engine oil lexus LFA 2012 Technical Information / LEXUS 2012 LFA NURBURGRING PACKAGE GUIDE

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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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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LFA_Nurburgring_U
Engine
Engine Type1LR-GUE
No. of Cyls. & Arrangement 10-cylinders, 72°V type
Valve Mechanism 40-valve DOHC, Rocker Arm Type
Bore x Stroke 88.0 mm x 79.0 mm
Displacement 4,805 cm
3
Compression Ratio 12.0:1
Spark Plug Type
*1PK22HTBR-L8 (DENSO)
Engine Oil “Mobil 1 5W-50” API SM or SN
Engine Oil Capacity
*2Single Oil Cooler 13.5 L (14.2 qt., 11.9 Imp. qt.)
Twin Oil Cooler 14.5 L (15.3 qt., 12.8 Imp. qt.)
Lubrication Type Dry Sump
Coolant Type Super Long Life Coolant
Coolant Capacity 25.5 L (26.9 qt., 22.4 Imp. qt.)
Max. Output (SAE-NET) 420 kW (571 PS) 8,700 rpm
Max. Torque (SAE-NET) 480 Nm (48.9 kgf•m) 7,000 rpm
Maximum Engine Speed 9,000 rpm
*1: The spark plugs have been developed exclusively for the 1LR-GUE engine.*2: The fi gure shown is the total amount of oil contained in the engine, and not the amoun\
t of oil
required for an oil change.




Engine powerband (Internal measurement)
Engine speed (rpm)
Power (kW)
Torque (Nm)
/VS@TQFD@&JOEE


 



450
400
350
300
250500
400
300
200
150
100
500 2000 4000 6000 8000 3000 5000 7000 9000 10000
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51
Technical information
LFA_Nurburgring_U
Clutch and Transaxle
ClutchTypeDry Single-Plate Clutch
Diaphragm Spring
Operation Hydraulic Cylinder
Clutch Cover Type Diaphragm Spring Turnover
Clutch Disc Diameter 240 mm
Transaxle Type ASG
(Automated Sequential Gearbox)
Transaxle Model RB60M
Front Counter Gear Ratio* 1.259
Transaxle Gear Ratios 1st3.231
2nd 2.188
3rd 1.609
4th 1.233
5th 0.970
6th 0.795
Rev 3.587
Differential Gear Ratio 3.417
Differential Type TORSEN
® LSD
Rear Transaxle Gear Oil Oil Viscosity “LT 75W-85” API GL-5
Rear Transaxle Gear Oil Capacity 5.3 L (5.6 qt., 4.7 Imp. qt.)
*: The front counter gear is lubricated by engine oil.
/VS@TQFD@&JOEE


 



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