I understand the need for a luxury car maker to create a super car. It spilled into my drawing books at CCS. But I love Lincolns. To wit: a stand up grille (modeled after the Bugatti EB110), covered headlights (Continental Mark III) , a power dome hood and an-ever-so-slight Continental kit that blended into a spoiler (like the final RX-7). Jokes about my Panther Love on TTAC is fine, but I was far too scared to encourage the stereotypes in design school. I showed absolutely nobody my super car Lincoln, and I never will…it, among other aborted design studies, went in the trash when I left Detroit.
But Lexus? No, they actually think they can play in this space. At least long enough to make a statement: since I never did, I do applaud their effort. Even if I don’t especially like it.
The LFA has an odd symmetry about it: from some angles, things like the bulbous and bowed headlight buckets look great. Especially from far away, as the front clip looks like a Honda S2000 that’s trying way too hard to look cool. Look a little closer to see why.
The hard crease which abruptly ends the headlights and this speed hole are a little too “static” for a high speed machine. Then again, it has the strong fender line of my Lincoln super car, which I used to reference the 1961 Continental’s flat fenders. Lexus did this because…well, who knows?
I still don’t know what’s going on here: the fender, hood and bumper meet up like a love triangle gone awry. Fix it by going Lambo, using the same bumper cutline for both the fender and the hood. This would certainly clean up the look.
The golfball dimples on the badge are a nice touch, but I’d prefer the corporate logo was mounted flush like damn near every other car in this class. This is another busy element to a car that needs to chill the heck out.
The fixed vent window is a little disappointing. Combined with the harsh meeting of the A-pillar to the fender, the LFA looks far too static and stodgy compared to the same implementation in the Ford GT.
Nothing works from this angle, and this is how you approach as you reach for the door handle (bottom RH corner). Not to mention that this speed hole literally covers the quarter window, big fish in the aquarium style!
The negative area on the posterior (i.e. the black grilles) provides a carve out to the otherwise uninspiring rear bumper. While I admire the LFA’s blend of hard and soft contours, the meeting of the negative area with the fenders is far too harsh. It’s simply fighting every other element presented.
But wait, it gets worse. The mini spoilers atop both taillights look just as bad as the afterthought body kit on a Toyota Corolla S. But I am sure these are not held on with adhesive backing, even if their placement would make that acceptable.
And unlike the McLaren MP4-12C previously reviewed, the lighting elements are also slapped in odd locations with no attention to how their form can accentuate the LFA’s butt. Then again, with a butt as contrived as this…also take note of the exposed fasteners in the upper RH corner of this picture.
The exhaust pipes mean business. The dealer installed chrome license plate says what everyone already knows: the LFA is only for the Toyota loyalists. If this was the mid-1990s, I’d fully expect to see gold emblems, too. Just kidding. Except maybe not.
And that ends it. When a luxury brand goes for the heart of super car passion, this is their “end” result. There’s little to be excited about, considering the sizzle from the usual suspects at this price point. And considering the LFA’s not-mind-blowing performance, the steak isn’t that noteworthy, either.
Then again, perhaps the same thing could be said of the original LS400. And we all know how that turned out for the Lexus brand.