2013 Porsche 911 Turbo S

The 911 Turbo S is blindingly fast. I mean that not as afigure of speech, but quite literally. This car blinds you. Human eyes cannot cope with the sheer force of detonating from a standstill past 60mph in three seconds, the Turbo S flinging itself off the line with a lot of noise and just a hint of wheelspin. Clench your jaw, squint, gurn, it's all useless: as launch control bites, the windscreen starts to swim, the scenery closes in around you, and then, for what must be no more than a few milliseconds but feels far longer, all is a blur as the g-force squeezes your eyeballs' vital fluids in directions vital eyeball fluids shouldn't go. It is addictive and unsettling, not acceleration in the traditional sense, but something rawer: thrust, the sensation of a jet aeroplane on take-off, a relentless surge seemingly independent of tarmac and tyres.

Ease off the throttle, and the world wobbles back into view. It's official: the 911 Turbo S is too fast for eyes. Not a bad boast for the machine with a strong claim to the crown of Quickest Car in the Real World. Sure, the record books may herald the Bugatti Veyron and its 267mph top speed, the Pagani Huayra and BAC Mono may sit atop the TGTV Power Laps board. And, true, on an empty track or airstrip in the hands of His Stigness, these three might edge out the Turbo S. But on the road? The Veyron, astonishing achievement though it is, is too large, too heavy, too damn intimidating to use on normal public lanes. The rear-drive Huayra and Mono, meanwhile, require a driver of superhuman skill to exploit their full potential if the tarmac is anything other than bone-dry and perfectly smooth. If we're talking a real, normal driver on a real, normal road, I'm not sure there's anything on earth to touch this rear-engined slot car.

Some numbers. The new Turbo S, with its bi-turbo 3.8-litre flat-six, sends 553bhp and a ludicrous 553 torques to four very large tyres. That's some 30bhp and 37lb ft more than the last-gen 911 Turbo S, which few regarded as underpowered or slow. The new car's 0-62mph time is officially quoted at 3.1 seconds, which is frankly silly for something with at least a nominal set of rear seats and a decent front boot. Yet our unofficial stopwatch tests suggest the Turbo S might even be a couple of tenths quicker than that. Quick enough to cause temporary ocular disability, at least.

To some extent, liberating a lump of extra power and pace with the aid of a couple of turbos is the easy bit. And a company less engineering-obsessed than Porsche might be content with that alone: no doubt the chassis of the standard 911 Carrera 4S is competent enough to deal with 553bhp and whatever treatment any Turbo S owner might throw at it.

But Porsche doesn't think like that. Porsche, being Porsche, has entirely re-engineered the 911 for Turbo duty. For a start, take a look at that big ol' booty. The Turbo S's rear track is some seven centimetres wider than that of the standard rear-drive 911 Carrera, and 15cm wider than its own front track. This is fine news for grip, but means that no matter how neatly you reverse-park your Turbo S in a supermarket space, it'll always look a bit wonky.

Like the new 911 GT3, the Turbo S employs rear-wheel steer, electromechanical actuators angling the rear wheels some 1.5 degrees either way: against the fronts below 31mph to reduce the turning circle and increase agility; or with the fronts over 50mph for better stability. And it works. Unlike rear-steer systems of old, you get no impression of it doing its thing, only of a car with astonishing high-speed poise. Does it increase manoeuvrability under 31mph? Couldn't tell you. The Turbo S rarely spends more than two or three milliseconds below 31mph at any time.

There's clever aero too. As well as that fat rear wing - which pops up at 75mph and, in Sport Plus mode, angles seven degrees forward for extra downforce - the Turbo S boasts the world's first variable front spoiler, a four-inch-deep rubber skirt (stop it) that extends from the bottom lip of the front bumper in three sections. At low speeds, it remains retracted, its side sections only unfurling as you pass 75mph. But in track-attack mode, the spoiler is fully extended, for both maximum downforce and maximum usefulness as a driveway snow shovel, come winter.

Porsche says the rear wing and front splitter add 132kg of downforce, which sounds mighty impressive until you learn you have to hit 186mph to generate that figure. Perhaps more telling is that the rubbery skirt cuts around two seconds from the Turbo S's Nürburgring lap time, which stands at 7m27s on standard production tyres. That's faster than a Carrera GT, a time no doubt aided by the Turbo S's monster, standard, carbon-ceramic brakes, which measure 410mm diameter up front and 390mm at the rear.

What this newness adds up to, predictably, is simply ludicrous speed, everywhere, all of the time. Autobahn, B-road, gravel, rain... no matter - the Turbo S is the sort of car you step from after a drive, even a short one, thankful to still possess your licence. It's the sort of car I'd be scared to own for fear it might rewire my concept of what's physically and socially acceptable on the road. Perhaps ironically, the safety net of that four-wheel-drive system makes it somehow scarier: this isn't a car that'll warn you when it's about to go very, very wrong. The first time you lost it would be very big, and it would be your last. Traction traction traction and oops missed the corner and ah look I'm doing 200mph sideways and now I am on fire.

