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gpbug · 1 year ago

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1980s: The Acura brand

Following a decade of research, Honda opened 60 new dealerships in North America by 1986, to support its Acura automobile division. Acura was the first Japanese luxury brand to be introduced, and its initial offering consisted of two models: the executive class Legend, a V6-powered sedan, and the compact class Integra, available as a five-door and three-door hatchback. The Legend was the result of Project XX, a joint venture Honda entered into with the Austin Rover Group of Great Britain and was mechanically related to the Rover 800 series, and the Integra was an improvement of the Honda Quint hatchback.

The success of these models, particularly the Legend, led to competing Japanese luxury brand ventures (Toyota's Lexus that began development in 1983 as the F1 project, and Nissan's Infiniti who began development in 1985 by revising their Japan-only flagship Nissan President; in the late 1990s Mazda planned but never launched its own Amati luxury division). The goal of the Legend was to compete with rivals Toyota Crown and the Nissan Cedric and Gloria, but due to its 1986 introduction worldwide, Toyota, Nissan and other companies like Lincoln took notice of the markets reaction to the Legend and later the Vigor and offered vehicles that addressed the executive size car. Toyota introduced the Lexus ES, Nissan introduced the Infiniti J30 and Lincoln utilized the Taurus platform and named their new sedan the Continental.

In 1987, Acura's first full year of sales, they sold 109,000 cars with the flagship Legend sedan accounting for 55,000 sales and the rest were of the smaller Integra. By 1990, Acura was selling 138,000 vehicles, including 54,000 Legends, compared to Mercedes-Benz's 78,000 cars and 64000 for BMW and Lexus.

1990s: NSX, updates

In 1991, five years after the debut of the Legend and Integra, Acura introduced the NSX, a midship V6 powered, rear-wheel-drive sports car. The NSX, an acronym for "New Sports eXperimental", was billed as the first Japanese car capable of competing with Ferrari and Porsche. This vehicle served as a "image car" for the Acura brand, heralding the introduction of Honda's VTEC technology. The NSX was the world's first all-aluminum production car, and was also marketed and viewed by some as the "Everyday Supercar" thanks in part to its ease of use, quality and reliability, traits that were unheard of in the supercar segment at the time. With the release of the NSX, Acura introduced the "A-badge", a stylized pair of calipers - a tool used for exacting measurements to imply that Acura vehicles are built to precise and demanding standards.

Despite a strong start in market acceptance for the Acura brand, sales suffered in the mid-to-late 1990s. Some critics attributed this decline in part to less inspiring designs, which were re-branded Japanese-spec Hondas, such as the Acura Vigor in 1992, a response to the Lexus ES and Infiniti J30. Additionally, during this time Acura switched to an alphanumeric nomenclature formula, dropping the Legend, Vigor and Integra titles, following the lead of the NSX sportscar. The 1996 3.5 RL, which replaced the popular Legend, and the Vigor became the 2.5 TL and 3.2 TL, and was regarded by many as the epitome of this problem, namely because the alphanumeric designations were more anonymous than the former Legend, Vigor and Integra titles, which had grown into their own cult followings. Also, the RL's 210 horsepower (160 kW) V6 (later increased to 225 hp), together with a high price and styling that cautiously copied the larger rear wheel drive and V-8 powered Lexus LS 400, did little against BMW, Audi, Lexus, and other competitors.

During this time, the NSX also lost sales as Acura made few changes from its original 1989 trim. A year later, the Integra sedan was withdrawn from the Canadian market, replaced by the market-exclusive Acura 1.6EL, a rebadged Honda Civic. The Integra sedan continued to be sold in the United States until 2001 (in name only, the model it was replaced with, the RSX, was simply a rebadged left-hand-drive version of the JDM DC5 Honda Integra). The Acura 3.2 TL.

Despite these letdowns, Acura gained prominence in the 1990s with a young group of customers: "tuner" enthusiasts. Parent company Honda's reputation with this demographic as a maker of "easy-to-tune" and "rev-happy" engines rubbed off onto Acura, and the Integra became a popular tuner car.

