Motors USA stopped taking orders at the end of 2009, at which time they planned to open discussions about a purchase plan for the lessees. Lexus later changed their stance and allowed outright purchase, but only on the condition that they sign an agreement giving the dealer the first right of refusal to buy back the LFA if the owner wanted to sell it within the first two years. The dealer would have the option to buy back the used LFA for either fair market value or the original sticker price, whichever is lower. In the European market, buyers could order their LFA through a single Lexus dealer located in Park Lane, London where it was purchased outright. During the LFA's production, each vehicle received an individually numbered plaque, indicating the unit's place in the production run. Each LFA V10 engine carried the signature of the specialist who assembled it. With 20 units produced monthly, production of the LFA extended from December 2010 to December 2012. Production ended on 14 December 2012, with the last car finished in white exterior colour and equipped with the Nürburgring package. When production ended, no successor was scheduled. The LFA plant in Motomachi continued making parts with a small team. Overview Engine The Lexus LFA is powered by a 72-degree bank angle V10 engine equipped with Dual VVT-i carrying the 1LR-GUE designation with a maximum output of delivered at 8,700 rpm. Its maximum torque output of arrives at 6,800 rpm, 90 percent of which is available from 3,700 rpm. The engine redlines at 9,000 rpm, but with a fuel cutoff set at 9,500 rpm, and is constructed using forged aluminum pistons, forged titanium connecting rods, and solid titanium valves. The V-angle of the LFA's V-10 engine is set to 72-degrees to fully balance the firing force from the pistons. This 72-degree angle allows for even firing from the pistons without the use of a split-journal crankshaft, thus improving engine efficiency as well as lowering the overall weight. Dry sump lubrication prevents engine oil starvation through high-speed corners and lowers the engine's center of mass. Air is fed directly from beneath the hood through a visible slit passing into a dual-stage variable intake manifold and then into ten individual throttle bodies before finally exiting from a dual-stage titanium muffler. The LFA's engineers selected a V10 engine over an equivalent displacement V8 engine for its ability