What a drivetrain, though. No, the turbo six doesn't scream like a Ferrari V8, but has a unique soundtrack all of its own: a bassy, phasing hum at idle, like something from a Seventies sci-fi series, morphing into a barrage of cannon-fire exhaust as you thump up through the gears. Such is the flat-six's flexibility that on any A- or B-road you never need change out of third, a wrecking ball of a gear that carries you from walking pace into triple figures incurring only minor blindness along the way. Not that changing gear is a chore: now Porsche has ditched the daft push-me-pull-you buttons from its double-clutch gearbox - replacing them with conventional right-for-up-left-for-down paddles - this 7spd PDK is just about the best in the business, capable of smooth anonymity or punchy, instant changes, depending on your mien. In the naturally aspirated, rear-drive 911 GT3, we might bemoan the lack of a manual gearbox, but PDK is a perfect fit for the Turbo S's ‘keep it pointing in the right direction, and we'll sort out the rest' philosophy.

That said, if you're thinking the GT3 is the hardcore sports-thing and the Turbo S the loping cruiser, don't be fooled: this is no softie. True, you wouldn't want a car with any hint of vagueness when you're cracking 190mph on the autobahn, and even on Germany's ropiest roads, the ride remains the right side of acceptable, but it's an unyielding bugger nonetheless.

Talking of acceptable, Porsche is extremely keen to highlight the eco credentials of the new Turbo S, pointing to economy of 29mpg and CO2 emissions of 227g/km. These are, indeed, impressive figures for a 553bhp supercar, but the anti-petrolists, we suspect, will find plenty else about the Turbo S to rail against. Like its 198mph top speed.

For us pro-petrolists, however, what is there to complain of? Not much. So the Turbo doesn't offer much in the way of fingertip feedback, but that's not what it's about: the 911 GT3 is there for those who want to explore slip angles and Nomex outerwear. Perhaps the biggest issue is the price: the 911 Turbo S starts at £140,000, which sounds rather a lot for a hopped-up VW Beetle. Or does it? On power, pace and pub stats, the Turbo S looks decent value alongside the supercars it'll match for pace, not least the Ferrari 458 and McLaren 12C, both of which Porsche benchmarked for performance.

Of course, if all you want is fast and four-wheel drive, critics will point out the Turbo S is nigh-on double the price of the 543bhp Nissan GT-R, perhaps the only other car that can really rival it for devastating, everyday pace and immutable traction. But the Turbo S is a more complete, rounded proposition: perhaps the ultimate everyday supercar. Your eyes may disagree.

Sam Philip

The numbers

3800cc, 6cyl, 4WD, 553bhp, 553 lb ft, 29.0mpg, 227g/km CO2, 0-62 in 3.1secs, 198mph, 1605kg, from £140,852

The verdict

Like all the best things in life, likely to turn you blind if you use it too much. New Turbo S is appallingly, brilliantly quick.

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Daniel Craig Bought Himself An Aston Martin V12 Vantage Roadster Birthday Present

Daniel Craig, aka Agent 007, celebrated his 45th birthday with a car worthy of his name: anAston Martin V12 Vantage Roadster. Daniel Craig paid an impressive sum of £150,000 (around $226,000 at the current exchange rates) for his sports car, but unfortunately it does not come with an ejector seat or hidden weapons.

The famous actor went to London to take delivery of his car and he dressed inconspicuously in an attempt to zip around London without anyone recognizing him. We are not very sure if he was successful in his attempt, but for sure he was very pleased with his new toy.

And why wouldn’t he? The V12 Vantage Roadster is powered by a 6-liter V-12 engine that delivers an amazing 510 horsepower and 420 pound-feet of torque. The engine is mated to a six-speed manual gearbox, sprinting the car from 0 to 60 mph in just 4.2 seconds and up to a top speed of 190 mph.

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Pagani and Sonus Faber ink deal for high-end Huayra audio system

Along with a mysterious Track Pack for the Pagani Huayra, the Italian builder of deliciously crafted supercars announced a partnership with Sonus Faber, Italian builders of deliciously crafted speakers, at the Geneva Motor Show. Pagani didn't reveal how many speakers the Sonus Faber kit has, but did tell us that at 1,200 watts it's three times as powerful as the previous audio system.

Known for items like its Aida and The Sonus Faber loudspeakers that can cost anywhere from $20,000 to 200,000 per pair – yes, $200,000 per pair – Sonus Faber is just as devoted to design as Horacio himself. That's why the avional and gunmetal aluminum alloy housings and the lightweight carbon cones in the speakers in the image above look like they could have come from George Clinton's ParliaFunkadelic spaceship or, well, the back of a Huayra.

