2013 Bentley Continental GT / GTC V8

Old luxury brands tend to evolve at a snail’s pace, maybe because their (often old) buyers aren’t the most accepting of change. Nevertheless, survival of any carmaker depends on its appeal to varying generations, ultimately making change inevitable. Bentley took a gigantic step off the beaten path when it introduced its 12-cylinder “starter” Bentley, the Continental GT, in 2003. The swoopy coupe, which later spawned the GTC convertible and Flying Spur sedan, was hugely successful and is currently in its second generation (although it’s hard to tell by looking at it). Now, with world economies even closer to the brink of turmoil, Bentley is taking the next step in its evolution and introducing the entry-entry-level Bentley, the 2013 Continental GT and GTC V-8 models.
We reported a year ago during our first sampling of the second-generation 2012 Conti GT that a V-8–powered model with a lower price was in the works. While Bentley has yet to share what exactly that price will be (we figure on at least $10K less than the W-12 GT’s $195,495 base), the company has released most other details prior to the V-8’s debut at the 2012 Detroit auto show. Displacing 4.0 liters, the direct-injection, twin-turbo V-8 is a version of the mills found in Audi’s upcoming S6, S7, and S8. Here, the engine is tuned to produce 500 hp at 6000 rpm and 487 lb-ft of torque from 1700 to 5000 rpm. It will send power through an eight-speed automatic transmission to all four wheels. The power numbers aren’t all that far from the 567 hp and 516 lb-ft produced by the twin-turbocharged 6.0-liter W-12 currently in the Continental, and neither is Bentley’s prediction of a sub-five-second sprint to 60 mph and a top speed over 180 mph. Credit what we figure will be a slightly lower curb weight, which also will help improve fuel economy, but perhaps not as much as the new cylinder-deactivation system that transitions from eight- to four-cylinder mode under light loads.
 

A few subtle cues distinguish the V-8 car. In front, the most notable change is a mesh grille now rendered in black rather than chrome, plus a slightly revised lower fascia in which the three air inlets are now more evenly sized. In the rear, the chrome exhaust finishers resemble a figure eight and are connected by a black finishing panel. All of the Bentley “B” logos on the car front and back are surrounded by red paint rather than the traditional black.
A full list of options and standard equipment has yet to cross our desk, but we don’t expect a whole lot less on offer than what can be had in the existing Conti. We do know it’ll have an Eliade cloth headliner and a new Fiddleback Eucalyptus wood veneer, along with the option of two-tone leather seats. Twenty-inch wheels will be standard, with 21s an option.
With the V-8 Bentleys being so close in output to their 12-cylinder siblings, it’s entirely possible that the “lesser” (and lighter) model could become the sportier or even preferred one. We know it sounds pretty good and look forward to some time behind the wheel. View Photo Gallery

