I might be able to post them all tonight (though, they will be separate dynos).
LFA [Official] Lexus LF-A Supercar (Production Version)
I might be able to post them all tonight (though, they will be separate dynos).
Here are some dyno sheets. The GT2 RS, LFA and Mclaren MP4 were done by the same dyno. The one thing to note is how LFA holds almost 90% of its peak torque even when it closes in on 9500 rpm.
The 458 Italia, GT3 RS 4.0 and LP560-4 are from different dynos
GT2 RS vs LFA vs Mclaren MP4-12C
458 Italia:
GT3 RS 4.0 stock dyno:
Gallardo LP560-4:
Jay Leno? I thought he is a serial manual gearbox owner.
No he owns many dual-clutch gearbox cars. A few of them are Mclaren MP4-12C, Mercedes SLS AMG, Bugatti Veyron etc.
Did't know he has a Veyron. I just got the feeling from watching his videos that he is still prefers a good manual over the modern gearboxes.
That dyno for the LP560-4 looks too low, even factoring in the AWD. Maybe the wheel sensors are reading too much speed differential between the axles and throwing too much power too the front? In any case, here's a stock LP560-4 done also on a Dynojet, and it looks to be running in RWD:
http://www.dragtimes.com/Lamborghini-Gallardo-Timeslip-24201.html
Overlaid with the edmunds LFA graph, it looks like this:
Here are the charts from the Sport Auto supertests combined. The LFA torque graph had to be adjusted as it was shown with a different scale.
http://www.dragtimes.com/Lamborghini-Gallardo-Timeslip-24201.html
Overlaid with the edmunds LFA graph, it looks like this:
Here are the charts from the Sport Auto supertests combined. The LFA torque graph had to be adjusted as it was shown with a different scale.
I don't get why "all" say NA engine have no low-end torque, when LFA, 458, 911 GT3, M3 and even GT86, have a almost flatter torque curve through-out the almost the whole rev-band compared to turbocharged car, with the excpetion of some BMW engines and the McLaren TT V8.
Can't wait for F12, F70, P1, 918 and Huayra comparisions, to see where the LFA is situated.
Sunny had been wanting to see the shape of the torque curve so it was not an issue that those other dynos were from different places since it still gives an accurate shape of the curve and the comparison was really to itself across the range.
Ofcourse, I can see where you are coming from. No doubt, different dynos will give vastly different numbers so that variation is to be expected.
Some observations on the dynos you posted. The first one, I can see Lambo posts better numbers than in the other dyno, but at the sametime still the dyno is only measuring RWD, it leads me to believe it is not taking into account the real world AWD drivetrain loss. Still, it gives a good comparison on the torque curve with LFA.
Though lower on he peak, LFA seems to hold its torque curve after 8000 rpm better than almost any other high-revving engine and then after 9000 rpm, it is still putting out close to 90% of its torque (At 8300 rpm, the Lambo is making approx. 84% of its own peak torque while the LFA is producing approx. 95% of its own peak torque).
The curve seems to corroborate what the chief engineer Tanahashi said that the engine was designed to happily rev all day long past 10,000 rpm (before Lexus refused to approve it).
Then, the 4.3:1 short gearing multiplies the torque well over the entire rpm band.
The 2nd sport auto super imposition shows Lambo's torque curve extending to nearly 8800 rpm, which cannot be true since redline is at 8300 rpm (versus 9000 rpm for LFA) so the torque curve comparison past 8300 rpm is a moot point and in some ways looking closely is actually contradicting what the first dyno is saying.
Ofcourse, I can see where you are coming from. No doubt, different dynos will give vastly different numbers so that variation is to be expected.
Some observations on the dynos you posted. The first one, I can see Lambo posts better numbers than in the other dyno, but at the sametime still the dyno is only measuring RWD, it leads me to believe it is not taking into account the real world AWD drivetrain loss. Still, it gives a good comparison on the torque curve with LFA.
Though lower on he peak, LFA seems to hold its torque curve after 8000 rpm better than almost any other high-revving engine and then after 9000 rpm, it is still putting out close to 90% of its torque (At 8300 rpm, the Lambo is making approx. 84% of its own peak torque while the LFA is producing approx. 95% of its own peak torque).