2000-2003: TL, RSX, MDX

Beginning around the year 2000, Acura experienced a rebirth which was catalyzed by the introduction of several redesigned models. The first of these models was the 1999 Acura 3.2 TL, an upscale sedan competing with the likes of the Lexus ES, Infiniti I30, and BMW 3-series. Critics suggested that although 3.2 TL did not outdo its competition in any one area of luxury cars, it offered a well-rounded blend of sportiness and luxury. These characteristics, combined with the TL's competitive price, proved very popular with consumers. Subsequent Acura models have followed a similar philosophy of offering lots of standard equipment and very few options.

Another refreshed Acura introduced in the early 2000s was the MDX, a popular three-row crossover SUV based on the Honda Odyssey minivan. The MDX replaced the slow-selling SLX, which was little more than a rebadged Isuzu Trooper. The MDX was a car-like crossover SUV with limited off-road capability that catered to the demands of the luxury SUV market. It was given top honors by Car and Driver in its first comparison test against seven other SUVs. Other cars in Acura's line-up during this time included the 3.2 TL, 3.2 CL, RSX (formerly the Integra hatchback), and the NSX. By the late 2000s, Acura had dropped the inclusion of engine displacement numbers in its vehicle designations, retaining a simpler, two- or three-letter designation instead (e.g. 3.5 RL became RL). The 2000s have been plagued by transmission and other problems.

In 2001, a new coupe, badged as the RSX was introduced to the Acura line up. It was a replacement for the outgoing Integra. The RSX is a rebadged Honda Integra (DC5) from the Japanese market. As a result, the RSX is technically a new generation of the outgoing Integra. Much like the Integra, the RSX was a hit in the tuner market. However, at the end of 2006, the RSX was taken out of the Acura line up, subsequently in the Japanese market as well. It is not known why the RSX did not continue to be sold as the Integra in Japan, however, the reason that Acura gave for the cancellation of the RSX is that Acura wishes to move up in the luxury brand, thus cannot sell a car that is mostly driven by teenagers.

2004-2006: RL, TSX, RDX

A new TL debuted for the 2004 model year, featuring sharp, Italianate styling and a 270 hp (200 kW) V6 measured by the then-current SAE standards. The new TL increased sales dramatically to 70,943 American units in 2005, trumping competitors such as the C-Class, G35, CTS, ES 300, and A4.

Also around the same time the Acura TSX was introduced as a cheaper alternative to the BMW 3-Series. It was essentially a re-badged European and Japanese-market Honda Accord loaded with features. This model became the only 4-cylinder sedan in Acura's line-up.

In 2005, a new RL was introduced with a 300 hp (220 kW) V6, improved styling, and Super Handling All-Wheel Drive (SH-AWD), a system capable of sending almost all of the RL's power to just one wheel in a turn. The second-generation RL appeared on Car and Driver's Ten Best list for 2005, and also garnered an CNET.com "Editor's Choice" Award for Top Tech Car. While critically acclaimed, sales have not met expectations, as the price of the RL is perceived to be out of its bracket. As the new RL offered more features and performance than the base version of its luxury competition's (i.e., the base six-cylinder. BMW 5 Series), Honda Japan suggested that it could charge more, though Honda Canada disagreed. The RL's initial MRSP was $69,500 CAD, more than the six-cylinder BMW 525i and close to that of the V8-powered BMW 545i. At the RL's price point, most consumers expected a V8, furthermore they did not perceive Acura as being on par with its German rivals and expected more value from the Japanese marque. The damage from Honda Japan's alleged hubris was done, even though Honda Canada has since reduced the RL's price.

Acura's new models—particularly the TL and TSX—were well received by the motoring press and became Acura's top selling vehicles. The TSX was on Car and Driver's Ten Best list from 2004–2006.

In 2006 Acura introduced a small SUV which was based on its own unqiue unibody chassis called the RDX with models becoming available to U.S. consumers in August 2006. It is powered by a turbocharged 240-hp 4-cylinder engine and, like the RL, uses Acura's SH-AWD system. The model is available in two versions: Premium (the standard offering), and Technology Package (an upgraded offering with a GPS navigation system). A completely redesigned MDX became available in the fall of 2006 with a 300 hp (220 kW) V6 engine and Super Handling All-Wheel Drive.

