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gocinepelishd · 4 years ago

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¿Qué significa LC LC definiciones Abreviatura Finder ~ Qué significa LC en el texto En resumen LC es una palabra de acrónimo o abreviatura que se define en un lenguaje sencillo Esta página ilustra cómo LC se utiliza en los foros de mensajería y chat además de software de redes sociales como VK Instagram Whatsapp y Snapchat En la tabla anterior puede ver todos los significados de LC algunos son

LC Coupé Híbrido Premium 2019 LC 500h Lexus España ~ El Lexus LC es mucho más de un coupé 22 que le encandilará con su estética hipnotizadora Y es que en su interior le aguarda una experiencia de conducción fuera de serie perfeccionada por un equipo de más de 4000 diseñadores ingenieros y técnicos Especificaciones Dimensiones

Evangelio de Lucas Wikipedia la enciclopedia libre ~ El Evangelio de Lucas o Evangelio según san Lucas es el tercero y más extenso de los cuatro evangelios canónicos del Nuevo Testamento bíblico Relata la vida de Jesús de Nazaret centrándose especialmente en su nacimiento ministerio público muerte resurrección y termina con el relato de su ascensión El propósito de Lucas al escribir una historia de la vida muerte y resurrección de Jesucristo era que las personas fuera de la fe y cultura judía pudieran entender el mensaje

LC Abreviaturas Acrónimos y Siglas Enciclopedia ~ El diccionario de abreviaciones de palabras y siglas jurídicas de la Enciclopedia ofrece los significados como LC de siglas y abreviaturas legales en español más usados en España Mexico Venezuela Colombia Brasil Perú Argentina Chile y otros países latinoamericanos el derecho internacional y el derecho comparado como LC

LC Wikipedia ~ Technical Department of the Ministry of Aviation Nazi Germany in charge of research and development LC but more often referred to as Camt LucknowKanpur Suburban Railway a stateoperated commuter rail service in the KanpurLucknow region of India Religious organizations Latin Catholic Church or Roman Catholic Church

Ley 222003 de 9 de julio Concursal TÍTULO IV Del ~ La Sentencia TS Sala Primera de 4 de noviembre 2016 Rec 5192014 fija la siguiente doctrina jurisprudencial «i El límite temporal previsto en el art 97bis1 LC para solicitar la modificación de la lista definitiva de acreedores al amparo del art 973 LC varía según se esté en fase de cumplimiento del convenio o de liquidación

Letter of credit Wikipedia ~ A letter of credit LC also known as a documentary credit or bankers commercial credit or letter of undertaking LoU is a payment mechanism used in international trade to provide an economic guarantee from a creditworthy bank to an exporter of goods

Letter of Credit Definition ~ A letter of credit is a letter from a bank guaranteeing that a buyers payment to a seller will be received on time and for the correct amount

GrupoLC Comercio al mayor de frutas y hortalizas frescas ~ Frutas Verduras Distribución Nacional Hortalizas Exportación frutas hortalizas Importación fruta hortalizas cestas de frutas mayoristas de frutas hortalizas

Ley 222003 de 9 de julio Concursal TÍTULO VI De la ~ La Sentencia TS Sala 1ª de 13 abril 2016 Rec 29102013 fija como doctrina jurisprudencial «La calificación tras la reapertura por incumplimiento o imposibilidad de cumplimiento del convenio debe ser enjuiciada únicamente desde la perspectiva de los arts 16423 º 1672 1682 y 1693 LC

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peliculatop · 4 years ago

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Relic (2020)

Descargar Relic (2020) Pelicula Completa en Espanol. Relic se puede ver de forma gratuita registrándose. Ver Relic HD Calidad.

Letter of Credit Definition ~ A letter of credit is a letter from a bank guaranteeing that a buyers payment to a seller will be received on time and for the correct amount

#Terror #Suspense #Drama #Misterio

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nataliamohes · 4 years ago

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Descargar Relic (2020) Terror, Drama, Misterio, Suspense. Relic se puede ver de forma gratuita registrándose. Ver Relic HD Calidad.

Relic (2020)

Ver Relic (2020) Pelicula Completa en Espanol. Relic se puede ver de forma gratuita registrándose. Descargar Relic HD Calidad.

Letter of Credit Definition ~ A letter of credit is a letter from a bank guaranteeing that a buyers payment to a seller will be received on time and for the correct amount

#Terror #Suspense #Drama #Misterio

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fanaticarmagazin · 5 years ago

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Lexus LC (2020) - Update sorgt für mehr Fahrspaß

Der edle Luxus-Gran-Turismo Lexus LC bekommt ein ordentliches Upgrade verpasst die besonders der Fahrdynmaik zu Gute kommen soll. So wurden die ungefederten Massen durch Aluminium-Lenker, leichtere Stabilisatoren und hochfesten Federstahl um knapp zehn Kilogramm reduziert. Auch die adaptiv variablen Dämpfer wurden verändert und der hintere Stabilisator versteift. Mit an Bord ist ein aktiver Kurvenassistent, die kurveninneren Räder entsprechend der Querbeschleunigung abbremst. Die Zehn-Stufen-Automatik wurde auf Ansprechverhalten optimiert. Das Hybridsystem schaltet jetzt in den zweiten statt in den dritten Gang herunter, um das Beschleunigen aus scharfen Kurven heraus zu verbessern.

Im M-Modus erzeugen die Zahnradsätze den Effekt von zehn Gängen. Dies sorgt für ein sehr aktives Fahrgefühl und erlaubt manuelle Gangwechsel per Schaltwippen. Im Automatikmodus passt die Schaltsteuerung die Gangwahl an die Fahrbedingungen und den Input des Fahrers an. Bei niedrigeren Geschwindigkeiten bietet das Multistage Hybrid Drive mehr elektrische Unterstützung und kann den Lexus LC 500h bei bis zu 140 km/h mit abgeschaltetem Benzinmotor antreiben. Die kompakte und leichte Lithium-Ionen-Batterie des Lexus LC 500h ist zwischen den Rücksitzen und dem Kofferraum untergebracht. Sie hat eine hohe Leistungsdichte mit 84 Zellen und 310,8 Volt. Der LC wurde durch die Modellpflege optisch nachgeschärft. Optional ist nun ein Dach aus karbonfaserverstärktem Kunststoff (CFRP) erhältlich. Im Innenraum geben die tief angesetzte Instrumententafel und die schmalen vorderen Säulen den Blick auf die Straße frei. Die Farbauswahl wird erweitert durch die neue Lackierung Sunsetorange sowie Norigrün, das bisher der Club Edition vorbehalten war. Weitere Farbtöne sind Fujiweiß, Graphitgrau, Satinsilber, Titaniumsilber, Onyxschwarz, Graphitschwarz, Vulcanorot, Auroragelb und Tizialblau. Das Farbprogramm für das Interieur enthält die neue Lederoption Ascarirot. Die Lederausstattung ist auch in Samtschwarz und Bahiabraun erhältlich.