Mercedes SLS AMG Roadster

AMG is presenting a new dream-car: the 2012MY Mercedes-Benz SLS AMG Roadster. This super sports car thrills with a perfect combination of open-top driving pleasure, outstanding driving dynamics and sophisticated lightweight construction. The 2012 SLS AMG Roadster will make its U.S. debut in Fall 2011.
The technological highlights of the 2012 SLS AMG Roadster include an aluminum spaceframe body, an AMG 6.3-liter V8 front-mid engine with dry sump lubrication developing a peak output of 563 hp and 479 pound-feet of torque, a seven-speed dual clutch transaxle transmission and a sports suspension with aluminum double wishbones - all of which will raise the pulse of sports car enthusiasts while providing outstanding driving dynamics and driving pleasure.
The compact fabric soft top of the Mercedes-Benz SLS AMG Roadster opens and closes in just eleven seconds, and can be operated on the move at speeds up to 31 mph (50 km/h). The new Adaptive AMG Sport Suspension with electronically controlled damping is available as an attractive optional extra. It enables the damping characteristics to be modified at the touch of a button. Using the AMG DRIVE UNIT, the driver of the SLS AMG Roadster is therefore able to choose his own suspension setup. Three modes are available: "Comfort", "Sport" and "Sport plus".
"AMG Performance Media" is a unique new feature: this innovative, motorsport-inspired multimedia system offers an unrivalled combination of numerous telemetric displays such as lateral and linear acceleration, various engine data and lap times on a racetrack.
Dr Dieter Zetsche, Chairman of the Board of Management of Daimler AG and CEO of Mercedes-Benz Cars: "The SLS Roadster is a super sports car, cruiser and highly desirable dream-car all in one. In its distinctive way, it continues the succession of iconic and exciting sports cars from Mercedes-Benz."
Ola Källenius, Chairman of Mercedes-AMG GmbH: "Systematic lightweight construction, outstanding performance and a breathtaking design combined with sensuous open-air driving pleasure - the new Mercedes-Benz SLS AMG Roadster perfectly embodies the AMG philosophy of German engineering and craftsmanship. The gullwing model has already thrilled sports car fans all over the world, and now the convertible version is bound to cause a sensation."
Pure roadster design with perfect proportions
The new Roadster adds a second exciting dream-car to the SLS AMG family. Head of Design at Mercedes-Benz, Gorden Wagener: "As in the gullwing model, the pure, athletic design immediately catches the eye. Whether with the roof open or closed, the Mercedes-Benz SLS AMG Roadster is an impressive visual delight!" The perfect proportions are particularly memorable: a long hood, the greenhouse positioned well to the rear and a short rear end. Plus the automatically extending rear wing, long wheelbase, wide track and short overhangs - in short, the convertible SLS AMG exudes effortless performance and an authentic charisma. The pronounced shoulder sections are reminiscent of tensed muscles, and suggest sheer power in combination with the large wheels - 265/35 ZR 19 (front) and 295/30 ZR 20 (rear). The attractive AMG Sepang brown metallic paint finish and weight-optimized forged wheels in a 10-spoke design, painted in matte black with a high-sheen rim flange, are available as new optional extras.
Features reminiscent of the 300 SL Roadster, the classic dream-car from the 1950s, include not only the wide radiator grille with its large Mercedes star and the wing-shaped cross-fin, but also the fins on the hood and on the vehicle sides. Like the Mercedes-Benz SLS AMG Roadster, the 300 SL Roadster appeared slightly later than the original gullwing 300 SL, but unlike the SL's both AMG dream cars are available at the same time.
Interior atmosphere like an aircraft cockpit
The interior continues the breathtaking design idiom of the exterior, and awakens associations with an aircraft cockpit: prominent features include the dashboard in the shape of a wing and the air vents with adjustable, cruciform nozzles reminiscent of jet engines. The extended center console of matte, solid metal and the new E-SELECT lever in the shape of an aircraft's thrust control are also design features adopted from the world of aviation. Another discreet, fine detail is the embossed AMG emblem on the leather-lined selector lever.