#cars #acura #sports #history #brand

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jellicle-human-hybrid-au · 2 years ago

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With new markets come new modifications

Especially in motor vehicles

Including

Return of rear seats doubling as a bed (debuted in 1989 Citroen XM)

On demand feed for long journeys (debuted in 1979 Lincoln Ghia Mark 1)

Safe-scratch rubber squares (debuted in 1980 Aston Martin Lagonda)

Deep pressure expanding seatbelts (debuted in 1978 Citroen SM)

VR virtual play for long journeys (debuted in 2019 JLR Van Rover (4th Generation))

Plush and pillowy back and Lumbar Support (debuted in 1974 Vauxhall Viva)

Cocoon gravity seats and deep pressure harnesses (debuted in 1997 Mercedes A-class (Europe and Africa), 1983 Cadillac Seville (North America), 1990 Pontiac Trans Sport (Asia), 1994 Lexus LS/GS (Middle East and Japan))

Also, brands like Rover, Citroen and Lotus are saved from bankruptcy because of their popularity with the Jellicle market (it makes BANK!!) and Vauxhall isn’t absorbed by Opel because of continued feline support, honoured by models like the Vauxhall Victoria (1988-2022) Citroen XS (1997-present) Rover Mini Jellicle “kitten” (1994-2014) Lotus Electra/Etcetera (1961-2002, 2017-present) and the JLR Van Rover (1984-present)

#cats hybrid au

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iahmedabouzeid · 4 years ago

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The evolution of the car has been a long one, but as time moves on, technology develops faster and faster. The first car was invented in 1886 if you believe Mercedes-Benz, and then Henry Ford revolutionized how they were built with the Model T in 1908. In 1922, electronic ignition replaced the starter crank handle, but it wasn’t until 1949 that Chrysler introduced the keyed ignition into production cars. Cigarette lighters came to automobiles in 1921, then car radios in 1930

Once entertainment was taken care of, power steering appeared as far back as 1951, and then Chrysler introduced air conditioning in 1953, and cruise control appeared as early as 1958. Three-point seat belt appeared in 1959 courtesy of Volvo, while the 1960s saw electric windows, heated seats, and intermittent wipers appear. Anti-lock brakes were first seen in 1971, in 1973, the catalytic converter turned up to ruin everyone’s fun for nearly twenty years, and the first digital dashboard appeared in 1974. Airbags started becoming standard in the 1980s, then, in the 1990s, things started picking up. That’s where we’ll start with the evolution of modern car technologies as we know them

1990: Built-In Satellite Navigation

We take a GPS based navigation for granted now, but once upon a time, people had to use paper maps and written directions. Then companies started playing with navigation systems in cars, which were problematic for several reasons, mainly in being able to pinpoint the car’s location accurately. Then, in 1990, Mazda was the first to put a GPS based navigation system in a production vehicle. It went into the Japanese market Eunos Cosmo, which is a whole article in itself. The first GPS navigation system in a US car came from Oldsmobile and was a $1,995 option in 1995. It wasn’t until 2000 that the US government made a more accurate GPS signal available for civilian use, and GPS based navigation started to become commonplace

1996: Connected Cars

The term ‘connected cars’ has become a buzzword in the 21st century, but it was GM working with Motorola that created the first connected system for a car, and they called it OnStar. The first OnStar telematics systems could call emergency services if an airbag deployed, and was first fitted to the Cadillac Eldorado, DeVille, and Seville. Over time, the ability to add GPS locations and the ability to transmit voice and data at the same time evolved. OnStar is still a feature on cars and in its tenth generation and with a lot more features added, but virtually every automaker has a similar system available

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1998: Color Head-Up Display

The head-up display (HUD) was a futuristic sci-fi wonder in the 1980s. The first automotive head-up display appeared on the Oldsmobile Cutlass Supreme Indy Pace Cars and replicas in 1998. They became more widely available, and Toyota and Nissan started offering them on select models, most notably the Nissan 240SX. They’ve now become a common option for cars, and many automakers make them standard on higher trims. Most HUD systems use color to draw the eye to pertinent information, but the first car to offer a color head-up display was the 1998 Chevrolet Corvette. Cadillac then offered a HUD in the XLR, and BMW pushed development hard with the 2003 5 Series

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1999: Laser Adaptive Cruise Control

Mercedes has a long list of technology it has brought to market before anyone else, often in its most premium of premium models. Mitsubishi pioneered laser-controlled cruise control with a lidar-based cruise control system that used throttle and transmission control to adapt the car’s speed but didn’t use the brakes. Mercedes introduced its Distronic system in 1999 on the S-Class and CL as the first radar-assisted Autonomous cruise control system available worldwide. Its impact reverberates still as autonomous vehicle technology slowly creeps forward