Der 5,0-Liter-V8-Saugmotor entwickelt eine Leistung von 464 PS (341 kW) und beschleunigt das Coupé in 4,7 Sekunden aus dem Stand auf 100 km/h. Die Kraftübertragung erfolgt über eine modifizierte Zehn-Stufen-Automatik. Die zweite Antriebsvariante ist der Lexus LC 500h. Wie bei anderen Hybridantrieben von Lexus wird ein Benzinmotor mit einem Elektromotor kombiniert. Der 3,5-Liter-V6-Motor arbeitet dank Atkinson-Zyklus und Direkteinspritzung D-4S mit einem optimalen Wirkungsgrad. Die kombinierte Systemleistung beträgt 359 PS (264 kW). Der leichte Ventiltrieb mit der intelligenten variablen Ventilsteuerung Dual VVT-i soll in allen Drehzahlbereichen für üppiges Drehmoment sorgen. Multistage-Hybrid-Drive verstärkt die Motorkraft dank einer vierstufigen Automatik um die Geschwindigkeit über die gesamte Bandbreite zu nutzen.

Das Multimediasystem des LC wird über einen hochauflösenden 10,3-Zoll-Bildschirm gesteuert. Durch die Split-Screen-Ansicht können verschiedene Funktionen einschließlich Audio- und Klimasteuerung gleichzeitig angezeigt und bedient werden. Der LC ist serienmäßig mit Apple CarPlay und Android Auto ausgestattet. In allen Versionen ist das Lexus LC Coupé standardmäßig mit dem Lexus-Safety-System+ ausgerüstet. Dies umfasst ein Pre-Crash-Safety-System mit Fahrzeug- und Fußgängererkennung (PCS), eine adaptive Geschwindigkeitsregelung (ACC), einen Spurhalteassistenten mit Spurführungs-Funktion (LTA), eine Verkehrszeichenerkennung (RSA) und einen automatischen Fernlichtassistenten (AHB). Zur weiteren Minderung des Unfallrisikos tragen ein Totwinkelassistent und ein Querverkehrsassistent bei. Fanaticar Magazin | Fotos: Lexus | Quelle: ampnet/deg Lesen Sie den ganzen Artikel

#2020 #Facelift #hybrid #Lexus #LexusLC #Update

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gnewscar · 5 years ago

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2021 Lexus LC Color Changing Increasingly Looks Luxurious

2021 Lexus LC get a change in mode and color that makes this car look even more luxurious. The Lexus LC is as of now one of our preferred autos, and the Lexus LC 500 Convertible plans to be even somewhat better. The extravagance automaker has made various minor changes to the suspension, infotainment and shading plans. Beginning under the skin, Lexus discovered some weight reserve funds in the haggles. Indeed, the new LC has 22 less pounds of unsprung weight because of lighter back wheels, aluminum lower control arms, high-quality steel springs, and rounded enemy of move bars as opposed to strong ones. Lexus says that these upgrades alongside retuned stuns should give the new LC a gentler, smoother ride.

2021 Lexus LC Color Changing Increasingly That is not all, as Lexus is currently including its Active Cornering Assist innovation to the solidness control framework, which brakes within wheels in goes to improve cornering capacity. Lexus likewise balanced the move rationale for the transmissions in both the V8 LC 500 and half and half LC 500h to be smoother and progressively responsive. Clients of Android telephones will likewise be satisfied to realize that Android Auto will be standard hardware on the 2021 LC. Apple CarPlay and Amazon Alexa reconciliation will likewise keep on being standard. So anyway you like to associate with your telephone and media, you'll be secured.

2021 Lexus LC Color Changing Increasingly Looks Luxurious There are a couple of shading refreshes, as well. Cadmium Orange and Nori Green Pearl have been included as outside hues. The last you may recollect from the restricted release 2020 Lexus Inspiration Series model. Inside, dark and tan insides stay, while the Rioja Red choice is supplanted by Flare Red. Unfortunately, the Bespoke White inside, which included indigo and orange calfskin and softened cowhide has been ended. Until this article is published, there is no price and availability information for Lexus LC 2021. If You Like It : New Innovation Genesis Launches GV80 First SUV With 3,000CC New features of Corolla Altis Hybrid now equipped Toyota Safety Sense, this explanation See More Clearly 2021 Ford F 150 Limited Interior Is Very Luxurious

Lexus LC 500 Convertible

The LC500 convertible's top withdraws in 15 seconds and engines again into the right spot in 16. While including the convertible top requires surrendering the roadster model's progressively rich fastback roofline, Lexus engineers have worked superbly of making the LC500 convertible look really cleaned with its rooftop set up.

Lexus LC 500 Convertible Utilizing the equivalent 471-hp 5.0-liter V-8 motor as the LC500 roadster, the LC500 convertible should offer comparable exhibition. At our test track, the LC500 dealt with a 4.7-second impact from zero-to 60 mph. A half and half model, the LC500h, which accompanies a V-6 and a couple of electric engines, carried out the thing in 4.8 seconds, yet Lexus hasn't yet reported a convertible mixture model. Lexus claims that the convertible model has been intended to hold the taking care of and driving elements of the hardtop model, and basic props have been added to keep up the inflexibility of the vehicle's skeleton. A general load of 4497 pounds implies the convertible model is 126 pounds heavier than the last LC500 car we tried and 24 pounds lighter than the our LC500h half breed test vehicle. Inside of the LC convertible is a lot of like that of the roadster. The restricted version model appeared at the Los Angeles car expo will be delivered in constrained numbers–just 100 will be made–and it includes a white semi-aniline calfskin inside with blue accents to coordinate the Structural Blue outside shading. The vehicle's atmosphere control framework works on rationale that is subject to the top's position; if the top is down in nippy fall climate, neck radiators will initiate to help keep front-seat inhabitants warm. Strangely, a Lexus representative siad that the LC convertible's top stows in a similar zone where the LC500h's battery pack lives, so it would require re-designing the top so as to construct a convertible adaptation of the cross breed. Supposition we won't hold our breath for one, all things considered. Read the full article

#2021lexuslc500convertible #2021lexuslcconvertibleprice #lexuslc500convertiblered #lexuslc500convertiblereview #lexuslc500convertiblespecs

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dailyanjal · 5 years ago

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2020 Lexus LC 500h Launched In India; Prices Start At Rs. 1.96 Crore

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The LC500h will be positioned as a GT or Grand Tourer. India only gets the hybrid variant of the LC. It’s sad that we miss out on the one with the V8 engine.

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enginerumors · 6 years ago

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2020 Lexus RC 350 Price, Release Date, Specs

2020 Lexus RC 350 Price, Release Date, Specs – That Lexus RC auto appeared to be maybe Lexus’s a large number of daringly designed automobile whenever it first showed a few years before, though just a design that strong must have up-dates to stay in unique. Lexus is supplying this RC that regarding 2020 which has a recharge that can bring adjusted appearances in addition to a handful of interior…

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perksofwifi · 5 years ago

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Green Is Good: Acura NSX vs. BMW i8 vs. Lexus LC 500h vs. Polestar 1

I blame the Prius. I know—the word “hybrid” is enough to make your eyes glaze over. You’re probably even second-guessing your decision to read this article. You’re thinking these will be compromise cars, like getting tofu sausage and a kale shake with your pancakes.