The AMG DRIVE UNIT - which like numerous other interior features is available in genuine carbon-fiber - is the central control unit in the center console: it allows the driver to choose a personal vehicle setup, including adjustment of the optional Adaptive AMG Sport Suspension. The AMG Performance steering wheel with its high-grade premium leather lining and flattened bottom rim section provides perfect vehicle control. The shift paddles and lower steering wheel bezel are made of solid metal.
Fully automatic, weight-optimized soft top
The sensual experience in the 2012MY SLS AMG Roadster is further enhanced when the soft top is open, and the powerful, naturally aspirated eight-cylinder engine with 563 hp and 479 pound-feet of torque asserts itself and makes the heart beat faster with its distinctive AMG eight-cylinder sound. The fabric soft top can be opened and closed while on the move at speeds up to 31 mph (50 km/h); the fully automatic opening/closing process takes only eleven seconds. The driver only needs to operate the roof control unit conveniently integrated at the front of the center armrest. When open, the soft top is space-savingly retracted behind the seats in a folded Z-configuration. Three soft top colors - black, red and beige - are available to suit the nine exterior and eight interior colors.
The three-layered fabric soft top is a weight-optimized magnesium/steel/aluminum construction, and contributes greatly to the car's low center of gravity. The soft top has a seamlessly bonded rear window of heated singlelayer safety glass. The flush, gap-free transition between the outer roof skin and the rear window keeps wind noise low. A continuous, flexible water pocket running under the soft top catches rainwater and directs it to the underbody via two apertures on each side. The trunk capacity is 6.1 cubic feet with the roof either open or closed, and therefore roughly equal to that of the SLS AMG Coupé (6.2 cubic feet).
Outstanding material quality and finish
The finest leather, matte-finished solid metal or optional, genuine carbon-fiber trim create an exclusive ambience and correspond with the authentic feel of the cockpit. Precisely executed decorative and contrasting stitching enhances the visual impression, heightens the hand-crafted look and reflects the attention to detail which is the hallmark of Mercedes design.
The standard appointments of the Mercedes-Benz SLS AMG Roadster include black designo leather, heated AMG sports seats, a detachable glass windstop, COMAND with Navigation and DVD player, anti-theft alarm system with tow-away protection and interior monitoring, dual-zone automatic climate control and the KEYLESSGO starting function. The standard AIRSCARF® system exclusive to Mercedes-Benz acts like an invisible scarf warming the head and neck areas of the occupants. It is integrated into the backrests of the AMG sports seats, and blows warm air from vents in the head restraints. The airflow can be adapted for different occupant sizes by means of adjustable louvers, and the level of warmth can be selected in three stages at the touch of a button.
Leather-lined roll-over bars with integrated mesh in a "Silver Shadow" look are available in conjunction with designo Exclusive leather to reduce turbulence in the cockpit. Ambient lighting is integrated into the electrically folding exterior mirrors.
Single-tone or two-tone designo leather in espresso brown is available as a new interior color - this dark shade of brown perfectly matches the new metallic paint finish AMG Sepang brown.
AMG Performance Media and Bang & Olufsen as optional highlights
In addition to the Bang & Olufsen BeoSound AMG surround sound system, another optional entertainment highlight is the AMG Performance Media. In an unprecedented way, this racing-inspired system combines numerous telemetric displays such as engine data, lateral and linear acceleration and lap times on a racetrack. AMG Performance Media is activated by pressing the AMG key in the AMG DRIVE UNIT, and operated using the COMAND Controller. Key functions at a glance:

