2012 Lexus LFA vs 2010 Nissan GT-R - Motor Trend

MC · 05-10-2010, 02:22 AM

the race is at the end of the video

LFA 11.8 @123

GTR 11.9 @ 120

For our drag video (see below), we rely on time tested hand signals to stage and send the cars. After the ready confirmation, our starter's hands go up one at time. When they both go down, it's show time.
Nail the LFA launch just right -- just after the hands start coming down -- and a half-length holeshot on the GT-R is possible. That's enough to crush it from start to finish. Leave but a fraction of a second later, and the LFA becomes the hunted one. Eleven seconds have never felt this slow; at every upshift, the single-clutch Lexus loses precious inches off its lead to the double-clutching GT-R. One to two -- the GT-R hits 60 in just 3.5 seconds to the LFA's 3.8. Two to three, three to four -- the GT-R nearly pulls even as both accelerate into the triple digits. Only now the LFA begins to exhort its top end dominance. That three-tenths of a second advantage is gone by 90 mph. In fact, the LFA hits 100 mph four-tenths faster than the GT-R -- and just keeps going. As both flash past the quarter-mile marker, the LFA never looks back.

And yet, for those only interested in stoplight grand prix, the GT-R is still the better choice. While the LFA may be faster on paper and on limitless stretches of highway, Godzilla launches more consistently and feasts on imperfect launches. Nine times out of ten, the GT-R leaves quick enough to overcome the LFA's top-end advantage

Although we already know who will win, it's all theoretical bench racing. During acceleration testing of the Lexus, we uncover an ugly truth about the LFA's long gestation period. Its sequential manual gearbox (SMG) feels years behind the dual clutch boxes like the GT-R.

Lexus claims no official launch control for the LFA, and its SMG transmission isn't particularly snappy when simply flooring the throttle. Yet all attempts at power braked launches (even with traction control completely shut off) are met with frantic resistance. Herky-jerky engagement results in only mid-4 second launches -- far off the claimed 3.6-second pace claimed by Lexus. At this point, our boy Bill suggests we try some illicit activity with his LFA. "Put it in neutral, rev to 4000 rpm, and then grab the + paddle for first gear," he says.

To his credit, road test editor Scott Mortara adamantly refuses -- not wanting to be the first (and last) journalist to litter the dragstrip with $375,000 worth of LFA powertrain. Only after a phone consultation with the engineers back at Lexus HQ, does Mortara grudgingly consent to try this technique.

It works, but not all of the time. A great launch means only a chirp of the tires and blistering acceleration, but vary the rpm just bit and the LFA torches its rubber before rocketing down the strip. A slight delay between paddle actuation and SMG response further complicates a fast start.

In comparison, few things are simpler than launching a GT-R. Since launch control has been removed, all it takes is a bit of powerbraking to help load the transmission and build boost. Then sledgehammer the pedal and hold on.

05-10-2010, 02:22 AM	#1 (permalink)
MC Moderator Join Date: Oct 2008 Location: NC Posts: 3,238 Drives: 2015 GTR NISMO Rep Power: 24	2012 Lexus LFA vs 2010 Nissan GT-R - Motor Trend the race is at the end of the video LFA 11.8 @123 GTR 11.9 @ 120 For our drag video (see below), we rely on time tested hand signals to stage and send the cars. After the ready confirmation, our starter's hands go up one at time. When they both go down, it's show time. Nail the LFA launch just right -- just after the hands start coming down -- and a half-length holeshot on the GT-R is possible. That's enough to crush it from start to finish. Leave but a fraction of a second later, and the LFA becomes the hunted one. Eleven seconds have never felt this slow; at every upshift, the single-clutch Lexus loses precious inches off its lead to the double-clutching GT-R. One to two -- the GT-R hits 60 in just 3.5 seconds to the LFA's 3.8. Two to three, three to four -- the GT-R nearly pulls even as both accelerate into the triple digits. Only now the LFA begins to exhort its top end dominance. That three-tenths of a second advantage is gone by 90 mph. In fact, the LFA hits 100 mph four-tenths faster than the GT-R -- and just keeps going. As both flash past the quarter-mile marker, the LFA never looks back. And yet, for those only interested in stoplight grand prix, the GT-R is still the better choice. While the LFA may be faster on paper and on limitless stretches of highway, Godzilla launches more consistently and feasts on imperfect launches. Nine times out of ten, the GT-R leaves quick enough to overcome the LFA's top-end advantage Although we already know who will win, it's all theoretical bench racing. During acceleration testing of the Lexus, we uncover an ugly truth about the LFA's long gestation period. Its sequential manual gearbox (SMG) feels years behind the dual clutch boxes like the GT-R. Lexus claims no official launch control for the LFA, and its SMG transmission isn't particularly snappy when simply flooring the throttle. Yet all attempts at power braked launches (even with traction control completely shut off) are met with frantic resistance. Herky-jerky engagement results in only mid-4 second launches -- far off the claimed 3.6-second pace claimed by Lexus. At this point, our boy Bill suggests we try some illicit activity with his LFA. "Put it in neutral, rev to 4000 rpm, and then grab the + paddle for first gear," he says. To his credit, road test editor Scott Mortara adamantly refuses -- not wanting to be the first (and last) journalist to litter the dragstrip with $375,000 worth of LFA powertrain. Only after a phone consultation with the engineers back at Lexus HQ, does Mortara grudgingly consent to try this technique. It works, but not all of the time. A great launch means only a chirp of the tires and blistering acceleration, but vary the rpm just bit and the LFA torches its rubber before rocketing down the strip. A slight delay between paddle actuation and SMG response further complicates a fast start. In comparison, few things are simpler than launching a GT-R. Since launch control has been removed, all it takes is a bit of powerbraking to help load the transmission and build boost. Then sledgehammer the pedal and hold on. __________________ 2015 GT-R N1SMO "THE ONE" Instagram MCGTRN1SMO Youtube MCGTRNISMO Last edited by MC; 05-10-2010 at 02:12 PM.

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