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2000/2001: Bluetooth

A Bluetooth connection to our cellphones is something we take for granted in 2020, and it’s rare for a car to be sold without Bluetooth technology as standard. In the mid-1990s, you could buy a car stereo head unit with Bluetooth, but it was a while before it appeared as an option. History is a little hazy about which manufacturer offered it from the factory first as Chrysler saw it as a great idea early on, but it’s likely the Acura TL was the first car to be offered in the US with the technology equipped

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2001: Modern Infotainment System

It’s hard to pin down when the infotainment system, as we know it today, came into being. BMW introduced its iDrive system to the 7 Series in 2001; it featured a prominent screen that was controlled by a central knob and meant fewer buttons on the dashboard. But the first touchscreen in a car dates back to the 1986 Buick Riviera and its green-and-black cathode-ray tube display. At that time, Popular Mechanics wrote that the touchscreen “violates the First Commandment of ergonomics – you must take your eyes off the road to make any adjustments.” 21 years later, after the release of the first Apple iPhone in 2007, we saw the big move to touchscreen systems in cars

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2002: Parking Camera

The first example of a rearview camera goes back to the 1956 Buick Centurion concept car. Volvo also toyed with the idea in 1972 Volvo Experimental Safety Car, but it didn’t make it into production for some time. The first production car with a rear camera was the Japanese market 1991 Toyota Soarer Limited, but not the US market’s Lexus SC equivalent. However, it was Infiniti that added guidelines for parking on the 2002 Q45 flagship sedan, which debuted at the New York Auto Show in 2000. Nissan also used the 2002 Nissan Primera to introduce the technology outside of the US and Japan. Legislation introduced in 2018 has subsequently made the humble reverse camera standard in all modern cars. The concept of a surround-view camera then arrived on the 2008 Infiniti EX35, using four cameras to give a bird’s eye view of the vehicle, with numerous manufacturers following suit

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2004: Remote Start

Remote start technology had been available via the aftermarket for years before 2004, but that was the year GM decided to make the technology available direct from the factory. Before starting, the vehicles were set to run diagnostics in engine oil pressure, engine temperature, throttle position, brake/transmission shift position, and battery voltage. If everything checked out and the hood wasn’t open, the car could be started from the key fob and then be unlocked at the driver’s leisure. It has become an incredibly valuable feature for people living in climates with particularly hot or cold weather, allowing them to start the car and let it cool down or warm up before even leaving the house

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2006: Self Parking Car

Lexus showed the world the first self-parking production car; the 2006 LS 460 sedan was unveiled at the Detroit International Auto Show, and the technology blew people away. To activate it, the driver had to put the car in reverse, which enabled the rearview camera, then press the parallel park icon on the touchscreen to place an indicator square over the parking space they wanted to use. The driver could then release the steering wheel while the car parked and maneuvered itself. Other manufacturers followed, and, with each iteration, the technology has gotten smoother, more precise, and faster to park

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2007: Blind Spot Monitoring

As thicker pillars became prevalent due to safety legislation due to rollover risks, blind spots when using side-view mirrors became more problematic on passenger vehicles. Volvo developed its Blind Spot Information System and included it on its 2007 S80 sedan, which created a visible alert for the driver when changing lanes with another car present. Ford was Volvo’s parent company at the time and started using the same system for all of its brands. Mazda then used a similar system for its 2008 Mazda CX-9, but only in Grand Touring trim. In 2013, Mazda started making it more available through its range, and other companies followed suit. Blind-spot monitoring systems are now also used for rear-cross-traffic safety systems

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2007: LED Headlights

The common halogen lamp is an energy-hungry unit and is usually only rated for around 800 hours of use, while High Intensity Discharge (HID) lighting is an expensive and complicated system that’s not the most ideal either. LED headlights, however, strike an excellent balance, and give bright white light, light up faster than halogen, are energy-efficient, and have a long operating life. They’re also easy to package as they use small bulbs and allow automakers to get creative with lighting designs.