• Real-time display of engine oil, coolant and transmission fluid temperature
• Real-time display of engine output, torque and accelerator position
• Real-time display of individual tire pressures
• Real-time display of acceleration time from 0-60 mph or 0-100 km/h (alternatively: quarter-mile)
• Real-time display of lateral and linear acceleration combined with braking performance and accelerator position, including memory function
• Recording of individual lap times on a closed racetrack, with sector times and memory function
• Integration of DRIVE UNIT functions to save setup data to memory and initiate RACE START

The different functions of AMG Performance Media are shown by the color display integrated into the dashboard. Three displays are shown at any one time, with the most important information positioned in the center. Digitally simulated dial instruments with red needles ensure outstanding legibility.
Specifically reinforced aluminum spaceframe, low curb weight
In addition to maximum comfort, the key factor for driving pleasure in the new SLS AMG Roadster is the outstanding performance. The basis for this is the innovative body design: the chassis and body are made of aluminum, a design combining intelligent lightweight construction with high strength. With a curb weight of 3,661 pounds (estimated), the Roadster is only 88 pounds heavier than the Coupé. The result is a remarkable power-to-weight ratio of 6.5 pounds per hp.
To achieve the same level of driving dynamics - without a fixed roof, the Mercedes-Benz SLS AMG Roadster incorporates several features specifically designed to strengthen the bodyshell, including side skirts with greater wall thicknesses and additional chambers. The dashboard cross-member is supported against the windshield frame and center tunnel by additional struts, and a curved strut between the soft top and the tank reinforces the rear axle. The lack of a roof and gullwing doors means that the open-top SLS AMG has a reinforcing crossmember behind the seats to support the fixed roll-over protection system. This also accommodates the 250 watt subwoofer of the Bang & Olufsen BeoSound AMG high-end sound system.
All this prevents unwanted vibrations right from the start, and makes it unnecessary to use the additional, weight-increasing vibration dampers that are often found in open-top sports cars. The weight-optimized aluminum spaceframe weighs 536 pounds, tipping the scales at just 4.5 pounds more than the gullwing model.
Intelligent material mix and low center of gravity
50 percent of the intelligently designed, weight-optimized aluminum spaceframe is made of aluminum sections, 26 percent of sheet aluminum, 18 percent of cast aluminum and 6 percent of steel. Maximum occupant safety requires the use of ultra-high-strength, heat-formed steel in the A-pillars.
The entire vehicle has been designed to achieve the lowest possible center of gravity. This applies both to the low connection points of the powertrain and axles, as well as to the arrangement of the rigid bodyshell structure, which has been kept as low as possible. Examples include the rigid flexural and torsional connections between the front and rear section and the passenger safety cell, which have been designed to use force paths that are as low as possible.
Passive safety
The aluminum spaceframe provides the basis for outstanding passive safety. The extensive safety features include the fixed roll-over protection system, three-point seat belts with belt tensioners and belt force limiters, and eight airbags: adaptive front airbags and kneebags, two seat-integrated sidebags and two windowbags deploying from the door beltlines.
The standard Blind Spot Assist helps the driver with a visual warning symbol and acoustic alert if the danger of a collision with another vehicle is detected when changing lanes.
Powerful AMG 6.3-litre V8 engine with 563 hp
The Mercedes-Benz SLS AMG Roadster has the same, muscular engine as the gullwing model. The 6.3-litre V8 with a peak output of 563 hp at 6,800 rpm makes the open-top SLS one of the most powerful sports cars in its segment. Its power-to-weight ratio is 6.5 pounds per hp. This naturally aspirated engine generates its maximum torque of 479 pound-feet at 4,750 rpm. The convertible SLS AMG accelerates from zero to 60 mph in 3.7 seconds (0-100 km/h in 3.8 s), and the top speed is 197 mph / 317 km/h (electronically limited) - which means that the Roadster has almost identical performance to the gullwing.
The high-revving 6.3-liter V8 engine has the typical characteristics of powerful racing engines. It responds immediately and effortlessly to accelerator movements. The use of a dry sump lubrication system allows for a considerably lower installation in the vehicle, yielding a lower center of gravity for high lateral acceleration and thrilling driving dynamics.
Achievement of demanding fuel consumption targets
Despite its uncompromisingly athletic character, fuel consumption has also been addressed. The SLS AMG consumes 13.2 litres per 100 kilometres (NEDC combined), corresponding to CO2 emissions of 308 grams per kilometre. Efficiency enhancements include the familiar AMG-exclusive, friction-optimized twin-wire arc-sprayed coating on the cylinder walls as well as the on-demand, map-optimized oil supply and intelligent generator management: during the engine's overrun phases, kinetic energy is used to charge the battery rather than wasted by simply generating heat. Conversely, the generator is switched to no-load operation during acceleration, thus reducing the load on the engine. Sophisticated catalytic converter technology enables current and future emission standards such as Euro-5, LEV 2 and ULEV to be met.
Rev-matching transmission with transaxle configuration and torque tube
The AMG 6.3-litre V8 engine delivers its abundant power to the rear transaxle via an ultra-light carbon-fiber driveshaft - similar to the setup used in the DTM C-Class racing touring car. The rev-matching transmission is mounted at the rear (transaxle), and connected to the engine housing via a torque tube. A carbon-fiber shaft rotates at engine speed in the torque tube. The advantages of this sophisticated solution lie in the rigid link between the engine and transmission and, in turn, the optimum support for the forces and torque generated.