But hybrids don’t have to suck. When engineers flip the switch from green to mean, from fuel economy to performance, pairing an electric motor—or three—with a gas engine is a recipe for more power, more torque, and more efficiency. What’s not to love? Hybrid race cars have even won the grueling 24 Hours of Le Mans.

As the industry makes the inevitable transition to electric cars, hybrids—especially performance hybrids—are the automotive equivalent of breakfast for dinner. They may be more complicated and heavier than gas-only sports cars, but they’re also charming in their own right.

So we gathered up the four sport hybrids with the most performance potential to see which is best. Each, as you’ll soon see, has a unique approach to the electrification equation.

The 2020 Acura NSX, 2019 BMW i8 Coupe, 2020 Lexus LC 500h, and 2020 Polestar 1 currently represent the pinnacle of performance hybrids and automotive complexity. Are they pricey? Absolutely. But so is any high-end sports car or grand tourer.

Together these four cars share four turbochargers, a supercharger, 19 cylinders, eight transmissions, and nine electric motors. They average 479 horsepower, 496 lb-ft of torque, a 4.0-second 0–60 run, and a combined fuel economy of 46 mpg.

Although I appreciate numbers, they tell just half of the story. Only driving these cars back to back can tell us which one offers the best experience and whether any can hold a candle to the longstanding truth of displacement-based horsepower machines.

To find out, we took these four sports cars on our favorite—and wildfire-scarred—driving roads that swerve and dip in the hills above Malibu, then to the test track. Do hybrids represent a potential long-term powertrain solution, or are they merely a brief waypoint on our route to an all-electric future? We’re about to find out.

4th Place: 2020 Lexus LC 500h

A Head Start Squandered

By all accounts, Lexus—and parent company Toyota—ought to be building the best hybrids in the world. Toyota was first to come to market with a mass-produced hybrid, the 1997 Prius in Japan. What followed were fuel economy theories shattered and millions of Priuses sold. Nearly every Toyota or Lexus model now offers the company’s vaunted Hybrid Synergy Drive.

Even by the middle of the last decade, with everyone else also offering a hybrid, the Prius alone still accounted for more than 40 percent of the hybrid market share in the United States. That long history of hybrid know-how and sales success primed us with anticipation for the 2020 Lexus LC 500h—and it would help explain our disappointment with it, as well.

Quite simply, we want more.

On the face of it, the LC 500h, Lexus’ flagship hybrid, has a lot to offer. For starters, its classic long-hood, short-deck, rear-drive coupe profile is absolutely stunning. Even in our tester’s dull Atomic Silver, the LC’s taut, sweeping sheetmetal is arguably one of the prettiest designs to come out of Japan in the past decade.

The cabin is even better. “Holy cow, does it punch above its weight,” associate online editor Stefan Ogbac said. “I’d even argue that it deserves to be a pricier car.” Featuring a beautiful mix of colors, textures, and materials—and ignoring its dumpster fire (but finally CarPlay-friendly) infotainment system—the LC 500h is the clear bargain of this quartet at its as-tested price of $100,605.

Unfortunately, the LC 500h’s powertrain isn’t as thoughtfully integrated as its design. One of two traditional hybrids here, the Lexus uses a Hybrid Synergy Drive–derived system that works like this: Power from the corporate 3.5-liter V-6 gets combined with that of two electric motors in an e-CVT. It then flows through a four-speed automatic, with the whole thing supposedly programmed to provide the feel of 10 traditional gear ratios. A little 1-kW-hr lithium-ion battery pack mounted between the rear seats and trunk backs up the system. Total output is 354 horsepower and 350 lb-ft of torque, and combined EPA fuel economy is 30 mpg.

The Lexus is at its best when you don’t ask much of it. When slicing through traffic around town or on the highway, the LC’s dance between engine and motor and through all that complex gearing is relatively unobtrusive. The car feels quick and nimble, with light, natural steering and relaxed ride quality. Sadly, “EV mode” is a joke, only working up to about 15 mph with a feathered throttle.

Open it up on a built-to-thrill road, and the LC falls apart quicker than my last woodworking project. Ignoring the shrill soundtrack piped into the cabin in Sport+ mode, it seems like none of the LC’s powerplants or transmissions like being paired with one another. The main electric drive motor is underpowered and thus unable to make up for the V-6’s complete lack of low-end torque. The LC’s transmission is also overcomplicated; one senses conflict between the surging of the e-CVT and the rough clunks of the four-speed planetary automatic as you attempt to build up a decent pace on a good road.

The Lexus’ chassis and suspension tuning can’t keep up, either. “As soon as we started charging up the hill, the chassis and driveline fell to pieces,” road test editor (and very fast man) Chris Walton said. “Understeer in this corner, oversteer in that one. There was absolutely no chance of keeping up with the NSX or i8 in front of me.”

Ultimately the LC, as my dad was always fond of saying, is all show and no go. The potential for a great sports car is there (the V-8 LC 500 proves it), but the LC 500h will never get there with this hybrid system. Although Lexus has squandered its early lead in hybrid technology, it thankfully has lots it can learn from our top three finishers.

3rd Place: 2019 BMW i8 Coupe

Weird for Weird’s Sake

It’s hard to believe, but BMW deserves the lion’s share of the credit for establishing this segment. Its i8, when it launched in 2014, was the first car that answered the question of what a performance hybrid would (or should) look like.

Space age, it turns out. Even five years after its debut, the carbon-fiber-bodied i8 looks simultaneously modern and futuristic (though who knew the future is full of blind spots and high-silled carbon tub and sitting-in-the-bathtub seats?).

Underneath the carbon butterfly doors and Formula 1–inspired aerodynamics sits a mid-mounted 1.5-liter turbocharged I-3 (exactly half of BMW’s classic straight-six) bolted to an electric motor and a six-speed automatic transaxle responsible for driving the rear wheels. Up front sits one more electric motor, driving the front wheels through a two-speed automatic gearbox. Tying the system together is an 11.6-kW-hr lithium-ion battery mounted between and underneath the front seats to keep the center of gravity low.

Updated for 2019 with more battery capacity, EV range, and power, the i8 plug-in hybrid (PHEV)—essentially a hybrid with a bigger battery that you can plug in, allowing for significantly more time spent cruising with the engine off—now sports a total system output of 369 hp and 420 lb-ft of torque. Electric-only range is up to 17 miles before the I-3 fires up. Its EPA score is a test-best 69 mpg-e (a fuel economy score averaging electricity and gas usage).

Although the i8 impressed us when it first hit the streets, our top two finishers prove that more is possible from a performance hybrid. A good mid-engine car is typically well balanced and capable of pushing hard into a corner, settling, and rocketing out quickly.

Yet the i8 never really settles down when driven hard. Steering feel is artificial, the chassis firm, the suspension flinty. Combine that with its relatively narrow-profile front tires, and the i8 fights you instead of working with you on a winding road, pushing and clawing for grip in areas where the top two contenders weren’t.