Pagani says this is the "first step of a partnership between two iconic brands." We've no idea what's coming next, but you can be sure this first step will be stupendously expensive. More details, if you need them, can be found in the press release below.

Partnership Pagani and Sonus Faber

Geneva AutoShow 2013: Pagani and Sonus faber announce partnership with the introduction of an exclusive premium high-end audio system for the new Pagani Huayra

Geneva, Switzerland, March 4th 2013 -- Renowned high-end luxury audio speaker manufacturer Sonus Faber and sports car manufacturer and design atelier Pagani have developed in co-design an exclusive premium high-end audio system for the Pagani Huayra. This achievement marks the first step of a partnership between two iconic Italian brands.

The Pagani vehicles have always been known for their every day car capabilities, despite the performance they regularly demonstrate on the world's most prestigious racetracks. The Pagani Huayra has been praised for its smooth supple ride, light cabin interior and confidence inspiring handling. Creating a high-end audio system that would improve on both extremes of this two-sided nature was a challenge for the expert audio engineers at Sonus Faber and the creative team at Pagani.

Technical specifications
Sonus Faber has transcended its music reproduction skills for this supercar challenge. From the immutable harmony of interiors to the rhythm "on the road", a set of new paradigms has been created.

Power versus featherweight, is the leitmotiv. New, innovative, Carbon cones have been developed, marrying extreme rigidity to lowest weight, inspired by the Carbo-Titanium nature of Huayra. Neodymium magnets are used throughout for highest performance and lightest weight possible.

Reverberating the car extreme performance, the new Sonus faber audio system provides an amplifiers' structure which delivers a total amount of 1.200 Watt power output, tripling the performance available in the Huayra 's standard sound system.

When the mighty AMG V12 engine is not singing the song of power, a Digital Sound Processor creates a refined atmosphere where both driver and passenger can enjoy hearing a rich sound experience not normally expected in a hypersports car. In full Pagani tradition the aim is to stir the emotions of the passengers every single moment. The DSP allows the whole system sound to be "tailored" to the customer's own musical taste under his request, configuring the Huayra cabin into a concert hall, stadium, or whatever environment the Pagani owner seeks.

The baskets of the bespoke speaker units follow the technology developed for the most extreme Sonus fabers loudspeaker systems, such as Aida and "The Sonus Faber" itself, with a vibration-free CNC made hybrid avional/gunmetal structure: a geometry which has been calculated to damp natural resonances of the two materials, creating a virtually ideal speakers' chassis for the purest sound reproduction. The speaker diaphragms are made in a special ultra light carbon fibre optimized for acoustic applications providing this way synergy between rigidity and damping.

Horacio Pagani, chief designer and CEO of Pagani Automobili:
"We are glad for this important partnership and, to use an audiophile term, the harmony between the two brands could not be better. Sonus faber creates musical pieces of art for a very exclusive market of sophisticated customers. The technology, craftsmanship and attention to details is what made us very happy to see their interpretation of a high-end sound system for our Huayra. We hope our customers will be as surprised as we were when we first experienced the depth and richness of this audio system."

Mauro Grange, CEO of Sonus faber:
"It is an honor to work with Pagani, as the Huayra stands for timeless design and performance, values that Sonus faber has always cherished when designing its speakers. Our engineers have faced the demanding and special requirements of an automotive application with a no-compromise attitude and we are pleased to have contributed with a state-of-the-art sound system for an automotive icon."

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2014 Corvette Stingray A closer look : video

The 2014 Chevrolet Corvette Stingray marks the first car of the seventh-generation of the Corvette. The car's design has been eagerly anticipated. Join Autoweek executive creative director Ken Ross and technical editor Dale Jewett as they take a closer look at the Stingray while it was in the photography studio.

About the Detroit auto show

The annual North American International Auto Show, better known as the Detroit auto show, has maintained its place as a barometer for the entire industry. For 2013, NAIAS takes place Jan. 14-27 and will host concept cars, green cars and supercars from all the major automakers, including what's expected to be a highlight this year: the new 2014 Chevroelt Corvette. Check out Autoweek's complete coverage of the Detroit auto show here.

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2013 New cars 2013: extreme performance

In an age of austerity and downsizing, it's heartening to see the supercar still alive and well. 2013 promises to be an exciting year for performance cars, with new models from Mercedes and Aston Martin, as well as the groundbreaking Lamborgini Sesto Elemento and Porsche 918 Spyder. Old rivalries are set to be re-ignited too, with the release of two F1-inspired supercars, the McLaren P1 and Ferrari F150. Here's our guide to what to look out for and when.

McLaren P1, September

The term ‘F1 car for road’ has been much abused over the years. Perhaps the original McLaren F1 is the closest that’s been achieved. Ferrari’s extreme Enzo-based FXX was, perhaps, even nearer to the genuine F1 experience, but owners were restricted to using it on circuits.