The AMG SPEEDSHIFT DCT 7-speed sports transmission boasts fast gear changes with no loss of tractive force - in as little as 100 milliseconds. The driver has a choice of four different driving modes: "C" (Controlled Efficiency), "S" (Sport), "S+" (Sport plus) or "M" (Manual). In the Sport, Sport plus and Manual modes the automatic rev-matching function is active; all the modes can be selected conveniently via the rotary control knob on the AMG DRIVE UNIT. The RACE START function provides optimum traction for full power launches from a dead stop -- as does the mechanical differential lock, which is integrated into the compact transmission housing.
Sophisticated suspension layout with double-wishbone axles
The front-mid-engine plus transaxle configuration provides an ideal front/rear weight distribution of 47 to 53 percent. Mounting the engine behind the front axle has created ideal driving dynamics with precise steering, first-class agility, low inertia for spontaneous directional changes and outstanding traction. All four wheels are located on double wishbones with a track rod, a technology that has proven itself in motor racing right through to Formula 1. With a double-wishbone axle, the wheel location and suspension functions remain separate; the spring/damper struts are supported on the lower wishbone. The double-wishbone setup with its high camber and track rigidity positively locates the wheel with minimal elastic movements, providing the driver with an optimum sense of road contact when driving at the limits.
Wishbones, steering knuckles and hub carriers at the front and rear are made entirely from forged aluminum - substantially reducing the unsprung masses; this configuration also notably improves the suspension response. The long wheelbase of 105.5 inches not only results in outstanding straight-line stability but also low wheel load shifts, significantly reducing the vehicle's tendency to dive and squat when braking and accelerating. The broad track width - front 66.2 inches, rear 65.1 inches - provides lower shifts in the wheel loads from the inner to the outer wheel when cornering, enabling the tires to retain more grip.
New Adaptive AMG Sport Suspension
The new Adaptive AMG Sport Suspension with electronically controlled damping is available as an attractive optional alternative to the standard AMG sports suspension. It enables the damping characteristics to be modified at the touch of a button. Using a button on the AMG DRIVE UNIT, the driver can choose his own suspension setup. Three modes are available: "Comfort", "Sport" and "Sport plus". The current mode is shown in the instrument cluster.
"Comfort" delivers a sensitive response with soft damping characteristics, while in "Sport" mode the shock absorbers have a much stiffer response depending on the driving situation. This not only leads to better road contact, but also effectively suppresses body roll and pitching. "Sport plus" is ideal for challenging laps on a racetrack: in addition to the higher damping force, this mode comes with specific control algorithms that have been tailor-made for a sporty driving style. The new, variable suspension will also be optionally available for the SLS AMG Coupé in future.
Direct steering, differential lock and 3-stage ESP®
The rack-and-pinion steering gear provides a consistently direct steering feel with a constant mechanical ratio of 13.6:1, in tune with the high expectations placed on a super sports car. The power steering provides speed-sensitive assistance and improves feedback for the driver as speed increases, valuable during high-speed straight-line driving. Mounting the steering gear in front of the engine on the integral subframe enables the engine to be set down very low. The SLS AMG comes with 3-stage ESP® as standard, providing the driver with access to the three "ESP ON", "ESP SPORT" and "ESP OFF" modes at the touch of a button. In "ESP OFF" mode, operating the brake pedal restores all the normal ESP® functions.
The acceleration skid control (ASR) system's traction logic is active in all three ESP® modes. If one of the drive wheels starts to spin, specific brake pressure is applied to improve traction significantly - especially in conjunction with the standard-fit mechanical multi-disc limited-slip differential. This means that the engine power is transferred to the road more effectively during aggressive driving.
Optional AMG ceramic high-performance two-piece braking system
The AMG high-performance braking system with two-piece brake discs at the front provides extremely short stopping distances even under enormous loads. Red-painted brake calipers at all four corners are available as an option. The optional ceramic two-piece brakes with even larger discs provide even better braking performance. The ceramic brake discs perform at even higher operating temperatures thanks to their greater hardness, all combined with an impressive weight reduction of around 40 percent. Reducing the unsprung masses has further improved both comfort and grip, and the reduced rotating masses at the front axle provide a more direct steering response.
Lightweight construction was also key when it came to the wheels: AMG light-alloy wheels based on the innovative flow-forming principle reduce the unsprung masses while improving driving dynamics and suspension comfort. In addition to the standard AMG twin 5-spoke light-alloy wheels, there is a 7-spoke wheel that's available as a no cost option. Weight-optimized 10-spoke forged wheels are available as an option. 265/35 R 19 (front) and 295/30 R 20 (rear) tires developed exclusively for the SLS AMG provide optimum performance. A tire pressure monitoring system is fitted as standard to permanently monitor tire pressure in all four wheels, with an individual display for each tire.
Production in Sindelfingen, market launch in Fall 2011
The convertible super sports car will be produced at the largest Mercedes-Benz production plant in Sindelfingen. The AMG 6.3-litre V8 engine comes directly from the AMG engine workshop in Affalterbach, where it is hand-assembled according to the traditional "One man, one engine" philosophy.
The selling price in Germany is €195,160 (incl. 19% VAT). The 2012 SLS AMG Roadster will make its U.S. debut in Fall 2011.

