Source [Autoblog]
It's taken nearly four days to wrap my head around the 2011 Lexus LFA, and if I'm honest, I'm still not halfway there. The combination of a decade-long gestation, a half dozen prototypes comprised of two different materials, a high displacement V10 that cuts fuel at 9,500 RPM and a $375,000 price tag has left me incapacitated and trembling in a caffeine and nicotine-fueled fetal position for the better part of a week. I can't make heads nor tails of Lexus' first foray into supercardom, simply because nothing exists in the four-wheeled world to put it into perspective. Judging by your comments, I'm not alone.

It's a front-engine GT, but its MSRP means it doesn't compete with the Ferrari 599. It's a technological tour de force nearly on par with the Bugatti Veyron, but its 202 MPH top speed doesn't come close to the V-max of Ferdinand Piech's quad-turbo masterpiece. It's lithe and nimble, but lacks the directness and tactility of the Lotus Elise. Its 3.7-second zero-to-60 time falls short of the GT-R, and it can't come close to the Nissan's point-to-point brutality. There's simply no frame of reference to apply, which begs the question: Why? Why has Lexus invested hundreds of million of dollars, ran a dozen races and developed nearly every single component in-house to build a scant 500 LFAs and offer them to the world's elite?

It's a mystery wrapped in an enigma coated in carbon fiber. And there's obviously more to this story than simply driving impressions and photos. So after last week's barrage of LFA news, it's time to take a step back... then get stuck right back in.

The general consensus is that Toyota built the LFA simply because it could. That's just a poor excuse to prevent your head from exploding. The LFA represents more than just a V10-powered, carbon fiber plaything; the investment in development, technology and manufacturing appears to be a cornerstone of ToMoCo's future products and Toyota President Akio Toyoda's vision for the automaker. But let's put the bird's eye view aside for the moment and revel in the details, beginning with the styling.

Compared to the concept that rolled out at the 2005 Detroit Auto Show, the production LFA bears more resemblance to Toyota's follow-up in 2007. The flat, pointed exterior has evolved into a scooped and ducted coupe that's far and away the best application of Lexus' L-finesse design language to date. But as everyone is quick to point out, the LFA is unabashedly Japanese. And that's only the half of it. Literally.

Full article -->>First Drive: 2011 Lexus LFA is wicked and this way comes — Autoblog

 

 

 

Looks a lot better in black and white... exhaust styling from the ford GT90.

 

I can't wait to read some real-world reviews.

 

Much like most new cars lately it's ugly as sin, but I am still very curious to hear how it performs!

 

Fast, ugly, over priced, and has one of the best sounding exhausts to date.

Don't see the point

 

I'm sorry but if I'm spending that sort of coin, there's a long list of cars I'd RATHER have then a Lexus.

I'm sure it's numbers are impressive; but the GTR has proven that the clients are NOT 'just' about the 0-60 and top speed numbers.

Just because the GTR is faster then say, a 997tt Coupe doesn't mean that can DO what a Porsche 997 Turbo Coupe, or how it does it.

That having been said, if the keys were tossed to me; I'd drive it! (duhh)

 

My Lexus will be GTR fast when it gets out of the shop... but it's mostly a Supra now.

 

I had to edit my post. seems I missed a couple words. LOL