Today, McLaren and Ferrari are racing to deliver the road-going F1 experience. McLaren’s P1 was the first to be shown in public, at last year’s Paris show, with deliveries expected at the end of the year.

Programme director Paul Mackenzie says the P1 is designed to feel like a “proper racing car” at the push of a button, which could then be driven home in “great comfort and refinement”. But while McLaren has shown the finished styling, the technical details remain vague.

The McLaren will have a power-to-weight ratio of more than 600bhp per tonne when it goes on sale. Some kind of hybrid energy recuperation system will be fitted to the car. Interestingly, the rear wing intakes close to the wheels are called ‘clutch’ scoops, raising the possibility that they might be used to cool some kind of KERS-type flywheel system.

The car’s ‘jelly mould’ engineering package was created primarily by aerodynamic concerns and the desire to shrink the exterior to an absolute minimum. The P1 uses a one-piece carbonfibre ‘tub’ derived from the MP4-12C, and features a skin made from “extraordinarily thin” carbonfibre panels, which are moulded in large sections.

It is claimed the P1 can generate 600kg of downforce at a pace “well below” the car’s maximum speed, a figure that is around five times more than that generated by the 12C. The P1’s huge double-element rear wing can automatically adjust by up to 300mm rearwards on a race track and by up to 120mm on the road.

The P1 will have three different ride height modes, with the lowest for track use. This latter track mode ensures that the car’s side skirts and rear diffuser work properly, but it also means the diffuser’s carbonfibre strakes are just a couple of inches above the track surface.

If anyone can finally deliver an F1 experience to the privileged few, it should be McLaren.

Lamborghini Aventador Roadster, Summer

Its maker says the open-top Aventador will be “the most exciting Lamborghini ever built”. With a 690bhp V12, a 217mph top speed and 0-62mph in 3.0sec, that claim is at least backed up on paper.

The Aventador Roadster addresses the main failing of its Murciélago predecessor. With the fabric roof on, that car was limited to just 99mph. The Aventador gets a targa-style two-piece carbonfibre roof that weighs just 6kg and can be easily removed and stored on board. Roof on or off, top speed remains the same.

New aerodynamic aids are also added to the £290,000 open-top Aventador over the coupé.

Ferrari F150, Autumn

McLaren and Ferrari have matched each other blow for blow recently with the MP4-12C and 458 Italia ranges, but their road car rivalry will be taken to next level with Woking and Maranello each launching a new F1-inspired road car.

McLaren has shown its hand first with the P1 concept, but we only have to wait until March to see the Ferrari Enzo replacement, codenamed F150.

It will weigh around 1100kg and will be powered by a mid-mounted V12 engine, mated to an F1 KERS-style hybrid system for a combined output of more than 800bhp.

F1 tech packed into the F150 will include a race-car driving position moulded to the owner, advanced active aerodynamics and extensive use of carbonfibre, including the 70kg tub.

Ferrari F12 Berlinetta, March

Until the F150 arrives, the F12 Berlinetta is Ferrari’s fastest and most powerful production road car ever.

Its V12 produces 730bhp — some 119bhp more than the F12’s successor, the 599GTB, and the largest power hike for a new Ferrari over the model it replaces. It can crack 0-62mph in 3.1sec and reach a top speed of more than 211mph. Want one? The F12 can be yours for £239,736.

Aston Martin Vanquish Volante, Winter

The open-top version of Aston’s Vanquish is gearing up to be the firm’s big centenary model. A Pebble Beach reveal in late August is likely before deliveries later in the year.

Expect a near-£200,000 price tag for the range-topping Aston, which will share its 565bhp 5.9-litre V12 engine with the Vanquish coupé.

Lamborghini Sesto Elemento, Winter

Lamborghini’s striking 999kg lightweight special is coming later this year, although a precise launch date has yet to be confirmed. Just 20 Sesto Elemento models will be built, each with a price tag in excess of £1.5 million.

Lamborghini claims the Sesto Elemento will hit 62mph from rest in just 2.5sec thanks to its 562bhp V10 powerhouse, but its extreme nature, spartan, stripped-out cabin and highly experimental forged carbonfibre construction make it likely that the car will be restricted to circuit use only.

Mercedes SLS Black Series, May

The SLS AMG coupé is the latest model to be given the extreme, powered-up and pared-down Black Series treatment. Black Series enhancements for the SLS include a 59bhp increase for its 6.2-litre V8, taking it to 622bhp, and a 70kg weight reduction, down to 1550kg.

In June, another new SLS will be launched: the Electric Drive. This gets four electric motors producing a combined 740bhp and a €416,500 (£335,000) price tag in Germany.

Porsche 918 Spyder, September

The third significant entry into this year’s hypercar stakes will be the Porsche 918 Spyder. The 918, which enters production on 18 September, has already lapped the Nürburging 10 seconds faster than the Carrera GT.