5-Figure Supercar Shootout!

German Supercar Shootout

Supercar Shootout!

Audi R8

• Rating:
• On the road price: £113,350 - £92,195
• For : Unmatched blend of comfort and handling, superb V8 engine, grabs attention like no other
• Against : Width and height hit practicality, mean standard kit, not quite the involvement of a Porsche 911

Driving
If you think the R8 looks special, wait until you fire the engine. The normally-aspirated 4.2-litre V8 (proudly displayed under a glass engine cover, just like a Ferrari) roars into life, and once on the move delivers impressive performance from 2,000rpm. At the far end of the rev counter, a red line of 8,250rpm means astonishing acceleration, accompanied by an addictive bellow. It’s a proper performance engine. But be very careful with gearbox choice; the R Tronic paddleshift system is OK, but it distances you from the drive. The same can’t be said for the superb six-speed manual, while the brakes are progressive, strong and reassuring. That’s true of the handling, too. It’s an enormously capable and user-friendly machine, with scarcely believable amounts of grip. None of its rivals could keep pace on twisting roads during our tests. However, it doesn’t have quite the same involvement of the scalpel-sharp Porsche 911, and its responses are slightly numb in comparison. However, this is a small price to pay for a car with such awesome body control and delightful steering, while the ride quality, if you select the £1,350 Magnetic Ride dampers, is little short of astonishing. Indeed, they are a must-have option for any R8 owner. Downsides? Only the limited view out and the wide 11.8-metre turning circle.

Marketplace
It’s amazing that we actually managed to drive the R8 at all. And that’s nothing to do with reliability issues – more the fact that every time we stopped, people swarmed over the Audi like bees around a honeypot. We can’t remember driving another performance car that attracted so much attention. It looks great; the designers have even made a feature of the cooling vents, by placing them under the front and rear lights. The Side Blades (which double as air intakes for the V8) are less successful, though. They cut through the R8’s lines, although they can be colour-coded from a large range of options. This is just one area in which Audi’s supercar can be made bespoke. The R8 isn’t a big car; it’s roughly the same length as its key rival, the Porsche 911, although it is significantly wider and lower. Other competitors include the car this Audi draws so heavily from, Lamborghini’s Gallardo, plus the Aston Martin V8 Vantage and, if you’re really rich, the Ferrari F430.

