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The engine position is also lowered 10 mm (0.39 in) and pushed 50 mm (2.0 in) closer to the center of the vehicle — this centers the weight of the engine and brings it closer to the drive, mitigating the load shifting from side to side.

Run-flat tires are also used to avoid the need for a spare, and the vehicle battery has been relocated to the trunk to help with the overall balance. The frame is a mixture of ultra-high-tensile and high-tensile steel, while the hood and fenders are made from aluminum.

The GA-L platform will serve as the starting point for all future rear-wheel drive Lexus vehicles of the future, and it’s meant to provide lower overall mass, improved front/rear weight distribution (54/46 front/rear balance for the gas model, 52/48 for the hybrid), and a low center of gravity.

In the first use by Lexus - instead of spot welding - self-piercing rivets join aluminum and steel panels because they need only a single entrance point and thus help to maintain structural integrity.

To enhance rigidity, six straight-bar braces support the engine.

The engine is a naturally-aspirated 32-valve V8, and features D-4S direct fuel injection, Atkinson cycle operation, and optimized VVT-i.

The unit produces 471 horsepower at 7100 rpm, 398 lb.-ft of torque at 4800 rpm, and allows the car to reach 60 miles per hour in under 4.5 seconds.

The lines from the front fender build up the A-pillar to form the boundaries of the blacked-out roof — Lexus cites “the traditional Japanese sword” as the inspiration for the sharp edges of the C-pillar molding.