Porsche is the only one of the trio of hypercar makers so far to put some official figures on its range-topper. The 918 will produce more than 784bhp from its hybrid drivetrain, which consists of a 4.6-litre V8 engine and twin electric motors. It will hit 62mph in 3.2sec and have a top speed in excess of 199mph. It will also be able to travel up to 15 miles on electric power alone, return a claimed 94mpg combined and emit just 70g/km of CO2.

The price has been set at €645,000 plus taxes (£624,000 including VAT).

One for 2014: Audi R10

Audi will be the fourth car maker to launch a hybrid supercar, but unlike its rivals, the R10 will be a diesel-electric hybrid rather than petrol-electric. The R10 is a road-going version of the Le Mans-winning R18 e-Tron quattro. Audi first floated the idea of a diesel supercar with 2008’s R12 V12 TDI

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2013 Audi R8 e-tron not for production

Production of all-electric Audi R8 e-tron has been delayed indefinitely

Audi has confirmed that the launch of its all-electric R8 e-tron has been delayed indefinitely. Originally scheduled to arrive in showrooms last year, the Mercedes SLS Electric Drive rival is now being treated purely as a technical exercise to advance electric car technology for models lower down the range.

“We’ve already built 10 cars which are being evaluated internally,” an Audi spokesman told us. “We’re concerned about the limited range of pure electric cars with existing battery technology, we don’t think the customers are ready to accept it.

“We now have a new head of technical development, Mr Durheimer, who is keeping a close eye on these sorts of projects, so we have to make sure it truly represents an Audi,” he continued. “Once technology improves who knows, never say never.”

Despite not being bound for production, full technical specs for the R8 e-tron were released recently in Audi’s technology magazine, Encounter. Power comes from a pair of electric motors producing a combined 376bhp. This enables the 1,780kg e-tron to cover 0-62mph in 4.2 seconds and hit a top speed of 124mph, while a full charge from a UK household socket takes around 12-hours and allows a range of 134 miles.

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2013 Koenigsegg Agera R

Koenigsegg Agera R

The Automobile Marque of the Super-Rich.

Christian von Koenigsegg has once again created a hypercar of the highest order. The new Agera R features so much innovation that we're not going to even attempt to squeeze it all into the introductory paragraph. The 5-liter, V8 bi-turbo engine is the lightest and most compact hypercar engine in the world and produces 1,100 hp on E85 bio fuel with peak torque of 1,200 Nm spread over a 3,300-rpm rev range. Its most notable feature, though, is a Thule roof box, which ensures you can take all your gear as well as have a show car with the standard roof when you get there.


On regular 95 octane fuel, it only has 910 hp, which means you can still drive it anywhere, as the power spread with standard juice still offers more than 1,000 Nm of torque from 2,860 rpm to 6,170 rpm—that's Bugatti Veyron territory. So, too, is the top speed, which is quoted as 390+ km/h (245+ mph). The biggest problem with hypercars, though, is that they simply don't have enough extra room for a toothbrush, which is why Koenigsegg decided that a roof box was in order. This is not your normal roof box, but a super-lightweight lightning roof box from Thule, made from carbon fiber tested to ensure it is safe up to 300 km/h.

The ingenious part is that the box incorporates a roof panel and can be easily fitted in 10 minutes while the standard roof is stored in the front luggage area. At your destination, simply unbolt the lot and wheel it to your hotel room, while replacing the normal roof.

It's a feature no other hypercar offers and it makes the entire package so much more flexible and useful because it enables full luggage capacity comparable to a sedan.

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2013 Porsche 911

What's New for 2013

Porsche expands the lineup of 911s based on the new-generation car (the "991") with the addition of the all-wheel-drive Carrera 4 and 4S models.

Introduction

A lot of Porsche 911 Carreras sold in the U.S. are sold in Southern California. And if they're not sold in Southern California, they're sold in similarly temperate climates. So it's the rare 911 buyer who needs the all-weather confidence of an all-wheel-drive Carrera. But when they do, the 2013 Porsche 911 Carrera 4 and Carrera 4S are the go-to choices.

The all-wheel-drive models mark the latest of the Porsche hit parade to migrate to the 911's new longer, wider and lighter platform, which debuted in 2012. Like the base rear-drive model, the base Carrera 4 also gets a smaller flat-6 engine, down from 3.6 liters to 3.4 liters. The smaller direct-injected engine generates 350 horsepower and 287 pound-feet of torque and puts power to the pavement through a standard seven-speed manual transmission. Porsche claims 0-60-mph acceleration in 4.7 seconds, while opting for the seven-speed dual-clutch automated transmission (PDK, in Porsche-speak) shaves that to 4.5 seconds while achieving 20 city mpg/28 highway mpg and 23 mpg combined. Those less mindful of fuel economy and more mindful of outright speed will want the Carrera 4S with its 3.8-liter flat-6 capable of 400 hp and 325 lb-ft of torque. Zero to 60 time drops to about 4.3 seconds, Porsche says.