Owning
The R8’s width and height don’t do practicality or ease of use any favours. And its packaging will force compromises; the nose boot totals only 100 litres, and although Audi claims that two golf bags can fit behind the seats, inserting them would block off what little rear visibility there is. However, both occupants have plenty of space, and get to enjoy a really special cockpit. We’re not convinced by the curved centre console, nor seats that are a touch high. But in every other regard, the R8 is stunning. There’s no faulting the seats, material quality and assembly, flat-bottomed steering wheel, the dash layout, or the fact that it simply makes you feel so special. It’s a shame it isn’t better-equipped, though. Audi seems to be adopting Porsche’s policy of charging extra for everything; not even cruise control is standard, when it is on an A3 SE hatch. This will only push up the list price, which will make running costs of nearly £2 per mile even higher. Needless to say, the R8 is thirsty as well, averaging 18mpg in our hands; but at least it has a large fuel tank, giving the fuel range a boost. Then there’s the small matter of the waiting list – which stretches for years!

Read more: http://www.autoexpress.co.uk/carreviews/newreviews/207061/audi_r8.html#ixzz1h4V57dzs

2011 Porsche 911 GT3 R Hybrid 2.0 - First Drive

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It’s my birthday, and I had to work—and that was the best present ever. In this case, work meant skipping out on the Halloween parties for a trans-Atlantic flight to Portugal to test drive the appropriately pumpkin-colored Porsche 911 GT3 R Hybrid at the Circuito do Estoril. My friends say they hate me; I’m okay with that.

The Porsche factory development team was on hand to prep me for the once-in-a- lifetime experience of lapping the prototype race car at speed. Unlike the Porsche 911 GT3 Cup, or RSR, the Hybrid is not sold; it is purely a technology demonstrator and rolling test lab. That someone other than a Porsche factory driver is allowed to turn the wheel is a big deal, and also an indicator that there is a new car in development to replace it. Even the engineer responsible for Motorsport Development-Performance, Owen Hayes, hasn’t driven it. And he’s the guy explaining to me how the steering wheel’s 14 buttons and 6 knobs can adjust this all-wheel-drive hyper-drive hybrid from stable and predictable, to well…not. I try to remember the location of each knob and button, because I’m not going to take my eyes off the road in this $1 million test car.

2011 Porsche 911 GT3 R Hybrid 2.0

In The Car
Mr. Hayes twirls his finger at me and I take a deep breath, which is challenging as I’m wedged into an OMP race seat complete with HANS device and 6-point Schroth belts. I press the start button. The chassis shivers to life like a wet dog fresh from a bath. Foot still on the clutch, I pull the intricately machined shift paddle with the fingers of my right hand. The large N displayed on the wheel switches to a 1. The red HYBRID MAP knob is set to 10, which means the system is off—unless I press the REKUP button to start manually charging the flywheel, or press the BOOST button to send power to the front wheels. In this mode, the Hybrid is purely a rear-drive Porsche GT3 R with 470 horsepower on tap from a 4.0-liter flat-6 race engine that makes earplugs an absolute necessity. I slowly let the clutch out to gracefully leave the pits without laying rubber.

2011 Porsche 911 GT3 R Hybrid 2.0

To the amusement of everyone, I stall it. This wasn’t unexpected. I’ve learned from driving a Porsche Cup car that finding the engagement point is a right of passage. Once found, the car chugs forward, and unlike in a Cup car, I won’t need the clutch again until I come back to the pits. All shifting of the dog-box 6-speed sequential is done via the paddles on the back of the custom steering wheel, made in-house for an estimated 5000 euros. A mechanical whine and gear lash resonate in the cabin, somewhat overshadowing the raucous flat-6. Not your everyday 911 here.
With the pit lane speed limiter enabled I’m held at 35 mph in 2nd gear. I’m a habitual left-foot braker, so I take this time to shift my foot off the clutch and acclimate it to hovering over the massive brake pedal. Two feet fit on it comfortably. Interestingly, factory driver Jörg Bergmeister told me that the team prefers drivers to right-foot brake as it improves fuel economy.

