2012 Lexus LFA oil

32
LFA_Nurburgring_U
In the pursuit of responsiveness and emotive performance that outperforms the engine
in the standard package, the 1LR-GUE en gine in the Nürburgring Package reduces
friction losses to realize an 8 kW (11 PS) increase in power. An impressive output of
close to 88 kW (120 PS) per liter has been achieved.
As proof of this, the surge tank bears a specialized emblem and the oil filter cover
comes in a specialized color.
N-041
Front view Side view
Powe r t ra i n
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33
Powertrain
LFA_Nurburgring_U
■Low friction internals
While the engine in the Nürburgring Package is the same engine model as the stan-
dard package, by meticulously adjusting items like the amount of oil supplied and the
friction surfaces of moving parts, a further reduction in friction has been achieved.
■Oil feed pump
In the standard engine, an inner relief system that circulates oil inside the oil feed pump
has been adopted. This restricts oil level fluctuations in the crankcase and oil pan,
achieving a reduction in friction and the occurrence of air bubbles in the oil.
Moreover, an exclusive pump was adopted for the cam timing adjusters (VVT-i). By
increasing the pressure of the oil supplied from the feed pump, the VVT-i can be oper-
ated even more effectively while the total amount of oil was reduced, thereby contrib-
uting to a reduction in total friction.
With the Nürburgring Package, the clearances inside the pump were optimized by
balancing the oil supply more precisely, further reducing friction.
■Piston rings
In the standard package's engine, linerless thermally sprayed bores were adopted for
the cylinder bore surface, simultaneously improving heat dissipation and reducing cyl-
inder bore distortion.
This accordingly made it possible to lower the tension of the top & second ring more
than that of a common mass-production engi ne and at the same time a thin 2-piece
nitride processed oil ring has been adopted, reducing friction losses.
Through the utilization of these aspects and optimized ring specifications, a further
reduction in friction has been achi eved in the Nürburgring Package.
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34
LFA_Nurburgring_U
Dry sump system
In order to lower the center of gravity, the LFA adopts a dry sump system which
positions the oil tank separately from the engine itself and does away with a conven-
tional oil pan, enabling the location of the engine to be closer to the ground.
Simultaneously, the center of gravity is further lowered and the yaw moment of iner-
tia is further reduced by placing heavy objects such as the oil pump on both sides of
the lower back end of the engine.
As high dimension driving performance was achieved due to these engineering
techniques and the packaging of the Nürburgring Package, a lubrication system
that could handle up to 2G of lateral acceleration was required.
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35
Powertrain
LFA_Nurburgring_U
In order to secure lubrication performance that could withstand high lateral accel-
eration, seven independent scavenger pumps were adopted and are located in
both sides of the cylinder head, the front and rear chain case and the crankcase,
pumping the collected engine oil into the air-cooled oil cooler and the oil tank.
Only the oil with a high temperature collected from the crankcase is pumped into
the air-cooled oil cooler, minimizing drops in pressure, which in turn reduces the
pump's driving loss.
The oil tank's construction achieves stable oil circulation even during high lateral
acceleration due to the adoption of a vertically long shape and specially designed
baffle plate.
Within the oil tank, cyclone type gas-liquid separation is performed and air bubbles
are removed from the collected oil. The oil is then sent to the lower part of the oil
tank and supplied to various parts of the engine via the feed pump which is located
on the same horizontal axis as the scavenger pump.
While a similar sequence of circulation is common with the standard package, it
plays a more important role in the Nürburgring Package, which pursues an even
higher level of driving performance.
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36
LFA_Nurburgring_U
The Nürburgring Package has improved the aerodynamic performance of the vehi-
cle’s whole body, so that a high level of handling stability can be acquired during high-
speed driving.
A prepreg hollow CFRP (Carbon Fiber Reinforced Plastics) large-sized front spoiler,
canards and a fixed type large-sized rear wing have been adopted as exclusive exte-
rior equipment. These items increase downforce as well as precisely control airflow,
further improving the LFA’s high driving stability.
Aerodynamics
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37
Aerodynamics
LFA_Nurburgring_U
■Large-sized front spoiler
A hollow structure has been adopted,
achieving weight reduction. Addition-
ally, a one-piece front spoiler that
extends from the front to the sides has
been achieved, ensuring rigidity.
The air that flows along the underbody
is precisely controlled, simultaneously
increasing downforce.
■Canard
Attached to each side of the front
bumper, the front canards have been
constructed to be as thin as possible.
By increasing downforce, straightline
stability and grip when cornering are
enhanced, contributing to an improve-
ment in handling stability.
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40
LFA_Nurburgring_U
For the Nürburgring Package, in order to further improve stability and corning speed,
exclusive shock absorbers, coil springs, stabilizers, high grip tires and aluminum
wheels that enhance body control and grip have been adopted.
During repeated test runs at the Nürburgring, controllability was increased across all
speed ranges from low to high, and a sense of oneness between the driver and the
vehicle was pursued.
Chassis and suspension
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Chassis and suspension
LFA_Nurburgring_U
■Suspension
In order to maximize aerodynamic and suspension performance, vehicle height, wheel
alignment, coil springs, stabilizers and the shock absorbers were finely tuned for the
Nürburgring Package.
Accordingly, an astounding level of both handling with high controllability and stable
body control has been achieved.
s
ItemSpecification differences from the standard model
Vehicle height
Vehicle height lowered
Front: -10 mm
Rear: -10 mm
Wheel alignment
Negative camber angle increased
Front: -0 ° 45 ’ → -1° 10’
Rear: -1 ° 45’ → -2 ° 10’
Coil spring
Spring rate increased
Front: 86 N/mm → 115 N/mm
Rear: 103 N/mm → 155 N/mm (Non-linearly)
Stabilizer
Stabilizer gauge increased
Front: Diameter: 31.8 mm → 31.8 mm
Gauge: 4 mm → 5 mm
Rear: Diameter: 25.4 mm → 25.4 mm
Gauge: 4 mm → 6 mm
Shock absorber
Damping force increased (extend/rebound rate of 0.3 m/s)
Front: 1870/1800 N → 2030/1920 N
Rear: 2860/2210 N → 2960/2360 N
Front Rear
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