Regardless of transmission, the Porsche Traction Management system uses a multiplate clutch to continuously transfer power between the front and rear axles. Intuitive and transparent, the system's greatest feat sends just enough power to the front wheels while preserving the 911's hallmark rear-bias handling. The all-wheel-drive system adds just 110 pounds to the Carrera and required no suspension adjustment other than a slight tweak to the antiroll bars.

The Carrera 4 and 4S feature the same classy Panamera-inspired interior scheme that debuted in the new 911, a slim-stack profile with tight fit and finish and an explosion of small buttons. There's even an option that allows an acoustic channel to pipe more of the boxer engine's noise into the interior.

The 2013 Porsche 911 Carrera 4 and 4S go on sale in December 2012, with a base Carrera 4 starting at around $92,000 and a base C4S priced around $106,000. Check back for a full review of the complete Porsche 911 lineup, including the new Carrera 4 and Carrera 4S, as more information becomes available.

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2013 Lotus Evora Sports Racer announced

The Lotus Evora Sports Racer has been announced. It is available in normally aspirated or supercharged Evora S form.

The Sports Racer features gloss black accents on the roof, front splitter, rear diffuser and side sills. Further black detailing includes the badges, door mirror housings and the gloss black forged wheels. Brake calipers are finished in a choice of black or red.

The Sports Racer is available in four paint finishes: Aspen White, Carbon Grey, Nightfall Blue and Ardent Red.

A 2+2 seating option is fitted as standard. The dashboard is finished in gunmetal grey and the seats are upholstered in black leather with contrasting red stitching and piping. Red leather with black stitching is available as an option.

The Evora Sports Racer comes fitted with many optional extras as standard. The extensive list includes a Sports Pack, which gives a switchable Sports mode with increased throttle response and raised rev limit, as well as a sports diffuser and cross-drilled brake discs.

A Tech Pack is also fitted, which includes an upgraded stereo, DVD player, seven-inch touchscreen, Bluetooth connectivity, tyre pressure monitor, cruise control and rear parking sensors. Power fold mirrors and a reversing camera are also included.

The Lotus Evora Sports Racer is available to order now, priced from £57,900 for the naturally aspirated model and from £65,900 for the supercharged Evora S.

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BMW Z4 2013 revealed

BMW has released pictures and details of a facelifted Z4, ahead of its Detroit Motor Show debut

This is the revised version of the BMW Z4, shown here ahead of its official public debut at the Detroit Motor Show in January.

The biggest change is the introduction of a new entry-level model, the BMW Z4 sDrive18i, which is powered by a 2.0-litre turbo petrol engine that develops 154bhp.

It comes with a six-speed manual gearbox as standard, or an eight-speed auto gearbox can be ordered as an option.

The manual sDrive18i can complete the 0-62mph sprint in 7.9 seconds and hit a top speed of 137mph. The claimed average fuel economy is 41.5mpg and CO2 emissions are 159g/km.

Aside from the new engine, there are some minor tweaks to the Z4’s exterior, including revised LED headlights and a choice of new 17 and 18-inch alloy wheel designs.

Inside, BMW has added the option of the Design Pure Traction styling pack, which adds black and orange contrasting trim to the interior. The Z4 also gets the option of the impressive internet-connected Professional navigation system.

Aside from the new sDrive18i model, the remaining Z4 sDrive20i, sDrive28i, sDrive35i and sDrive35is (pictured) spec levels continue unchanged. The revised Z4 will go on sale in the UK in April.

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McLaren 12C Spider 2013

McLaren 12C Spider(2012) CAR review
First Drives
23 November 2012 12:15
As ‘my’ 12C sparkles in the Spanish sunshine it’s at first difficult to establish that this is the Spider. Rivals from Lambo and Audi favour fabric roofs, but, like key competitor Ferrari, the team from Woking has opted for a folding hardtop, so the 12C can be a roadster when the roof is down and look and feel like a coupe when it’s up. But unlike the 458 Spider, the McLaren’s snugly fitting roof can be raised and lowered on the go, at speeds up to 19mph.

Ferrari will say that its 458 Spider doesn’t do the theatrics for the sake of safety, but amongst the posing posse this on-the-move exhibitionism is important. There’s no point pressing the transmission-tunnel-mounted roof button while yours truly is parked in the pitlane of the Ascari racetrack, so I wait until we trundle out of the paddock, to the mountainous roads that circle this sunbaked circuit.