The i8’s two motors, two transmissions, and one engine wasn’t our favorite powertrain, either. Although they provided good off-the-line torque and zippy performance when dicing through traffic, the i8’s engine and motors don’t deliver the high-end power we expect from a carbon-bodied, mid-engine BMW. Instead of complementing each other, the i8’s I-3 and motors all seem to run out of steam at the same time, just north of 60 mph. A close-ratio eight-speed gearbox in back could likely help make more of less, but adding power seems like the far simpler solution.

Ultimately, the BMW i8 paved the way for all four of these performance hybrids, but as editor-in-chief Mark Rechtin puts it, the i8’s performance, “while sporty, doesn’t live up to the intergalactic styling of the exterior.” Thankfully, our top two finishers deliver on all promises.

2nd Place: 2020 Polestar 1

The Future of the GT Is Here

In a lot of ways, the Polestar 1 represents the best of what both Lexus and BMW have to offer.

Like the Lexus, it’s a beautifully designed and luxurious three-box grand touring coupe. Its design was derived from a 2013 concept by parent brand Volvo, but it’s nevertheless clean, crisp, and modern-looking on the road seven years later. Like the BMW, it’s a super-efficient plug-in hybrid. Unlike the BMW and Lexus, it’s a well-balanced sport tourer with the power and performance credentials to back up its sheetmetal.

Built almost entirely of carbon fiber to keep its weight down, the Polestar 1 nonetheless packs on the pounds with two battery packs totaling a test-best 34 kW-hr of capacity, a front-mounted super/turbocharged I-4, an eight-speed automatic transmission to transmit power to the front wheels and the batteries, and an electric motor and planetary gearset at each rear wheel.

Total system output is 619 hp and 738 lb-ft of torque, with a Polestar-claimed electric-only range of 65 miles. If that number passes muster with the EPA, that’d make the 1 the PHEV with the longest electric-only range on the market. Granted, it’ll set you back $156,500, but look at what you get.

It would be fair to say that Volvo has never really been known as a purveyor of sporting cars, but Polestar, Volvo’s performance subbrand (and the face of Volvo and parent company Geely’s new electrification effort), is. It cut its teeth building touring cars starting in the ’90s. And given the Polestar’s weight, we expected the 1 to be a far more capable grand tourer than canyon carver. Yet the Polestar delivers on all fronts.

“I was really hoping it wouldn’t drive like a Volvo, and it doesn’t,” Walton said. “The Öhlins suspension doesn’t do that brittle/crashing thing other Volvo Polestars do, the body motions are very well controlled, and the steering has a bit of heft to it—the good kind.” Although the manually adjustable Öhlins shocks deserve most of the credit for the handling prowess, the twin rear motors help a ton, providing instant torque vectoring that makes the Polestar feel smaller than it is.

The Polestar’s powertrain is even more impressive. More so than any other car in the test, the 1 feels like an electric car first and a hybrid second. The rear motors make a combined 232 hp and 354 lb-ft of torque, giving the Polestar plenty of power and battery capacity to get around on electrons alone. With the engine on and the Polestar in Power mode, the gas and electric integration is seamless—the motors mask any of the engine’s low-end weakness, and the engine quickly takes over from where the motors leave off.

The Polestar’s powerplants pull hard in a straight line, but they really come alive on a switchback-ridden road, where the torque vectoring, instantaneous power delivery, big Akebono brakes, and tremendous grip from the all-wheel-drive system help the 1 dive hard into a corner and claw itself out just as fast. A car that weighs as much as a Jeep Gladiator shouldn’t rotate this quickly, yet the Polestar continually lives up to the brand’s origins as a Volvo race team. Best seats of the bunch, too.

So what relegated the Polestar 1 to spot No. 2? Simply put, our No. 1 finisher is a more engaging, dynamic, and thrilling hybrid performance car.

1st Place: 2020 Acura NSX

Eureka, Acura Found It!

To say the second-gen Acura NSX had a rough start would be an understatement. From 2007 to the time it hit the streets a decade later, the NSX evolved three times as Acura attempted to figure out just what a modern NSX should be.

The mid-engine hybrid supercar Honda Motor would end up launching had the immense challenge living up to the crushing reputation of the original.

It didn’t help that NSX 2.0 was under-tired, prone to plow, and lacked the original’s organic nature. In our 2016 Best Driver’s Car competition, the NSX suffered a disappointing eighth-place finish, as our staff waited for the “Eureka!” of the new-age sports car experience that never came.

So how did the 2020 NSX topple the Polestar 1, BMW i8, and Lexus LC 500h?

You can thank Acura’s 2019 update for that. Thicker anti-roll bars help cure the car’s tendency to understeer, stickier tires improve grip and steering feel, and a rethink of many of the car’s electronic control systems capture a touch of that sparkle that made the original so special.

The changes work hand in hand with the NSX’s unchanged hybrid powertrain. A mid-mounted 3.5-liter twin-turbo V-6 paired with an electric motor and nine-speed dual-clutch automatic drive the rear wheels, and up front an electric motor drives each front wheel. A small 1.3-kW-hr battery between the engine bay and cabin scavenges electricity for the powertrain. Total system output is 573 hp and 476 lb-ft of torque.

We had to wait a while for Acura to get the NSX’s ride and handling balance sorted, but that wait was worth it. The NSX’s magnetic shocks help the supercar feel as docile as a Honda Accord around town and as buttoned down as a Civic Type R on a good road. “The suspension is terrific and ‘breathes’ so well,” Walton said. “Docile, compliant, and, even in Race mode, it’s no harsher than a Porsche 911 in Comfort mode.”

The Acura also handles better than before, too, with light and precise steering (“McLaren-like,” Walton adds) with none of the pesky plow and lack of feel that the pre-refresh car suffered from.

As good as the chassis changes are, the NSX’s powertrain is the star of the show. Despite the immense complexity of ensuring three motors, two turbos, six cylinders, and nine gears play nice with one another, the Acura’s powertrain is nearly organic in its responsiveness.

The linear way the NSX delivers power is truly impressive. The Acura’s three motors provide a strong, forceful shove off the line as the turbos whoosh behind your head, building up boost. Just as the electric motors start to wane, the V-6 begins to howl, with the full boost of the turbos taking over. Shifts from the close-ratio nine-speed gearbox snap off instantly as the V-6 growls to its 7,500-rpm redline, and the whole process begins again. The end result is a tremendously powerful drivetrain that feels, well, naturally aspirated.

Aside from the obvious acceleration advantages, the NSX’s motors also make it a better handler. Just as the Polestar’s twin rear motors provide instant torque vectoring, the Acura’s twin front motors do the same, independently distributing power through bends and helping give the NSX a disgusting amount of midcorner grip—providing the driver with a magnificent amount of confidence while pushing the car harder down a back road.

Inside, the interior interfaces are beginning to look a bit dated compared to the Polestar’s Volvophile user experience, but ultimately it’s the NSX’s confidence-inspiring performance, combined with the engineering voodoo that turned the Acura’s four separate powerplants into one cohesive team, that helped Team Acura earn its redemption and victory.

