
Lexus Releases LF-A Race Car Images Ahead of 24-hour Nürburgring Race
Lexus has finally released official photos of their LF-A prototype which will compete in the grueling 24-hour endurance race at Germany’s famous Nürburgring.
Although the company is keeping details a closely guarded secret, they did state that the 200+ mph supercar is powered by a 4.8 liter V10 engine which produces 500 bhp. The sleek carbon fiber LF-A prototype will be entered by Japan’s Gazoo Racing team and will be driven by a variety of professional race car drivers, Toyota engineers, and Lexus dealers.
This year’s 24 hours of Nürburgring is scheduled to run from May 21 to the 24.
Although the company is keeping details a closely guarded secret, they did state that the 200+ mph supercar is powered by a 4.8 liter V10 engine which produces 500 bhp. The sleek carbon fiber LF-A prototype will be entered by Japan’s Gazoo Racing team and will be driven by a variety of professional race car drivers, Toyota engineers, and Lexus dealers.
This year’s 24 hours of Nürburgring is scheduled to run from May 21 to the 24.
First Drive: 2010 Lexus IS C
This just in: Lexus is serious about claiming more of BMW‘s turf. When introduced nearly a decade ago, the Lexus IS 300 was a single-focus effort: one body style, one engine, take it or buy the BMW. The second-gen IS, launched in 2005, widened the view: two engines plus an all-wheel-drive version, but still served only in four-door-sedan form. Last year came the roaring, rumbling IS-F, Japan’s take on the BMW M3. And now, the IS C, the first IS with two doors instead of four, plus a retractable folding hardtop — a lot like BMW’s.
You’ll recognize the C as a member of the IS family, yet every body panel save the hood is new. Besides the obvious — doors, fenders, folding top — the fascias, light clusters, and detailing are C specific. Overall length is increased 2.2 inches over the sedan. Otherwise, says Lexus, the trunk would have looked too high and too short. The chassis architecture remains the same, but a considerable amount of work was done to regain the structural rigidity lost by going topless. There are numerous trusses and triangulation braces underneath, in the rocker panel areas, and behind the front seats.
The top was designed, developed, and constructed in-house. It goes up and down quicker than any other in this category. Inside, the headliner covers everything. There’s not a brace or strut visible inside, and the effect is almost coupelike. Other aspects of the car are reengineered for top-down duty. For example, the audio system volume adjustments are reprogrammed when the top is down, and the HVAC system knows to deliver more air. The IS C has more trunk volume than do many retractables. There’s a handy button to power the passenger seat forward and aft, easing rear-seat access. There’s even a neatly engineered, removable windblocker — too bad that Lexus has the nerve to charge extra for it after doing so much work to make the IS C a complete convertible package. The top system makes use of steel, aluminum, and plastic panels. On average, an IS C is 360-380 pounds heavier than a comparably equipped sedan.Powertrain offerings are the same as in IS sedans. The IS 250C runs Lexus’ 2.5L V-6, good for 204 hp and 185 lb-ft of torque. Take your choice between six-speed automatic and manual transmissions. The IS 350C is powered by a 3.5L V-6, cranking out 306 hp, and 277 lb-ft. Your only choice here is a six-speed automatic. Why can’t you get the 3.5 with a manual trans? North America is the only market that sells the IS with the 3.5-liter engine; all others have the 2.5 gas or a 2.2 turbo diesel. The manual transmission was developed for those smaller engines and sells in reasonable volume. A different (stronger) transmission would be needed for the 3.5 along, and the modest sales potential for that combo doesn’t justify the development cost and certification. Given the car’s less ardent nature, it’s the right call.
There is a long list of standard features, as well as plenty of optional gear. As you’d expect, rear-seat room is so-so, but if the front passengers share their seat travel, it’s possible to pack a pair of adults in back for moderate jaunts.
We sampled all IS C variants: 2.5L and 3.5L engines; stick and automatic transmissions; standard 17-in. wheels and tires, and cars fitted with the optional 18-in. rolling stock. With that came a surprise. Like you, we normally head straight for the biggest engine, stiffest suspension, and largest boots on the order blank. Although that combination proved the most capable, it wasn’t the most pleasant. In order to appreciate the IS-C’s mission in life — stylish, luxurious, top-down transport — you have to get comfy with the fact that it’s a cruiser, not a racer.