Button-operated doors- at last!
We’ve got to get in first though, and much to the delight of frustrated men who spent as much time fumbling with the 12C’s touch-sensitive door pad as they did blundering about in their wife’s pants, a simple button now releases the dihedral doors on the latest cars. Slide a hand under the deliciously thick side crease and towards the gaping side intake, thumb a button, step back as the door comes up (taking a chunk of side sill with it to ease entry and keep your trousers clean) and then climb inside.

Press the starter button, hear the V8 bark into life, then cruise comfortably away, marvelling at how the ProActive chassis (hydraulically linked dampers replace regular coil springs and anti-roll bars) keeps the ride as supple as a Merc S-class. And then tug the little switch and remember to focus on the road and not on the automotive origami taking place over your head. The forward half of the rear deck hinges back to the horizontal, then the two-piece composite roof arcs up and folds in on itself, before tucking neatly away. The rear window rises up between the flying buttresses to act as a wind deflector, and the 17sec spectacle is complete.

What's the 12C Spider like on the move?
The soundtrack – initially packed in carbonfibre and cotton wool – is now with you, all around you, and although flooring the loud pedal in second gear in a tunnel will not wake the bats hanging from the ceiling in quite the same way the shrieking Ferrari 458 would, the installation of a new, lighter free-flow exhaust does underscore the emotional appeal of this understated two-seater from Woking. And if you don’t want the full Spider experience, you can independently lower the rear window, so you can keep the roof up but suck in earfuls of beautiful noise through the back door.

Give me some juicy stats
The weight penalty of the roof is just 40kg because no additional strengthening is needed thanks to the super-stiff carbon tub, which means there’s nothing between the 12C Spider and 12C: both hit 62mph – on the optional, stickier Pirelli PZero Corsas – in a McLaren F1-beating 3.1sec; there’s only two-tenths between both 12Cs at 124mph (9.0sec versus 8.8sec); and the Spider’s top speed is but 3mph slower (204mph plays 207mph). The Spider is no dirtier or thirstier than its sibling.

The rest of the 12C coupe’s ingredients remain, but are upgraded to the latest spec, so the 3.8-litre twin-turbo V8 now packs 616bhp instead of 592bhp, and there are faster and smoother changes from the seven-speed twin-clutch ’box. And rather than engine noise ramping up as you switch from Normal to Sport and then to Track powertrain modes, there’s a customisable Intake Sound Generator, so you can cruise through town with the cabin filled by intake roar, or take to the track in a muted environment.

The V8 is now freer revving, it produces more mid- to high-end urge and kicks harder at high speed, its throttle response is even faster, and it sounds better too. No 600bhp rear-driver can deliver its power so effortlessly to the road. And although a 911 GT2 might feel faster as it boosts, you crunch through the Porsche’s gearchange, then feel it smack you in the back again, where the Spider’s twin-clutch ’box snaps through the changes and it roars endlessly forward. A little tweaking means the delicate and slender metal paddles are now much lighter than Lewis H’s original super-stiff calibration, while the adjustable dampers now seem to cover an even wider range, too, from very compliant to very firm, the former much more cossetting than a 458’s ‘bumpy road’ mode, the latter ideal for the track.

Any other driving impressions?
When we drove the 12C coupe on moist, winding Welsh country roads last year, its trick Brake Steer system (in place of a heavy diff, McLaren uses electronics to prevent wheelspin and improve traction, similar to the method employed by a Focus ST’s front wheels) would occasionally cut in, seemingly out of the blue and without warning, tugging momentarily at the inside rear wheel, and raising the hackles of this road tester as the car did something that hadn’t been asked of it.

After a day at Ascari, however, Brake Steer can be perceived as more of a help than a hindrance, assisting in setting up the 12C Spider for a corner and, to an extent, ironing out mistakes such as braking a little too late or missing a turn-in point by a fraction. With the suspension set to Track, there’s zero roll, while the pop-up Airbrake’s stabilising effects can be clearly felt under braking. With stability control fully deactivated, Brake Steer won’t save you when you’re trying (and failing) to slide a Spider as smoothly as the pros…

Verdict
All in all, this is a brilliant car. It may not look as drop-dead gorgeous as the 458, and it still does not sound quite so thrilling as the Italian, but it is easier to drive fast: it retains its handling balance even on hot tyres, and it keeps evoking positive adjectives such as smooth, creamy, compliant and homogenous. Not a sufficiently enthusiastic verdict for a nine-tenths supercar? Perhaps not. But these are exactly the qualities you are looking for when it comes to control, confidence and commitment, and the McLaren 12C Spider offers these in rare abundance.

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Ferrari 458 Italia Coupe 2012

2012 Ferrari 458 Italia Coupe

Introduction

There's nothing quite like the sound of the 2012 Ferrari 458's V8 -- a mechanical 562-horsepower scream that's only a few inches from the driver's head. There's really only one way to make it better, and that would be to remove that pesky roof and back window unfortunately placed between your ears and its addictive wail. For 2012 Ferrari 458 , that's exactly what's been done, as the convertible Spider model joins the 458 Italia coupe.