The use of LEDs for exterior on cars goes back as far as the 1986 Chevrolet Corvette’s brake lights. Kia started using LED turn indicators in 2002, and then the 2007 Audi R8 used LED daytime running lights. Outside of the US, the R8 had the first option for LED headlights while, at the same time, the Lexus LS featured LED low beams and side markers in the US. The Cadillac Escalade featured low and high beams powered by LEDs in 2009, but it wasn’t until the current-generation Mercedes S-Class that we saw the first car to use exclusively LED lighting, both inside and out

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2009: Smart Phone Connected Cars

Now, pretty much every automaker has something to offer in the way of smartphones interacting with a car. In 2009, Mercedes launched the first iteration of its ‘mbrace’ app to allow remote access to owner’s vehicles from their smartphone. It worked with iPhone and Blackberry and allowed remote door locking and unlocking as well as vehicle location. Since then, apps from automakers have increased in scope to include everything including diagnostics, checking the fuel level, the vehicle’s location, remote start, and even booking service appointments

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2012: First License For Autonomous Cars

The race to build the first production autonomous car started in the 2010s. It was Google that secured the first license to take its experimental driverless technology on the road. The Toyota Prius was issued its license in Nevada and opened the gates to testing autonomous systems. That has led us to a plethora of driver assistance features on production cars, such as lane-keeping, collision avoidance, and advanced adaptive cruise control systems. In 2014, Tesla then dropped its first iteration of Autopilot for existing owners as the first commercially available system that can steer the car without input from the driver and change lanes on the motorway

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2014: Apple CarPlay

A common problem with automaker’s infotainment systems has been that they are not designed well and are often operated on hardware to that found in the smartphone in the driver’s pocket. Apple’s CarPlay came to market in 2014, closely followed by Android Auto, to change that. Both Apple and Google lead the way with their voice control and navigation, and the systems use popular travel and music apps, integrating everyday life with the car, and ensuring that a car’s tech is never further behind than your easily-upgradable smartphone. All you currently have to do is plug in your phone, and it becomes the infotainment system

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2018: Phone As Key

Keyless entry has been with us for a long time. Ford’s SecuriCode has been around since 1980, although it started out being called Keyless Entry System. It’s been a slow burn for the technology to become mainstream and has always required having your remote in your pocket. It seems incredible that it took so long, but Tesla introduced its customers to use a cellphone to replace the remote key fob in 2018. Model 3’s were able to sense the driver’s phone from up to 30 feet away and unlock the doors. There have been security and safety concerns, which is why the more traditional automakers have been slow to follow, but soon, this tech will be the go-to choice

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Source carBuzz

The Evolution of Modern Car Technology The evolution of the car has been a long one, but as time moves on, technology develops faster and faster.

#2020 #car #Tech #technically #withins

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automobilesz · 4 years ago

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Junkyard Gem: 1997 Lexus LS 400

[ad_1] When Toyota introduced the Celsior to the world in 1989, followed shortly by Lexus LS 400-badged versions appearing in showrooms (as 1990 models) around the world, automotive-industry executives from Stuttgart to Yokohama broke out in the shaky sweats. Here was a designed-from-scratch (at the cost of over a billion bucks) luxury sedan with a six-bolt-main DOHC V8 engine, all manner of…

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oldmotors · 4 years ago

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Taken one year ago, this #ToyotaCrownAthlete was one of the last cars I shot before COVID made trips, particularly cross-border trips, untenable. The Crown was Toyota’s mainstream flagship for decades in Japan, though internationally it was overshadowed by other models starting with the advent of the Lexus LS (at home the Toyota Celsior) and the gradual retreat of the crown to being a vehicle mostly marketed in Asia. In the 1990s, the Crown line split into a series of different sub-models, with essentially four, sometimes five, different vehicles being simultaneously sold as Crowns. The circa-1987 S130 series ran into 2000, the S140, a pillared-hardtop 4-door only, ran from 1991 to 1995. The S150 Crown, a 4-door sedan or hardtop, ran from 1995 to 2001, with a sub-variant, the Crown Comfort, being created for the taxi market in 1995 (and running until 2017!). The S170 was introduced in late 1999. In these years Toyota also created the Crown Majesta, a slightly fancier Crown that was positioned alongside or just below the Celsior, so there were even more variations. It’s normal for Japanese cars to have many different variations owing to the made-to-order way Japanese customers buy cars and the various different dealer networks that cars are sold through even among a single manufacturer, but as on Game of Thrones, five Crowns at once was seemingly too many. When the millennium dawned, Toyota rationalized the whole lot into the S170 series and the Crown Comfort. The S170 had both a regular Crown sedan and wagon (replacing the 1980s-era S130 wagon, no other Crown wagons were created in the 1990s) and a Majesta version. The regular S170 Crown came in two series, Royal and Athlete. It was a deeply conservative looking machine, and that’s what JDM buyers of such cars wanted. The Majesta had a few more curves and some Celsior/LS elements mixed in as well as a richer interior. The subtle and square look hid a tiger underneath, you could order a Crown Athlete V with a turbocharged 1JZ, and most 170-series Crowns packed versions of the 1JZ or 2JZ sixes. The 170-series sedans continued into 2003, but the wagon lingered into 2007. It was the very last Crown wagon. (at North Vancouver, British Columbia) https://www.instagram.com/p/CMQDSVwFZlN/?igshid=i5bsed0q91rl