The 3.5L’s 306 horses shake off the convertible’s extra 360-380 lb pretty easily. Lexus claims 0-60 in 5.8 sec, which feels right. The 2.5 works hard to deliver the same in 8.4 sec, but the difference isn’t as gaping as it sounds. Driven casually — as a near-lux convertible along California’s Pacific Coast Highway at sunset — it does just fine (make sure to set the ECT button on Power). These are typical Lexus engines: turbine smooth with a flat power curve, if a bit lifeless, slow to rev, and devoid of a tasty exhaust note. But they move the car nicely in cruise or commuter mode.
Lexus admits that, even with all the additional chassis rigidity measures undertaken, the IS C loses about 15% of its torsional stiffness compared with the sedan. This takes form as minor cowl shake and body tremors when the pavement is anything other than super smooth. It’s more noticeable with the top down and further accentuated in an example equipped with 18-in. wheels. Less is more in this case, since the 17s’ taller sidewalls absorb road impacts that would otherwise set the body a-wiggle.
No complaints on ride quality. The IS C is supple without being mushy. It’s quiet too. With the top up, there’s nary a squeak or creak from the top – impressive — and minimal windnoise. Top down, wind buffeting feels about the same as in other cars in this category. Pop for the wind-blocker, as it is very effective at reducing noise and buffeting and is easy for one person to install and remove.
As much as we love manual transmissions, we just don’t get it in this application. Although Lexus feels certifying and offering this model is necessary to keep cred against BMW, Infiniti, and others that do likewise, it feels out of place in the IS C, especially since it can be had only with the smaller engine. Believe it or not, the car feels zippier with the automatic, as opposed to the tall-geared stick.
Our pick of this litter is the IS 250C with the automatic transmission and standard 17-in. wheels and tires. It is the least expensive offering and has the best EPA mileage ratings. The standard rolling stock preserves ride quality and minimizes body wiggles. And the 2.5L/auto-trans combo is in keeping with the car’s character. If you’re less about speed than style, desire maximum creature features and entertainment options, and want to save around $6000 over a comparably equipped 3 Series, the IS C is a classy way to roll.
[source:MotorTrend]
You’ll recognize the C as a member of the IS family, yet every body panel save the hood is new. Besides the obvious — doors, fenders, folding top — the fascias, light clusters, and detailing are C specific. Overall length is increased 2.2 inches over the sedan. Otherwise, says Lexus, the trunk would have looked too high and too short. The chassis architecture remains the same, but a considerable amount of work was done to regain the structural rigidity lost by going topless. There are numerous trusses and triangulation braces underneath, in the rocker panel areas, and behind the front seats.
There is a long list of standard features, as well as plenty of optional gear. As you’d expect, rear-seat room is so-so, but if the front passengers share their seat travel, it’s possible to pack a pair of adults in back for moderate jaunts.
We sampled all IS C variants: 2.5L and 3.5L engines; stick and automatic transmissions; standard 17-in. wheels and tires, and cars fitted with the optional 18-in. rolling stock. With that came a surprise. Like you, we normally head straight for the biggest engine, stiffest suspension, and largest boots on the order blank. Although that combination proved the most capable, it wasn’t the most pleasant. In order to appreciate the IS-C’s mission in life — stylish, luxurious, top-down transport — you have to get comfy with the fact that it’s a cruiser, not a racer.
The 3.5L’s 306 horses shake off the convertible’s extra 360-380 lb pretty easily. Lexus claims 0-60 in 5.8 sec, which feels right. The 2.5 works hard to deliver the same in 8.4 sec, but the difference isn’t as gaping as it sounds. Driven casually — as a near-lux convertible along California’s Pacific Coast Highway at sunset — it does just fine (make sure to set the ECT button on Power). These are typical Lexus engines: turbine smooth with a flat power curve, if a bit lifeless, slow to rev, and devoid of a tasty exhaust note. But they move the car nicely in cruise or commuter mode.
Lexus admits that, even with all the additional chassis rigidity measures undertaken, the IS C loses about 15% of its torsional stiffness compared with the sedan. This takes form as minor cowl shake and body tremors when the pavement is anything other than super smooth. It’s more noticeable with the top down and further accentuated in an example equipped with 18-in. wheels. Less is more in this case, since the 17s’ taller sidewalls absorb road impacts that would otherwise set the body a-wiggle.
No complaints on ride quality. The IS C is supple without being mushy. It’s quiet too. With the top up, there’s nary a squeak or creak from the top – impressive — and minimal windnoise. Top down, wind buffeting feels about the same as in other cars in this category. Pop for the wind-blocker, as it is very effective at reducing noise and buffeting and is easy for one person to install and remove.