On nearly every metric, both objective and subjective, the NSX outclasses the Polestar, BMW, and Lexus. It’s quicker, sharper, and sportier than its electrified rivals. Most important, it’s more fun to drive. Although the Acura is the least fuel-efficient car here, the NSX’s seamless powertrain integration ought to provide a good model for others to follow as we enter a new decade and inch ever closer to an internal combustionless future.

Sharp-eyed readers will notice that our order of finishing also matches the field’s escalation in as-tested price. That is coincidental. Our grading in performance, drivability, and livability among our finishers was more about how well the hybrid technology was applied than about optional features and benefits (though the Lexus’ 50 grand discount from the rest of the field is indeed notable). In the case of the NSX, however, the quality of its hybrid technology easily distances it from the rest of the field.

If you’d asked any one of us a decade ago if an electrified sports car could ever be as engaging as a gas-powered car, you’d have gotten a resounding no. (Call it the Prius factor.) But as the NSX, Polestar 1, i8, and LC 500h prove, the future doesn’t have to be scary. Or boring.

2020 Acura NSX 2019 BMW i8 Coupe 2020 Lexus LC 500h 2020 Polestar 1 DRIVETRAIN LAYOUT Mid-engine, AWD Mid-engine, AWD Front-engine, RWD Front-engine, AWD ENGINE TYPE Twin-turbo 75-deg V-6, alum block/heads plus 2 front/1 mid electric motors Turbocharged I-3, alum block/head, plus 1 front/1 mid electric motors Atkinson-cycle 60-deg V-6, alum block/heads, plus 2 electric motors Turbo- & s’charged I-4, alum block/head, plus 1 front/2 rear electric motors VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 213.2 cu in/3,493 cc 91.5 cu in/1,499 cc 210.9 cu in/3,456 cc 120.2 cu in/1,969 cc COMPRESSION RATIO 10.0:1 9.5:1 13.0:1 10.3:1 POWER (SAE NET) 500 hp @ 6,500 rpm (gas); 2 x 36 hp (front elec); 47 hp (mid elec); 573 hp (comb) 228 @ 5,800 rpm (gas); 141 hp (elec); 369 hp (comb) 295 hp @ 6,600 rpm (gas); 100 hp (elec); 354 hp (comb) 326 hp @ 6,000 rpm (gas); 71 hp (front elec); 2 x 114 hp (rear elec); 619 hp (comb) TORQUE (SAE NET) 406 lb-ft @ 2,000 rpm (gas); 2 x 54 lb-ft (front elec); 109 lb-ft (mid elec); 476 lb-ft (comb) 236 lb-ft @ 3,700 rpm (gas); 184 lb-ft (elec); 420 lb-ft (comb) 257 lb-ft @ 4,900 rpm (gas); 150 lb-ft (elec); 350 lb-ft (comb) 384 lb-ft @ 2,600 rpm (gas); 119 lb-ft (front elec); 2 x 177 lb-ft (rear elec); 738 lb-ft (comb) REDLINE 7,500 rpm 6,500 rpm 6,700 rpm 6,500 rpm WEIGHT TO POWER 6.9 lb/hp 9.4 lb/hp 12.6 lb/hp 8.3 lb/hp TRANSMISSION 1-speed auto (front); 9-speed twin-clutch auto (rear) 2-speed auto (front); 6-speed auto (rear) 4-speed auto + cont variable = 10-speed auto (comb) 8-speed auto (front); 1-speed auto (rear) AXLE/FINAL-DRIVE RATIO 3.58:1/2.27:1 5.9-11.3:1/5.9-11.3:1 3.36:1/2.18:1 3.20:1/2.15:1 (front) SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Multilink, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Multilink, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Control arms, coil springs, adj shocks, anti-roll bar; multilink, transverse leaf spring, adj shocks, anti-roll bar STEERING RATIO 11.1-12.9:1 16.0:1 9.8-13.6:1 15.6:1 TURNS LOCK-TO-LOCK 1.9 2.5 2.5 2.8 BRAKES, F; R 14.5-in vented, 2-pc disc; 14.2-in vented, 2-pc disc, ABS 13.4-in vented, drilled, 2-pc disc; 13.0-in vented, drilled, 2-pc disc, ABS 15.7-in vented 2-pc disc; 14.1-in vented disc, ABS 15.7-in vented, drilled, 2-pc disc; 15.4-in vented, drilled, 2-pc disc, ABS WHEELS, F;R 8.5 x 19-in; 11.0 x 20-in, forged aluminum 7.5 x 20-in; 8.5 x 20-in, cast aluminum 8.5 x 20-in; 9.5 x 20-in, forged aluminum 9.0 x 21-in; 10.0 x 21-in, forged aluminum TIRES, F;R 245/35R19 93Y; 305/30R20 103Y Continental SportContact 6 215/45R20 95W; 245/40R20 99W Bridgestone Potenza S001 (star) 245/45RF20 99Y; 275/40RF20 102Y Bridgestone Turanza T005 275/30R21 98W; 295/30R21 102W Pirelli P Zero VOL DIMENSIONS WHEELBASE 103.5 in 110.2 in 113.0 in 107.9 in TRACK, F/R 65.2/63.7 in 64.7/67.8 in 64.2/64.4 in 64.8/65.2 in LENGTH x WIDTH x HEIGHT 176.0 x 76.3 x 47.8 in 184.9 x 76.5 x 50.8 in 187.4 x 75.6 x 53.0 in 180.5 x 77.1 x 53.2 in TURNING CIRCLE 39.7 ft 40.4 ft 35.4 ft 37.4 ft CURB WEIGHT 3,930 lb 3,484 lb 4,469 lb 5,155 lb WEIGHT DIST, F/R 42/58% 48/52% 52/48% 47/53% SEATING CAPACITY 2 4 4 4 HEADROOM, F/R 38.3/- in 38.7/32.4 in 37.2/32.2 in 38.0/33.3 in LEGROOM, F/R 42.8/- in 43.1/28.2 in 42.0/32.5 in 42.0/20.9 in SHOULDER ROOM, F/R 57.6/- in 56.7/49.6 in 56.5/48.9 in 56.3/49.7 in CARGO VOLUME 3.9 cu ft 4.7 cu ft 4.7 cu ft 4.4 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.2 sec 1.9 sec 1.9 sec 1.6 sec 0-40 1.7 2.7 2.7 2.3 0-50 2.3 3.5 3.6 3.0 0-60 3.0 4.5 4.8 3.8 0-70 3.8 5.7 6.5 4.7 0-80 4.8 7.0 8.2 5.8 0-90 5.9 8.5 10.2 7.1 0-100 7.2 10.3 12.7 8.4 0-100-0 11.0 14.7 Not tested 12.3 PASSING, 45-65 MPH 1.4 2.0 2.6 1.6 QUARTER MILE 11.2 sec @ 124.0 mph 12.9 sec @ 112.1 mph 13.6 sec @ 103.3 mph 12.0 sec @ 119.1 mph BRAKING, 60-0 MPH 101 ft 111 ft 113 ft 102 ft LATERAL ACCELERATION 1.00 g (avg) 0.93 g (avg) 0.90 g (avg) 0.98 g (avg) MT FIGURE EIGHT 23.8 sec @ 0.87 g (avg) 24.7 sec @ 0.79 g (avg) 26.1 sec @ 0.68 g (avg) 24.5 sec @ 0.83 g (avg) TOP-GEAR REVS @ 60 MPH 1,700 rpm 1,800 rpm 1,400 rpm 1,400 rpm CONSUMER INFO BASE PRICE $159,495 $148,495 $98,535 $156,500 PRICE AS TESTED $164,695 $152,195 $100,655 $156,500 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes Yes/Yes AIRBAGS 7: Dual front, side, curtain, driver knee 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee 7: Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 6 yrs/70,000 miles 4 yrs/50,000 miles 6 yrs/70,000 miles 4 yrs/50,000 miles HYBRID/BATTERY 8 yrs/100,000 miles 8 yrs/100,000 miles 8 yrs/100,000 miles 8 yrs/100,000 miles ROADSIDE ASSISTANCE 4 yrs/50,000 miles 4 yrs/Unlimited miles 4 yrs/Unlimited miles 4 yrs/50,000 miles FUEL/BATTERY CAPACITY 15.6 gal/1.3 kW-hrs 11.6 gal/11.6 kW-hrs 22.2 gal/1 kW-hrs 15.9 gal/34 kW-hrs EPA CITY/HWY/COMB ECON 21/22/21 mpg 27 mpg/69 mpg-e (comb, gas/gas+elec) 27/35/30 mpg 65 mpg-e (comb, est) ENERGY CONS, CITY/HWY 160/153 kW-hrs/100 miles 125/49 kW-hrs/100 miles (comb, gas/gas+elec) 125/96 kW-hrs/100 miles 52 kW-hrs/100 miles (comb, est) CO2 EMISSIONS, COMB 0.90 lb/mile 0.72/0.28 lb/mi (gas/gas+elec) 0.64 lb/mile 0.30 lb/mile (comb, est) RECOMMENDED FUEL Unleaded premium Unleaded premium, 240V electricity Unleaded premium Unleaded premium, 240V electricity

