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Dec. 29, 2009 - PRLog -- 2011 Lexus LFA Review
The LFA has an unprecedentedly low center of gravity of 17 3/4" — located directly beneath the steering wheel's rim. So far a conventional attribute executed perfectly, but how that CoG got there is way more complicated. First, the engine is located way back in the engine bay and mounts to a 6-speed rear-mounted transaxle through a carbon torque tube. The oil coolers are in the front fenders, while the radiators are at the rear to aid weight distribution, they're fed by the shoulder scoops. That creates a 48% front, 52% rear distribution for the 3263 Lb curb weight. That accounts for the CoG's position front-to-rear, but not vertically. That was achieved by using a world's first counter gear to raise the relative height of the torque tube, allowing the engine to be mounted incredibly low in the car, accounting for the CoG's height.

Of course, that's still only part of the story. The rigid drivetrain assembly (engine, torque tube, transaxle) is connected to the car by four mounts positioned at the geometric extremes of the unit. With no twist in the assembly due to torque, this arrangement eliminates the effect of power delivery on the chassis, there's no torque reaction.

On the outside, the LFA conveys a high-tech image. The sinister bi-xenon headlights and concave fender sculpting are distinctive. Adding to the car's purposeful look are thin taillights with blacked-out heat vents, and three exhaust pipes nestled between the two diffuser tunnels. Inside, the supportive leather seats and Alcantara headliner are complemented by high-tech carbon fiber on the dash and doors. The instrument panel features a ringed LCD display showing the speed digitally with engine rpm presented in analog format using computer-generated graphics. Behind the steering wheel are stationary downshift (left) and upshift (right) paddles actuating the 6-speed transmission.

Strap into the driver seat and push the start button; the roar of the V-10 immediately tells you this is a serious machine. Blip the throttle. The 4.8-liter 4-cammer races to its 9000-rpm redline immediately and effortlessly, like a motorcycle engine. The sound reminds me of a Formula 1 powerplant, which is not surprising given Toyota's Grand Prix involvement.