Latest Toyota LF-A Concept

Lexus has "reshaped, redetailed and redefigned" its ongoing LF-A concept project, such that the latest model is closer to a market-ready vehicle, according to a press release that dropped out of the leaden Detroit skies this afternoon. That means the LF-A is edging ever closer toward the long-awaited, six-figure Lexus supercar projected to hit by century's end. No V8 in this boy — it's got a mid-mounted 500+ hp V10 and a probable top speed of 200 mph. In a bull market, that is.

Lexus LF-A Concept - Vintage '07

Once again we see the super-sports car Lexus LF-A, once again as a concept car, with some tweaks to the exterior and the interior for the ‘07 vintage. According to Lexus, the production version will be very similar to this LF-A when it comes out in late 2008, with a V10 engine outputting more than 500 ps and a top speed of more than 200 mph.


The engine is mounted in a front/mid position, with a transaxle transmission (gearbox and differential on the rear axle). The radiators have been moved to the rear too, to optimize weight distribution (you can see the huge air-scoops behind the b-pillar, and the huge vents under the rear lights).

Still an eminently desirable car… now with a bit more personality, compared to the original.

Lexus LFA Roadster

Though Toyota maintains that the LF-A will remain only a development platform they are certainly parading it around like the next big thing, including a sighting by myself at the U.S. Open a couple of weeks ago. The “F” logo, located on each front fender of the Roadster, indicates the vehicle’s status as a part of the “F” special vehicle program within Lexus that falls outside the normal engineering and development process.

Compared to the coupe concept that was introduced last year, the LF-A Roadster features a number of design differences including reshaped headlights, a new front fascia, modified side skirts and air intakes, and a somewhat reshaped trunk. The LF-A Roadster is still based on the same lightweight carbon-fiber and aluminum body used for the LF-A coupe, which maintains strength and rigidity even in topless form. Like its coupe sibling, the LF-A Roadster is also powered by a high-revving 5 liter V10 engine capable of more than 500 horsepower and speeds greater than 200 mph. It is mounted in front of the passenger compartment but behind the front-axle centerline in what engineers refer to as a front-mid configuration controlled by paddle shifters. The LF-A Roadster stands just 48 inches tall, but the Roadster configuration adds a speed adaptive rear wing. The rear is also marked by a pair of wrap-around, arrowhead-shaped taillights that bracket a pair of large grilles. These grilles vent the heated air from the car’s two rear-mounted radiators into the LF-A Roadster’s aerodynamic wake. The radiators are fed cool air by two large intake ducts mounted just above the rear wheel wells.

Hummer H3T

The H3T is built on a modified GM midsize truck platform, including the coil-over front and rear suspensions. Fox remote-reservoir shocks are used for the ultimate in off-road dampening. An automatic transfer case locks the vehicle into four-wheel drive when needed.
The locking front and rear axles on the H3T are borrowed from full-size GM trucks. Braking is accomplished with four-wheel discs from Alcon. The 15-inch-diameter rotors are clamped down upon with Baer six-piston calipers in the front and four-piston calipers in the rear. Nineteen-inch wheels are mounted at all corners.

A 350-horsepower, turbocharged version of GM's new Vortec 3500 inline five-cylinder engine powers the H3T, and it's backed by the heavy-duty Hydra-Matic 4L65-E electronically controlled four-speed transmission. The turbocharged five-cylinder produces more power than most six-cylinder engines, but is more compact. The engine also makes 350 lb.-ft. of torque, which helps the H3T tackle steep terrain with ease.

Fuel-saving variable valve timing technology, which is available on some of GM's four-, five- and six-cylinder engines, boosts the five-cylinder's efficiency by varying valve timing, lift and duration. It also improves emissions and overall performance.

Although currently a concept vehicle, the H3T was built with production-type components, including chassis and suspension components that were leveraged from existing GM truck architectures

2005 Hummer H 2

First shown in concept form at the 2001 New York auto show, Hummer's H2 SUT is finally here, combining the Earth-crushing bulk of the regular H2 with the cargo capacity of a Radio Flyer. Of course, it packs the H2's 325-hp, 6.0-liter Vortec V-8, and, of course, it has standard four-wheel drive and all manner of off-road protective hardware. The SUT arrives in base, leather-lined Lux, and ready-for-anything Adventure models, the last featuring an air-spring suspension that can nudge ride height from the standard 9.7 inches to 10.8 inches. The SUT's real claim to fame, however, is that 35-inch pickup bed, which is just the right size for, well, something. Beer? In fairness, GM's smart Midgate system effectively doubles the bed length to 71 inches by invading the rear seat space.

2008 Civic DX Sedan

- 1,799 cc 1.8 liters in-line 4 front engine with 81.0 mm bore, 87.3 mm stroke, 10.5 compression ratio, overhead cam, variable valve timing/camshaft and four valves per cylinder
- Unleaded fuel 87
- Multi-point injection fuel system
- 13.2 gallon main unleaded fuel tank 11.0
- Power: 104 kW , 140 HP SAE @ 6,300 rpm; 128 ft lb , 174 Nm @ 4,300 rpm

2007 Bentley Azure

Like a priceless Louis XV cabinet or a rare Biedermeier cupboard, Bentley convertibles have always been top-shelf items built to satisfy the self-indulgent demands of the well-to-do. True to this tradition, the new 2007 edition of the classic Azure is a devilishly expensive and supremely luxurious land yacht. Mechanically speaking, the Azure is basically a two-door Arnage with a power-operated canvas top. What makes it special are old-world ingredients such as rear-wheel drive, a 6.8-liter twin-turbo OHV V-8, and a bespoke interior.
The styling of the new Azure is as textbook conservative as that of a London taxi or Buckingham Palace. But the magic is in the proportions: an imposing body that measures almost eighteen feet between bumpers; an in-your-face mesh grille flanked by two expressionless headlamps; a hood vast enough to hide a miniature nuclear power plant; and a stately rear overhang. The cabin lacks modernities such as Mercedes-Benz SLK-style neck-warming vents, so the four occupants must rely entirely on the windshield and on the tall side windows to brave the elements. In appearance and approach, this new Bentley seems like a leftover from the late 1980s, but the driving experience most certainly isn't.
The previous Azure was a surprisingly quick car--at least in Mulliner spec--considering its castlelike weight and aerodynamics, but its handling and roadholding left much to be desired. In the new car, steering inputs are translated without delay, the brakes are properly boosted, directional stability is solid, and the chassis has shed its eiderdown indifference. True, the Azure still rolls like a barge when pushed hard, and its 645 lb-ft of maximum torque may burn rubber at any time, but there is no doubt that the 450-hp Azure has matured in attitude and ability.
A six-speed manu-matic will help the massive Azure cover 0 to 60 mph in less than six seconds on its way to a top speed of 168 mph. According to Bentley chairman Franz-Josef Paefgen, however, the Azure is "not about smoky launches or lurid power oversteer. On the contrary, it is a gentle giant, an effortless cruiser, a humble lesson in presence and prowess."
No more than 400 Azures are to be built annually, and most of them will surely spend their pampered lives wafting from one sumptuous estate to the other, with stops at the marina, the country club, and the helipad in between. For a mere $338,000, one of these timeless tokens of privilege could be yours.