#toyotacrownathlete

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usedcarexpertguide · 4 years ago

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2021 Lexus LC

Lexus has set a few benchmarks in its short life, the first being the original 1990 Lexus LS and the original SC coupe. Pardon us if we’ve forgotten those since the Lexus LC came along. With the LC, Lexus has wiped the slate. It’s bred a car that has legitimate Aston Martin and Benz SL undertones, though it’s distinctive all on... from High Gear Media Network Feed - July 29, 2020 at 06:00AM

#Racine Dealerships #High Gear Media Network Feed

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smoothshift · 5 years ago

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Story of my 1998 LS400. Or, why you should ALWAYS get a PPI. via /r/cars

Story of my 1998 LS400. Or, why you should ALWAYS get a PPI.

I sit here at work, mid anxiety attack after getting a call from my mechanic regarding my Lexus and figured talking about it will help calm me down. Hopefully someone will learn from my mistake.

Around 3 months ago, I bought a new daily commuter. I’m a pipefitter, so our work involves hopping from job to job through our entire Local. My Local in Chicago is absolutely massive, so I got placed on a job that requires me to drive 150 miles everyday for 6 days a week. Yeah, it’s about as awful as you think it is. So, instead of racking up way too many miles on my ST, as well as not dealing with a stiff, loud, manual, Recaro’d car, I made the decision that I needed a new daily. I wanted something at least interesting, something that wasn’t a plain Jane Corolla/Civic. That proved to be my downfall.

After listening to TST one day, the idea popped in my head that I should get a LS400. Why not? They’re dead nuts reliable, over engineered, and a damn near perfect cruiser. So, popped into Craigslist, and almost immediately found the perfect one. A 1998, one owner, low mile, rust free one that’s 20 min down the road. I immediately call the owner up and head out his way to check it out. He gives the rundown of it: bought it brand new in 1998 after he traded in his 1990 LS400. For the next 21 years he only drove it 131,000 miles mainly just to and from his lake house with his family, since he would eventually buy a LS430 for his main commuter car. He is a clear LS fan, and it really showed. He kept everything with it, from the original window sticker to the receipts of any work that was done. I was sold.

Bought it a few days later without even getting a PPI on it, and for his full asking price. I thought “I should be fine jumping into this. This is such a rare opportunity to get a low miles, clean, original owner LS400 I can’t just let it slip by to the next person in line.” Sometimes life isn’t what it seems though. I drove it for a week to work until one day, the inevitable happened: the power steering pump started to fail. Those who know, know that the one main issue with these is the power steering. It has to use ATF instead of PSF and it has been know to cause problems and leaks when PSF is used. Okay, I thought, I knew this going in that it may happen, so whatever just deal with it now and start fresh with a new pump. So I take it to my mechanic, and open Pandora’s Box of Shit.

According to him, I’m going to need to put in a whole lot of money to keep this thing around. First of all, the power steering pump needs to be replaced, the belt tensioner is cracked, the timing belt is about to snap, and the water pump needs to go. Fine, that’s mostly maintenance items and it’s around their time anyways. Kind of annoying the PO didn’t change the belt at 100k like he should have, but whatever I’ll eat it. But wait, there’s more! According to my mechanic, the entire bottom of this car is rot. Like “Parked on a gravel road or a lawn for years on end” rot. The transmission lines are nearly gone, the power steering lines are dust, the brakes, the rotors, potentially the arms and hubs, and some transmission canister (forgot what he said by that time because I was nearly in shock from the previous items). All fucked. And now I have no idea what to do. Do I dump thousands into it and hope that this is the last fix up and I’m good for the next few years? Or do I just cut my $6k loss and drive the ST into the ground? Either way my wallet is fucked.