The curve seems to corroborate what the chief engineer Tanahashi said that the engine was designed to happily rev all day long past 10,000 rpm (before Lexus refused to approve it).
Then, the 4.3:1 short gearing multiplies the torque well over the entire rpm band.
The 2nd sport auto super imposition shows Lambo's torque curve extending to nearly 8800 rpm, which cannot be true since redline is at 8300 rpm (versus 9000 rpm for LFA) so the torque curve comparison past 8300 rpm is a moot point and in some ways looking closely is actually contradicting what the first dyno is saying.
I wonder how intelligent the Lambo's AWD systems is. It's supposed to be 30:70 under most normal conditions, but it can throw more power to the front when conditions reduce grip at the rear. Might it also throw more power to the rear under acceleration where there is more than enough grip for the rear to the handle?
Redline on the LP560-4 looks to be 8500 rpm.
http://pictures.dealer.com/l/laaglamborghini/1809/4a4e5d95f57c68e73a7f3abbc7ec3d45x.jpg
If the limiter cuts in 300 rpm later, it might hit that engine speed, though torque fall-off is greater.
I think part of it is a mental construct, based on how well the LFA maintains torque at high rpms. It keeps pulling and pulling against expectation, whereas most other cars run out of breath. And of course it sounds more demonic as it approaches the limiter. So that overshadows what the car does at low rpm. Which, based on that autocross video, doesn't appear too shabby; the driver can still induce wheelspin with the engine low in the rev range.
But there is a also a very real, objective component too. Looking at that GT2 RS dyno, the Porsche is monstrously more torquey. As much as ~170 lb-ft, it looks like. That's a Honda Civic's engine worth of difference. Sure, it's done nearly 3000 rpm short of where the LFA's limiter is set at, but its gearing is longer and even at the cutoff, it still maintains that Civic's worth of difference.
Gianclaudio
Aerodynamic Artisan
I saw my first LFA some days ago, at a local fair. I still think the style is a bit generic and soul-less inside and out (not ugly for sure, but lacking some flair), but the car sounds otherwordly. I got goose bumps and a boner once the guys from Toyota start reving the engine: the note is clean, high pitched and is amazing how fast it revs.
Regards!
Regards!
The redline for the LP560-4 is actually at 8300 rpm from all of the information I have found with rev cutoff at 8500 rpm including pictures of the cluster.
If you look at your first dyno you posted, you can see that it goes till 8300 rpm. My point was that, Sport Auto generally never looks past redline on every single car so it must be till 8300 rpm.
As you can see, Sport Auto has LFA's curve till only 9000 rpm rather than its 9500 rpm rev cut off.
If you look at your first dyno you posted, you can see that it goes till 8300 rpm. My point was that, Sport Auto generally never looks past redline on every single car so it must be till 8300 rpm.
As you can see, Sport Auto has LFA's curve till only 9000 rpm rather than its 9500 rpm rev cut off.
"Redline/limiter 8500/8300" doesn't make much sense. Usually limiters are put in place after the redline, not before. In the Fabspeed dyno, it goes to 8500 rpm. The dyno above probably stops at 8300 because they figure it's pointless to go any further, as the torque and power are obviously falling off already. When an engine really hits the limiter, it should result in fluttering or spikes in the output graph, like this:
http://sportbiketrackgear2.homestead.com/satorc51low1.jpg
So if the limiter were truly set at 8300 rpm, a smooth graph to 8500 rpm would be impossible.
http://sportbiketrackgear2.homestead.com/satorc51low1.jpg
So if the limiter were truly set at 8300 rpm, a smooth graph to 8500 rpm would be impossible.
Obviously, it is a typo as usual like it is the case in most magazines. They got it backwards. Redline at 8300 rpm and rev limiter at 8500 rpm.
Just also noticed, it says the engine is 'direct injected'. I never knew the Audi/Lambo V10 is direct injected.
Just also noticed, it says the engine is 'direct injected'. I never knew the Audi/Lambo V10 is direct injected.
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Lexus is the luxury vehicle division of the Japanese automaker Toyota Motor Corporation.
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