The post Green Is Good: Acura NSX vs. BMW i8 vs. Lexus LC 500h vs. Polestar 1 appeared first on MotorTrend.

https://www.motortrend.com/cars/acura/nsx/2020/2020-acura-nsx-vs-2019-bmw-i8-vs-2020-lexus-lc-500h-vs-2020-polestar-1-hybrid-comparison-test/ visto antes em https://www.motortrend.com

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carpostnet · 5 years ago

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Lexus debuts the LC 500 Convertible at the 2019 LA Motor Show!

The Lexus LC 500 Convertible seems attractive and not using a roof and Lexus says that it hasn’t compromised chassis rigidity or efficiency in the course of.

Lexus first showcased the gorgeous LC 500 Convertible Concept at the 2019 Detroit Auto Show. And now, Lexus has lastly determined to place it into manufacturing. Lexus has debuted the convertible model of the LC 500 at the ongoing 2019 LA Motor Show and it seems precisely just like the idea. If you although that the LC 500 couldn’t get any extra stunning, this drop prime model of this improbable grand tourer will drop your jaws even additional.

Lexus debuts the LC 500 Convertible at the 2019 LA Motor Show

Lexus guarantees that the LC 500 Convertible shall be dynamically just like the coupe model though it lacks a roof, when primarily contributes to the structural integrity of the car. To compensate for the chassis rigidity with the lack of a roof, they’ve used structural braces at a number of locations. The convertible model has additionally bought heavier by 104 kgs, for which the rear suspension has been tweaked as properly. Furthermore, engineers have additionally repositioned the rear suspension brace tower and decreased the weight at the rear utilizing a light-weight die-cast aluminum suspension brace.

It is powered by a naturally aspirated 5.0L V8 engine with 471PS of energy

The coronary heart of the LC 500 convertible stays just like that of the coupe. It continues to be powered by a naturally aspirated 5.0-litre V8 engine which comes mated to a Direct-Shift 10-speed computerized transmission. A naturally aspirated 5.0L combustion engine looks like blessings from above in fashionable instances. The engine produces 471PS and 540Nm , output figures just like the coupe.

Visually, the convertible model seems precisely just like coupe apart from the portion round the roof. Lexus has accomplished a shocking job with the design of the LC 500. With the roof gone, the car now will get a protracted rear deck and a really neat profile with a small kink round the B-pillar. The folding roof is a delicate prime unit and it takes simply 15 seconds to retract and are available again in an analogous 16 seconds, inside speeds of as much as 50kmph.

The delicate prime roof takes juts 15 seconds to retract and are available again in an analogous 16 seconds, inside speeds of as much as 50kmph.

The soft-top roof has 4 layers and its immune to wrinkling and has additionally bought sound insulation properties. But when you could have the alternative to place that roof down, you get to listen to the wonderful sound of the naturally aspirated V8 engine. Lexus says, “There’s no electronic sound generation here!” Like the LFA’s sensible Yamaha-engineered setup, the LC 500 Convertible additionally makes use of a diaphragm that transmits the consumption pulses into the cabin through a sound pipe.

Also Read : All-new BMW i4 Electric Sedan to have 530hp and a Top Speed of 200kph!

To hold your expertise in the cabin as nice as attainable, Lexus has additionally added neck heaters and a clear wind deflector. The neck heaters and the steering wheel heater works in conjunction to maintain the occupants’ snug. Other options embrace Active Noise Cancellation (ANC), Alexa integration, Wi-Fi, dynamic voice management, 21-inch wheels, and a 12-speaker sound system (non-compulsory 13-speaker Mark Levinson). The interiors in any other case stay unchanged from the coupe.

Also Read : The Aston Martin DBX with Sportscar Pedigree is Finally here!

The white and blue interiors is restricted to simply 100 items in the LC 500 Convertible Inspiration Series

Lexus has additionally launched a particular white and blue inside theme for the convertible model pictured above. Its known as the LC 500 Convertible Inspiration Series and it is going to be restricted to simply 100 items. While there was no phrase of the LC 500 Convertible making it to India but, we’re certainly getting the LC 500h hybrid Coupe by early 2020.

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vivirasturias · 7 years ago

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Nuevas capacidades dinámicas que se reflejan en un diseño emocional

NUEVO LEXUS ES 300h: GRANDES PRESTACIONES Y SOFISTICACIÓN

Diseñado sobre la nueva plataforma Global Architecture – K, que aporta una excelente rigidez a la carrocería y proporciona libertad de diseño

Presentación de la segunda generación del sistema de seguridad Lexus Safety System +

El Nuevo Lexus ES 300h dispondrá de un nuevo sistema híbrido Lexus autorrecargable de cuarta generación

El nuevo Lexus ES 300h abrirá un camino nuevo y más ambicioso para la marca Lexus por la comodidad, refinamiento y exclusividad que ofrece. El nuevo Lexus ES 300h basa su fuerza en un chasis completamente nuevo que permite un diseño exterior más dinámico y unas excelentes prestaciones de conducción.

