LFA

OCTOBER 2000: SUGŌ CIRCUIT RACE CAR TEST DRIVE EVENT

The history of the LFA began long before the car itself existed. Development of the LFA began not as a formal vehicle development project, but rather as a project where only those people who had a strong desire to participate came together in a “skunk works”-type situation.

Borne from a desire to build the ideal sports car, a group of engineers gathered under Tanahashi Haruhiku (later appointed chief engineer of the LFA.) Their first objective was to test drive the numerous sports cars and tuned-up racing cars of the world in race conditions.

Thus began, however quietly, the ten-year-long history of the development of the LFA.

NOVEMBER 2000: PRODUCTION BEGINS ON AN ADVANCED PROTOTYPE

It goes without saying that developing a sports car is a matter of repeated trial and error. After the concept is polished, work begins on blueprints for a design based on elaborate calculations. But even though initial design plans contribute to the building of an actual vehicle, the result rarely matches what was envisioned in blueprint stages.

As a result, the finished prototype may have slight flaws, but produce results that exceed expectations. Whatever the case, setting about to build a prototype from design drawings represents a major step forward in a vehicle’s development. In November 2000, the first prototype of what may be called an embryonic LFA was put together by hand.

MARCH 2001: AERODYNAMIC TESTING OF A 1/5 SCALE MODEL

Drivers who want to race the wind and harness superior speed consider superb aerodynamic performance absolutely essential in the performance car category. Undivided attention was given to the pursuit of aerodynamic performance throughout the LFA’s development. Aerodynamic tests began in initial development stages in 2001 using a 1/5-scale clay model.

JANUARY 2002: ENGINE DESIGN STUDIES

Clearly, sports car engines must excel in performance and function. But aesthetics are also important, and the LFA is no exception. The design of the engine compartment in the initial stages of development had considerably different colours and tones than those that went on the market, but even during the early development stage, the sharp, functional beauty of the engine was apparent.

SEPTEMBER 2002: A NEW MODEL IS TESTED

In September 2002 a more ambitious 1/4 scale model was made for aerodynamic testing. The concealed prototype engine and floor undercovers helped improve aerodynamics tremendously; this contributed to the more practical testing, which aimed to develop an exterior design that would slice through the wind.

DECEMBER 2002: FIRST TURN OF THE IGNITION

During the development process, certain moments would prove unforgettable for the engineers. For instance, the first turn of the ignition on the V10 engine developed especially for the LFA. That moment, two years after the start of the development process, was the moment life began to breathe into the LFA.

MAY 2003: FIRST MEETING TO CHECK DRIVE TRAIN PARTS

There are no shortcuts in the process of developing the ideal super sports car. Completion cannot be reached without the gradual compilation of research results. May 2003 saw the completion of a series of specimens for the drive train system, which transmits the driving force produced by the engine to the vehicle. By marshaling the powers of each development section, the project slowly but steadily moved toward completion of the LFA.

MAY 2003: COMPLETION OF A BARE CHASSIS

It may be difficult for people with no direct connection to the development of a vehicle to understand the significance that relates to the completion of a bare chassis. Numerous mechanisms that normally go unseen but operate the whole vehicle are packed into the chassis and internal systems of a car. More specifically, completion of a bare chassis means most of the necessary elements that determine the motion characteristics of a vehicle have been squeezed in.

The materials used in the cabin formed by the bare chassis were switched from aluminum to carbon-fiber reinforced polymer (CFRP). This led to dramatic progress for the LFA as a sports car, and marked the first step in the exciting development of Lexus’ very first super sports car.

AUGUST 2003: DESIGN STUDY TEAM

During an extensive process, a team of top tier engineers and executives were assembled to develop an exterior design suited to the concept and performance of the LFA. The team gathered in the innermost site of design development, known as the “design dome”, for a Design Review Conference in order to review project design proposals. Relevant personnel from around Japan and executives responsible for major overseas markets participated. The exterior design and bare chassis that were exhibited surprised and pleased all those who were gathered. They agreed that this super sports car would instantly change Lexus’ image.

However, in its prototype form the design was far from complete. The design study team began to look ahead to its next opportunity to reveal the LFA: the 2005 Detroit Motor Show.

MAY 2004: THE FIRST TEST DRIVE AT NÜRBURGRING

There are two circuits in the world that qualify as sacred grounds for the LFA. One is the Fuji Speedway in Japan. The other is Nürburgring in north-west Germany. The endurance of the LFA was thoroughly built up at Nürburgring, one of the most difficult courses in the world. The decision to move forward with development was based on the LFA’s performance at Nürburgring, and gave this first test drive special meaning.

Even though the home base for LFA development was in Japan, for five years, beginning in the fall of 2004, countless visits were made back to this course as traveling and emotive performance continued to be refined.

