Driven: 2011 Lexus LFA

As one would expect in a car that'll cost about as much as twenty-five Corollas, the LFA boasts carbon-ceramic brakes for stupendous deceleration and consistent pedal action. The monoblock calipers accommodate different-diameter pistons to push the pads against the rotors in a more even and progressive manner. That this high-tech coupe is all about sweating the details also becomes obvious when one examines the steering. The fixed-rate, electrically assisted device combines light weight with a lot more feel than is typically relayed by nonhydraulic systems. Even the flat-bottom steering wheel is quite special, in that it blends a carbon-fiber upper and a heavier aluminum lower to enhance the self-centering effect. Although the shift paddles are symmetrical, they're calibrated such that downshifts require more effort than upshifts. The exhaust, too, is anything but conventional. It's not so much the equal-length dual-pipe system with the two integrated mufflers and the three tailpipes that sets the tone but the different sound channels that run through the cabin. Channel one penetrates the firewall below the dashboard, channel two aims at your ears via the upper cowl opening, and channel three takes shape as a lower reflector behind the seats. Unlike the race car that we previously sampled [October 2009], the production LFA's cabin is as lavishly equipped and as beautifully executed as any other Lexus. The seats are comfortable and supportive, and the materials - mainly leather, aluminum, and carbon fiber - are first-class. The sculptured instrument panel is dominated by a single round display that incorporates the full-size tachometer, the small digital speedometer, the shift indicator, and about two dozen secondary functions that can be summoned via a control on the steering wheel, opposite the starter button. So whenever you're tired of looking at the classic mix of water and oil temperature, oil pressure, and fuel level, don't hesitate to call up the lap timer, the tire-pressure monitor, or the trip computer. Although at a glance the displays look as analog as in a British roadster from the 1930s, what you see is actually digital - even the needle of the rev counter, which had to be computerized to match the eagerness of that musical V-10. We drove the LFA on secondary roads, on the autobahn, and on the Nürburgring grand prix circuit. Are we impressed? Yes and no. There are only two areas - engine characteristics as well as clutch and gearbox action - where the ultimate Japanese sports car fell somewhat short of our expectations. Codeveloped with Yamaha, the 552-hp, 4.8-liter V-10 is without a doubt a mechanical masterpiece. It has been skillfully engineered, with almost telepathic throttle responses that underline the car's strong motorsport connection, acoustic performance that is positively addictive, and a willingness to rev that is refreshingly uninhibited. In addition, this engine is commendably smooth-running, remarkably powerful, and reasonably torquey. It will thrust the LFA from 0 to 62 mph in 3.7 seconds and on to a top speed of 202 mph (according to Lexus). Impressive enough - but by no means in an orbit of its own. A Nissan GT-R, which is a fraction of the price, shaves at least one-tenth off the LFA's acceleration time. A Corvette ZR1 is a few clicks faster overall. And both cars produce significantly more torque at lower rpm. That's where the real dilemma of the Lexus lies: too many revs for not quite enough grunt, 6800 rpm for 354 lb-ft of torque. On the racetrack, the LFA formula works very well. On the road, however, you often find yourself with 4000 or 5000 rpm to play with when what you really need is an instant kick in the butt.