Es una expresión más de la dirección emprendida en el diseño por Lexus así como de su compromiso con la fabricación de vehículos que proporcionan mayor entusiasmo, conexión emocional y pasión, lo que ayuda a comunicar la visión de futuro de la marca a un público más amplio. El usuario encontrará que el nuevo Lexus ES 300h es muy espacioso, silencioso y seguro, y que este nuevo modelo se ha enfocado en disponer de un excelente rendimiento, tecnología de seguridad líder en su clase y un nivel de artesanía que raramente se encuentra en este segmento de mercado.

El nuevo Lexus ES 300h seguirá la estela del buque insignia, el nuevo sedán LS 500h, y del coupé LC 500h, y escribe un nuevo capítulo en el diseño de Lexus gracias a su diseño emocional. Su llamativo estilo, que se logra gracias al uso de una plataforma completamente nueva, Global Architecture – K (GA-K) ofreciendo una experiencia de conducción más directa e incluso prestaciones de mayor seguridad.

En 2017, Lexus vendió cerca de 75 000 unidades en Europa, su cifra más elevada hasta la fecha, lo que marca el cuarto año consecutivo de crecimiento. El nuevo sedán Lexus ES 300h será un modelo muy importante dentro de su gama completa híbrida, lo que contribuirá al objetivo de Lexus de alcanzar unas ventas anuales de 100.000 vehículos nuevos en Europa para 2020.

NUEVA PLATAFORMA GLOBAL ARCHITECTURE – K (GA-K)

El nuevo Lexus ES 300h se basa en la nueva plataforma Global Architecture – K (GA-K) que brinda a Lexus la oportunidad de explorar los límites del diseño de un sedán Premium de tamaño mediano. Su porte y proporciones reflejan sus nuevas capacidades de rendimiento y otorgan al Lexus ES 300h el tipo de atractivo que hará que tanto propietarios como admiradores deseen echarle un segundo vistazo.

Yasuo Kajino, diseñador jefe del Lexus ES 300h, describe la nueva imagen del vehículo en términos de «elegancia provocativa».

La nueva plataforma GA-K ha permitido que la línea del capó sea más baja, lo que proporcionó al equipo de Kajino la libertad de dibujar una silueta distintiva, más baja, creando una forma dinámica y fluida al mismo tiempo. Visto de frente, el Lexus ES 300h tiene un aspecto drásticamente distinto dependiendo del acabado. Las versiones estándar muestran elegantes barras verticales que irradian desde el centro de la exclusiva parrilla de Lexus, mientras que los modelos F SPORT adoptan un patrón de trama cruzada en negro, que se corresponde con las secciones cortadas de las esquinas delanteras del vehículo.

El diseño presenta una estilizada línea de techo que enfatiza su gran diseño aerodinámico. La parte trasera tiene un aspecto claro y nítido, con luces LED que envuelven los paneles traseros generando una elegante línea continua desde cualquier ángulo. Los modelos F SPORT incorporan un alerón trasero, insignias y una cenefa inferior oscura, que enfatizan su aspecto. Hay tres diseños de llantas diferentes, de 17 y 18 pulgadas, disponibles para los modelos Lexus ES 300h estándar, y las versiones F SPORT llevan llantas de 19 pulgadas cuyo aspecto es similar a las del coupé Lexus LC.

En la gama de 12 colores, se incluyen los nuevos tonos Beige Arena y Verde Sunlight. Beige Arena está diseñado para imitar la luz que se refleja en la nieve virgen, mientras que Verde Sunlight está inspirado en el agua del océano a la luz del sol. Hay dos colores exclusivos, Azul Eléctrico Blanco Nova, que están disponibles para los modelos F SPORT y complementan su diseño de alta energía.

EL FUTURO DE LOS INTERIORES DE LEXUS

Al diseñar el habitáculo del Lexus ES 300h, el punto de partida para el equipo de Kajino fue el concepto Lexus Future Interior, que combina un habitáculo centrado en el conductor con un área amplia y cómoda para el pasajero delantero. El conductor se mantiene centrado en la carretera, ya que la pantalla central, la instrumentación y el display están juntos en un reducido espacio, que se encuentra dentro del campo de visión. Por otro lado, el pasajero delantero cuenta con un entorno más abierto, espacioso y relajante.

Asimismo, será un espacio conectado, ya que estará disponible un sistema de navegación que incluye una gama de servicios conectados. Para la navegación, también se ofrece una pantalla multimedia de 12,3 pulgadas y el control táctil Remote Touch de segunda generación. Su reconocimiento de voz incluye también un asistente para el móvil, que permite al conductor el control sin contacto de un smartphone.

Dispondrá de la tecnología Lexus Connected, que permite entre otros, la localización de su vehículo aparcado con el Smartphone o información como distancia recorrida, o velocidad media de sus últimos trayectos.

Entre las opciones de color para el interior, se incluye una nueva combinación que refleja el tema base de diseño de «elegancia provocativa». La tapicería Blanco Hueso combina la tapicería de color crema con un tapizado del techo marrón, proporcionando al habitáculo un aspecto cálido y moderno. También están las opciones Negro, Chateau y Camel.

Para crear una apariencia completamente diferente en el interior de los nuevos modelos F SPORT, se ha desarrollado un nuevo tipo de acabado metálico para el habitáculo, distinto a todo lo que Lexus había utilizado anteriormente. Inspirado en la fabricación tradicional de las espadas japonesas, el acabado Hadori tiene patrones de ondas fluctuantes que le dan un aspecto tridimensional y diferente según el ángulo de visión. El efecto es sutil, pero indica el nivel de detalle y de artesanía que hacen que el F SPORT ocupe un lugar único en la gama. Las versiones Lexus ES 300h estándar continuarán empleando materiales tradicionales como el bambú y la madera de Shimamoku, que les aportan el tipo de apariencia artesanal que esperan y aprecian los clientes Premium más exigentes.

UNA NUEVA ERA DE RENDIMIENTO

Dirigido por el ingeniero jefe Yasuhiro Sakakibara, el equipo de ingeniería tenía un objetivo claro: transformar la imagen del Lexus ES.

Según Sakakibara, este Lexus ES se ha diseñado para ofrecer un nivel de rendimiento fundamentalmente superior al de cualquiera de sus predecesores. Sakakibara comenta: «Sabíamos que este Lexus ES debía tener una gran respuesta y de fácil maniobrabilidad, sin importar el tipo de carretera, y eso solo se podía lograr con una base sólida».

El punto de partida fue la nueva plataforma GA-K, utilizada por primera vez en Lexus. Se trata de un chasis excepcionalmente rígido, que rivaliza con la plataforma GA-L utilizada para el coupé LC y el sedán LS con respecto a la rigidez torsional. Mediante el uso de acero de alta resistencia de diferentes grados, se redujo el peso en comparación con las plataformas anteriores, mientras que otras mejoras, como un nuevo diseño de la suspensión trasera multibrazo, una dirección asistida eléctrica montada en bastidor y una abrazadera en V detrás del asiento trasero, proporcionaron flexibilidad a los ingenieros para ajustar el Lexus ES 300h con una nueva precisión.