APRIL 2006: NÜRBURGRING TEST DRIVE

The LFA project team faced numerous challenges as it returned to Nürburgring to tone up traveling performance during prototype test drives. Key components caught fire due to factors that included the frictional heat that goes with high G-forces. Some of the gear ratios were higher than necessary, while accelerating performance was inadequate. Troubles with durability were also an issue, and it became clear that numerous questions about the LFA’s endurance remained unanswered. These issues were pointed out by Master Test Driver Hiromu Naruse, who was responsible for developing the feel of the LFA’s ride. Achieving compatible durability and traveling performance at this high level was key and called for originality and ingenuity beyond what had been imagined, as well as the mental fortitude to overcome setbacks.

OCTOBER 2006: NÜRBURGRING TEST DRIVE

Once again, the burden of testing at Nürburgring was deeply realized in October of 2006. As the high-speed tests at Nürburgring took place, a number of basic problems (such as engine oil leaks) became apparent. As far as possible, these problems were dealt with on site, but the testing period had to be cut short as it became impossible to get any performance out of the prototype. Just how unfinished the LFA was as an automobile really hit home, and the team decided to return to Japan and conduct a thorough reassessment of basic parts.

July 2007: Nürburgring Test (Spring 2007)

As the year began, issues such as the front and rear grip becoming unbalanced when stressed became apparent during repeated test runs over thousands of kilometers. This lack of balance made the LFA feel like an unruly horse that had yet to be broken. Preparations to find the “feel-good” ride were made at in-house test courses and Japanese racing circuits. More endurance testing at Nürburgring was planned and carried out despite some postponements due to bad weather. A new schedule at Nürburgring was hurriedly firmed up for August, and the endurance tests were completed as scheduled without incident.

OCTOBER 2007: NÜRBURGRING TEST (AUTUMN 2007 SEASON)

By the fall of 2007, there were no problems when driving in the 301 km/h range. However, punching away at the maximum speed of 300 km/h was not the LFA’s objective. For the “car that feels good to drive,” development needed to move forward in conjunction with the well-tuned sensitivities of Master Driver Naruse. Focus turned to the LFA’s emotive performance, best experienced with the five senses and not expressed simply by numbers on a measuring instrument. In this test, the addition of small reinforcing parts made it possible to improve handling stability considerably.

APRIL-MAY 2008: NÜRBURGRING TEST (SPRING 2008 SEASON)

In the pursuit of emotive performance and to test the LFA’s limit, it was decided that entering the Nürburgring 24-Hour Endurance Race would be a part of its development. Because development was the objective, only the minimum amount of conversion required for entering the race was carried out, giving the LFA the same basic conditions of a stock car.

In just one year, body rigidity and steering characteristics had vastly improved, but detailed refinements to correct handling ability continued around the clock until the start of the race.

As a preliminary to the 24-hour race, the LFA participated as a spot entry in the VLN 4-hour race. Despite some blistering on the rear tires, the LFA pulled through and won its class.

JUNE 2008: ENTERED IN THE NÜRBURGRING 24-HOUR ENDURANCE RACE

The 24-hour race at Nürburgring is one of the most demanding competitions in the world. Even though the LFA had run for thousands of kilometers at Nürburgring, test drives simply did not compare to racing conditions, where the LFA would face more than 300 automobiles.

The hostile racing environment created the most difficult test yet for the LFA. During the race, oil leaks and part breakdowns cropped up, and long pit stops were unavoidable. The LFA completed the race, but finished 121st.

Chief Engineer Tanahashi commented that the race setting created a far greater challenge than simply driving Nürburgring itself.

However, the comments from the drivers who fought on for the 24 hours garnered some positive feedback—“Driving along, it feels good” and “The engine sound is good.” These were positive evaluations of the emotive performance the LFA was targeting.

MAY 2009: ENTERED IN THE VLN4

After the LFA’s development issues were exposed during the 2008 Nürburgring 24-Hour Race, a reflection and review meeting with the drivers who competed in the ’08 Nürburgring took place. This led to many more test drives, both on courses and public roads within Japan.

In the space of nearly 12 months, the greatest progress achieved was in the area of stability at high speeds. Progress came not just in terms of driving, but also in engine sound, which had been emphasized during development.

Functioning as an all-around check of the LFA ahead of the 24-hour race, the prototype vehicle was entered in the Nürburgring 4-hour race, better known as the VLN4. The car completed the race without incident, finishing 36th and achieving Best in Class honors. At last, final adjustments began for the 24-hour race the following month.

JUNE 2009: ENTERED IN THE NÜRBURGRING 24-HOUR ENDURANCE RACE

As the 2009 Nürburgring race approached, the LFA team was reminded of just how difficult it is for an automobile still under development to complete a 24-hour endurance race.

The LFA steadily evolved as the issues that had been discovered the previous year were resolved. The LFA had not been exclusively designed as an endurance-racing vehicle, but after achieving a design that made it so pleasurable to drive, the team turned to this challenge. To complete the race under the conditions of Nürburgring and to keep going for 24 hours was an important goal.

2009 marked the first year that Lexus entered two prototype models in the Nürburgring 24-Hour.

In the end, the LFA posted a brilliant finish, marking the point when the development of the car had broken through to its final stages.