As much as we love manual transmissions, we just don’t get it in this application. Although Lexus feels certifying and offering this model is necessary to keep cred against BMW, Infiniti, and others that do likewise, it feels out of place in the IS C, especially since it can be had only with the smaller engine. Believe it or not, the car feels zippier with the automatic, as opposed to the tall-geared stick.
Our pick of this litter is the IS 250C with the automatic transmission and standard 17-in. wheels and tires. It is the least expensive offering and has the best EPA mileage ratings. The standard rolling stock preserves ride quality and minimizes body wiggles. And the 2.5L/auto-trans combo is in keeping with the car’s character. If you’re less about speed than style, desire maximum creature features and entertainment options, and want to save around $6000 over a comparably equipped 3 Series, the IS C is a classy way to roll.
[source:MotorTrend]
Tuesday, February 1, 2011
Jeep Compass 2011
New, Redesigned 2011 Jeep® Compass: Sophisticated New Styling, Unsurpassed Capability and Fuel Economy and Loads of Standard Features
- New 2011 Jeep® Compass is beautifully redesigned, reflecting the styling cues of the all-new Jeep Grand Cherokee
- Unsurpassed compact SUV 4x4 fuel economy (28 mpg) and off-road capability, and innovative interior features combine to provide tremendous value
- Upgraded interior features soft touch points and high quality materials
- Exceptional ride and handling performance in all weather conditions is the result of upgraded steering and suspension systems for 2011
- 2011 Jeep Compass features more than 30 safety and security features, including standard electronic stability control, electronic roll mitigation, Hill-start Assist and side-curtain air bags that cover all rows
- 2011 Jeep Compass now offers Trail Rated® 4x4 capability with Freedom Drive II® Off-Road package
Compass joins Jeep Patriot as most capable in compact-SUV segment
New Lexus RX450h 2011
Lexus RX450h has been completely redesigned for 2010, and Lexus has introduced minor changes to the year 2011. Over the years, Lexus has been setting the standard for the crossover segment, Lexus decided that messing with success is not the way to go.
The new RX is grown in almost all its dimensions than previous generations, but the end result is a better looking vehicle overall. While the previous generation RX looked bubble, the new RX has sharp bends and its maximum and then give an attractive appearance.
The new RX headlights, taillights and grille are much more aerodynamic and a spoiler mounted on the roof gives it a sporty look. Lexus identifies with hybrid formations Logos blue-trimmed, tinted headlights, tail lights and our test vehicle also came with 19-inch wheels. We think Lexus has done a great job in refining the exterior of the 2011 RX450h and it's really a vehicle other than looking over the competition.
Sunday, June 27, 2010
Thursday, January 7, 2010
Sunday, October 25, 2009
Friday, February 13, 2009
2008 Lexus IS F
2008 Lexus IS F front view
2008 Lexus IS F behind view
2008 Lexus IS F Interior
| Drivetrain layout | Front engine, RWD |
| Engine type | 90 V-8, aluminum block/heads |
| Valvetrain | DOHC, 4 valves/cyl |
| Displacement | 303.2 cu in/4969 cc |
| Compression ratio | 11.8:1 |
| Power (SAE net) | 416 hp @ 6600 rpm |
| Torque (SAE net) | 371 lb-ft @ 5200 rpm |
| Redline | 6800 rpm |
| Weight to power | 9.2 lb/hp |
| Transmission | 8-speed automatic |
| Axle/final-drive ratios | 2.94:1/2.01:1 |
| Suspension, front; rear | Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar |
| Steering ratio | 13.6:1 |
| Turns lock-to-lock | 2.9 |
| Brakes, f;r | 14.2-in vented disc; 13.6-in vented disc; ABS |
| Wheels, f;r | 8.0 x 19; 9.0 x 19 in, forged aluminum |
| Tires, f;r | 225/40R19, 255/35R19 Michelin Pilot Sport PS2 |
| DIMENSIONS | |
| Wheelbase | 107.5 in |
| Track, f/r | 61.4/59.6 in |
| Length x width x height | 183.5 x 71.5 x 55.7 in |
| Turning circle | 33.5 ft |
| Curb weight | 3817 lb |
| Weight dist, f/r | 54/46% |
| Seating capacity | 5 |
| Headroom, f/r | 37.2/36.7 in |
| Legroom, f/r | 43.9/30.6 in |
| Shoulder room, f/r | 54.4/52.7 in |
| Cargo volume | 13.3 cu ft |
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