El equipo del chasis quería crear una reconfortante sensación de previsibilidad y de respuesta rápida a cada movimiento. Yoshiaki Ito, el piloto de pruebas jefe del Lexus ES 300h, ha explicado: «Queremos que todos los conductores, sean del tipo que sean, sientan una sensación de control total cuando estén al volante del Lexus ES 300h. Se trata de un nivel de comodidad que va más allá de ofrecer un viaje agradable».

Para lograr un nivel de rendimiento dinámico aún más elevado, los modelos F SPORT estarán disponibles con una Suspensión Adaptativa Variable (AVS) similar a la que se encuentra en el coupé LC, que agrega amortiguadores ajustables en cada rueda con 650 niveles de fuerza de amortiguación, con el fin de proporcionar el máximo control en cualquier superficie de la carretera. En el sistema de selección de modo de conducción, hay otro elemento exclusivo del F SPORT, el modo Sport+, que se ajusta a la configuración del motor, la transmisión y la suspensión para ofrecer una mayor respuesta.

SISTEMA HÍBRIDO DE CUARTA GENERACIÓN

El Lexus ES 300h está equipado con un nuevo sistema híbrido autorrecargable de cuarta generación, que ofrece una eficiencia excepcional en el consumo de combustible, un rendimiento con respuesta rápida y emisiones mínimas, en un sedán premium. Combina un motor de gasolina Atkinson ultra eficiente, de cuatro cilindros y 2,5 litros, con un motor eléctrico más ligero, compacto y potente. La potencia total del sistema es de 160 kW / 218 CV y el consumo de combustible del ciclo combinado es de 4,7 l/100 km.

El motor de 2,5 litros es completamente nuevo e incorpora una tecnología de combustión rápida que lo convierte en uno de los motores más eficientes térmicamente, en un vehículo de producción en serie. Como resultado, se obtiene más potencia sin aumentar las emisiones o el consumo de combustible. Entre las características que ayudan a lograr unos resultados tan impresionantes, se encuentran unas compuertas de entrada rectas, válvulas de mayor ángulo y asientos de válvula rectificados por láser. También contribuyen a la extraordinaria gestión del calor y la combustión del motor una bomba de aceite de capacidad variable, inyectores de orificios múltiples, VVT-iE en las válvulas de admisión y un sistema de refrigeración variable.

Se ha mejorado la maniobrabilidad general gracias a un ordenador de control del sistema híbrido más sofisticado, que imita mejor la sensación y la entrega de potencia de un motor de gasolina estándar. Hasta la batería híbrida de hidruro de níquel-metal es más compacta, lo que permite su ubicación debajo del asiento trasero, sin interferir en el espacio del maletero.

DISPOSICIONES DE SEGURIDAD INIGUALABLES

El Lexus ES 300h está disponible con el último Lexus Safety System + (de serie en todos los acabados del Lexus ES). Este paquete de tecnologías de seguridad activa proporciona nuevas capacidades y amplía las situaciones de conducción en las que puede proporcionar protección adicional para el conductor y los pasajeros, y ayudar a evitar que ocurra un accidente.

Entre las nuevas características, se incluye la detección de ciclistas durante el día, que forma parte del completo sistema de precolisión (PCS). Además de su capacidad para detectar vehículos y peatones que se aproximen, la capacidad de este sistema para detectar ciclistas aborda una de las situaciones de accidentes más comunes hoy en día en la carretera. También se ha mejorado el PCS para detectar peatones por la noche, habiéndose aumentado la sensibilidad del radar y el rango dinámico.

Otro nuevo avance de seguridad que se ofrece en el Lexus ES 300h es un sistema adaptativo de luces de carretera (AHS) de dos etapas. Este sistema no solo enciende y apaga las luces largas automáticamente, sino que sus 24 LED individuales son capaces de adaptar el patrón de luz para proporcionar una mejor iluminación y reducir el deslumbramiento para los conductores que vienen en sentido contrario.

LA EXPERIENCIA DE AUDIO MÁS INMERSIVA DEL MUNDO CON PUREPLAY DE MARK LEVINSON

El sistema de 17 altavoces PurePlay, de Mark Levinson, se presenta en el Nuevo Lexus ES 300h. Su arquitectura de diseño, de categoría mundial, fue creada para sumergir a cada persona en la experiencia de audio más potente, precisa y pura hasta el momento.

PurePlay se beneficia de múltiples enfoques únicos para proporcionar un rendimiento sobresaliente en el interior del vehículo: una puesta en escena de precisión, un diseño y una colocación de los altavoces, de primera categoría, y una tecnología de ajuste y descompresión sin igual. Los altavoces están colocados al nivel de los hombros alrededor del habitáculo, lo que mejora la acústica y crea una sinergia tonal.

Estas ubicaciones perfectamente adaptadas a la madera ofrecen un color de tonos constantes en todos los altavoces de rango medio y todos los agudos, creando dos escenarios de sonido idénticos para los pasajeros delanteros y traseros, de manera efectiva. Como resultado, cada persona queda envuelta en el sonido, ofreciendo una experiencia auditiva uniforme en cada asiento.

EL PRÓXIMO CAPÍTULO EN LA HISTORIA DE LEXUS

El Lexus ES 300h marca el comienzo de una nueva era para Lexus. Al igual que el buque insignia de Lexus, el LS, el nuevo sedán Lexus ES 300h tiene como objetivo atraer a una mayor variedad de clientes. Ofrece todo lo que esperan los compradores fieles a Lexus, además de otras cualidades que atraerán a aquellos que nunca han considerado la marca. Un estilo más fuerte, un rendimiento más dinámico, unos acabados interiores de alta calidad y la última tecnología de seguridad darán la bienvenida al Lexus ES 300h.

Lanzada en 1989, Lexus se ha convertido en una marca de referencia en todo el mundo por su búsqueda de la perfección, la excelente calidad de sus productos y una tecnología muy sofisticada como es la tecnología Lexus Hybrid Drive y por su concepto único de servicio al cliente excepcional. Reforzando aún más los valores tradicionales de Lexus como son su incomparable calidad de fabricación, lujo interior y tecnología de última generación, la filosofía de diseño L-finesse, que representa un factor muy importante en el posicionamiento de Lexus como una marca global única y deseable.

Hoy en día, Lexus sigue siendo el primer – y único – fabricante de automóviles Premium del mundo en ofrecer una gama completa de vehículos híbridos que comprende la gama de modelos CT 200h, IS 300h, RC 300h, NX 300h, GS 300h, GS 450h, RX 450h, LC 500h y el nuevo LS 500h. En España la gama híbrida de Lexus ya representa el 100% de las ventas totales de la marca.

Nuevo Lexus ES 300h: emoción y pasión a partes iguales Nuevas capacidades dinámicas que se reflejan en un diseño emocional NUEVO LEXUS ES 300h: GRANDES PRESTACIONES Y SOFISTICACIÓN…

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