Together, the 458 Spider and Italia represent a stunning leap forward not only for Ferrari but also for supercars in general. Naturally you expect the perfect fore-and-aft balance of the handling, the precise steering and the fantastic high-tech electronics that combine to keep the car poised on the road while still making you feel fully engaged in the process. There's also the 4.5-liter V8 that can deliver the 458 from a standstill to 60 mph in 3.4 seconds. The act of driving doesn't really get much better -- at least when you've got a sparsely populated back road and a friend in the local sheriff's department to watch your back.


With the Spider added to the lineup, the 458 stands above the crowd in another way. Its clever retractable hardtop roof provides a quieter, more secure cabin and a better top-up appearance than a conventional convertible, yet the aluminum pieces of the top and its operating mechanism are actually lighter than a traditional folding soft top. Although the 458 sacrifices some structural integrity in the process of losing its roof, the Spider is still remarkably rigid, and it's hard to argue with the wind in your hair and sound of the high-revving V8 in your ears.

Even though the Ferrari 458 Italia and Spider are incredible to drive, they can be a little irritating to live with. Besides the inherent problems associated with any midengine supercar (limited passenger space, cargo room and visibility), the Italia features some rather bizarre ergonomics. The turn signals are triggered by buttons on the steering wheel, for instance. Still, we've lusted after Ferraris since the days when their electrical systems rarely worked, the pedals were halfway in the passenger footwell and you needed a man named Carlo on retainer just to keep the thing running.

Powertrains and Performance

The 2012 Ferrari 458 Italia and Spider are powered by a 4.5-liter V8 that sends 562 hp and 398 pound-feet of torque to the rear wheels through a seven-speed, dual-clutch automated manual transmission. Ferrari says it will go from a standstill to 60 mph in about 3.4 seconds, which makes it one of the quickest cars in the world. As if anyone cares, EPA-estimated fuel econoly stands at 12 mpg city/18 mpg highway and 14 mpg combined.

In the off chance you do care, or are simply interested in sampling every dollop of technology Ferrari has to offer, the optional HELE system adds a number of technologies designed to reduce fuel consumption and increase performance. These include an engine stop/start system, a different air-conditioning compressor, changes to the electrical system, and adaptive transmission programming and throttle response.

Driving Impressions

The 458's V8 is a legend in the making, with brutal acceleration bettered by only a scant few cars on the road. The powertrain has been blessed with a mechanical whine that is at first gruff and then intoxicatingly vibrant as the engine revs fly toward 9,000 rpm. The only way it could sound sweeter would be to remove the roof, and that's been done for 2012 thanks to the Spider. We'll always lament the absence of a traditional manual transmission, but the dual-clutch automated manual whips through its seven gears with a quickness and smoothness that perhaps only Porsche can match.

Of course, a Ferrari is also meant to be characterized by its poised handling. In this respect, the Italia shines even brighter. The steering effort is weightier than other Ferraris and the action is remarkably quick, and the response to even small inputs creates a sense of hyper control. The chassis is beautifully tuned, showcasing incredible talents around corners in a way that makes it easy to exploit those talents. There is an abundance of high-tech wizardry going on to keep you safe and the car perfectly composed, but the 2012 Ferrari 458 never feels as if it is relying upon digital 1s and 0s rather than old-fashioned analog engineering. 

Interior Design and Special Features

To free up space for the enlarged transmission paddle shifters, Ferrari did away with traditional steering wheel column stalks. While it's one thing to change the light and wiper controls to buttons on the steering wheel, it's quite another to reinvent the turn signal stalk as buttons on each spoke of the steering wheel. It's unintuitive, just a bit silly and likely destined to eventually become only a footnote in history.

There are also other ergonomic faux pas. The stereo, navigation and other infotainment systems are controlled via buttons on knobs that flank both sides of the steering column. This makes it a wee bit difficult for the passenger to control anything, but the bigger deal is that the display shares real estate with the gauge cluster. Want to see your speed and the navigation system? No can do. You can either know where you're going or how fast you're getting there, but not both at the same time.

On the upside, the cabin is still slathered in beautifully soft leather, while the refinement and build quality are better than that of any previous Ferrari. Even the driving position is more comfortable than ever. So even if it can be a little frustrating to use, the 458's cabin at least offers the luxury one now expects from this rarefied segment of sports cars. The Spider also stands out with the first retractable hardtop applied to a midengine supercar. Not only does it maintain the look of the Italia coupe, but it also provides improved security and road noise isolation than the soft top of the previous-generation Ferrari F430 Spider. Top operation is also fairly quick, taking just 14 seconds to open or close.

Safety

The 2012 Ferrari 458 comes with antilock carbon-ceramic brakes, traction and stability control and side airbags. A rearview camera and parking sensors are available.


2012 Ferrari 458 Italia Coupe

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