Oh and there’s a bolt through the sidewall of my brand new Michelin tire.

TL;DR I made a rookie mistake and am paying for it gravely.

Get a fucking PPI, please.

Edit: fixed some grammar because it’s hard to type

#reddit #autonews #auto #cars

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robertkstone · 6 years ago

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Why Lexus is Investing in Racing – The Big Picture

“Win on Sunday, sell on Monday.” It’s a marketing line as old as the automobile. When Henry Ford raced—and famously beat—rival automaker Alexander Winton on the Detroit Driving Club’s 1-mile oval at Grosse Pointe in 1901, it wasn’t to prove who was the better driver, but whose was the better car. Racing made the reputations of Alfa Romeo and Jaguar and Porsche and Bentley; even aristocratic Rolls-Royce used its victory in the grueling 1913 Alpine Trial to enhance its reputation as builder of “the best car in the world.”

And it’s still an article of faith among many automotive marketers: Mercedes-Benz and Ferrari are each reportedly spending $400 million making sure their brands stay at the pointy end of this year’s Formula 1 field. Hyundai is said to pour about $100 million a year into its World Rally Championship team. And with battery electric vehicles about to go mainstream, no fewer than eight automakers, including Audi, Nissan, and India’s Mahindra, will tip at least $200 million into this year’s all-electric Formula E championship.

“Win on Sunday, sell on Monday.” It’s why, as the darkness falls on serried ranks of RVs and a thousand glowing campfires, I’m watching a pair of growling, bewinged Lexus RC F GTD racers hustle through the twisting infield road course section of Daytona International Speedway as the legendary Rolex 24 settles in to the rhythm of the night.

It’s almost 30 years since I first drove a Lexus. The original LS 400 was the sedan that changed the world, a car so refined and beautifully crafted that it shocked an entire generation of engineers in Stuttgart and Munich and Ingolstadt.

But the brand that positioned itself as the young upstart shaking up the luxury vehicle establishment is now inescapably part of that establishment. As it approaches middle age, Toyota’s luxury arm is seen by many as a legitimate Mercedes, BMW, and Audi alternative—and it’s become one without spending the cubic dollars on motorsport its rivals have.

So why go racing now?

“We want to move the brand in a little more exciting, fun direction,” explains Cooper Ericksen, vice president of Lexus product planning and strategy. “Motorsport is an effective way to get in front of consumers and put yourself out there.”

That move is being driven from the top: Toyota boss Akio Toyoda, who put himself front and center of the Supra reveal at the Detroit auto show earlier this year, has made clear his desire that both the Toyota and Lexus brands be sprinkled with motorsport fairy dust.

Akio knows Lexus has no choice. Building the best sedan in the world was enough to stake your claim as a legitimate premium brand 30 years ago. Today you have to prove your premium road car can run with the best on the racetrack, too. The 42-car GTD class at Daytona (very closely related to the international GT3 and GTLM categories) included factory-developed cars from Acura and Audi, Ferrari and Lamborghini, BMW and Mercedes-AMG, and, of course, Porsche. In the 2019 Blancpain GT Series for GT3 cars in Europe (which subscribers can watch on MotorTrend On Demand), the GT3-spec Lexus RC F’s rivals also include Aston Martin, Bentley, Jaguar, McLaren, and Nissan.

Lexus—well, Toyota—can build world-beating performance cars. Back in the early 1990s Toyota dominated IMSA; it threepeated the Daytona 24 in 2006, 2007, and 2008; and has been a consistent resident of the NASCAR winner’s circle (though it was less fortunate in its foray into Formula 1).

The only question is, do Toyota and Lexus have the commitment today? We’ve seen the automaker dabble in fast, fun cars like the Supra, MR2, and Lexus LFA, then allow them to wither and die as it concentrates on building Camrys, RAV4s, and Lexus RX crossovers.

The roadgoing Lexus RC F Track Edition—all wing and carbon fiber and rumbling exhaust—is a promising start. But I’ll know the company is truly serious about performance and racing when I can drive the next-gen version to see a Lexus going wheel to wheel with a Porsche at Daytona 10 years from now.

Over to you, Akio …