2011 Porsche 911 GT3 R Hybrid 2.0

I’m not concerned with economy right now, and focus on entering the Estoril race track. I’m only a bit familiar with the course, thanks to YouTube videos and two laps in the passenger seat of a Carrera 4S piloted by Jörg. I think I know maybe two of the track’s 13 corners. Adrenaline flows and my nerves are lit up like the steering wheel’s shift lights. The engine tune we’re running today is allowing a redline of just over 9000 rpm and the majority of a lap is spent above a frantic 7000 rpm.
Some of the stickiest Michelin rubber on the planet is beneath me. I’m cautious in the slightly damp conditions, but find the lateral grip superb. The (30/65-18 front, 31/71-18 rear) Michelin race slicks allow a staggering 1.5g of lateral grip, and that’s not a peak reading. This type of grip takes some getting used to, and I find myself progressively probing the limits and routinely coming up short in braking distance and corner entry speed. Better this than the alternative I suppose, but the car is capable of so much more. I think an entire day of lapping would be needed to acclimate.

Shaun Bailey in the 2011 Porsche 911 GT3 R Hybrid 2.0

Full Flybrid Mode
The fun truly begins as my radio clicks on and I’m instructed by Hayes to select HYBRID MAP 9. I feel for the red knob, visually check that I have the right one, and give it one click down. A slight deceleration is induced as the electric motors on the front axle create drag while generating the electricity needed to spool up the 30.9-lb. flywheel/motor in the passenger floor space. To allow for all-wheel drive, the front hubs are borrowed from a Panamera and have roughly a 6:1 gear reduction to the electric motor. Once the flywheel is up to 28,000 rpm, the onboard display reads 0 charge. A full charge of 100 requires 36,000 rpm. Without hearing protection, the 500-Hz hum of the system is deafening. It’s also surprisingly smooth, producing a mostly unnoticeable vibration.

2011 Porsche 911 GT3 R Hybrid 2.0

That’s amazing, when considering that the spinning mass is rigidly mounted to the chassis with a massive carbon-fiber backing plate for safety. If the flywheel fails, it will disintegrate into carbon dust inside the robust housing, while glass windows under it allow excess pressure to vent. This is to prevent the driver from being covered in a dust that resembles carbon-fiber brake rotor dust. (If you’ve ever seen a brake failure in an F1 race, you’ll know why Porsche wants to keep that stuff out of the cabin.) If something less catastrophic happens, such as a software glitch, the system can easily be rebooted while the car is in motion, or it can be disabled and de-coupled. This is accomplished via electronic clutches integrated into the gear reduction of the two front electric motors.
Ignoring those contingency plans, I approach the main straight’s braking zone at 155 mph. I hit the big middle pedal and decelerate at just over 1g, slowing to 47 mph for turn 1. A quick check of the State of Charge lights and it’s clear I’ve generated flywheel energy. The SOC indicator looks like shift lights, but is below the digital display—it’s now at about 90 percent.

2011 Porsche 911 GT3 R Hybrid 2.0

The simple act of braking for turn 1 needs some explanation, as the brake pedal controls both hydraulic and regenerative braking systems. The brake pedal travel is slightly longer than that of a conventional race car. Front to rear balance is handled with a conventional brake balance bar on the pedal and adaptive ABS. When my foot first hits the brake the pedal sinks slightly until it hits something rock hard. In a standard race Porsche, the pedal is typically rock solid on the first touch. Pressure on the pedal determines deceleration, but the hybrid system wants that energy and thereby invokes the electric motors as generators. They begin immediately to absorb energy and spin up the flywheel. This means the hydraulic system needs less brake pressure to keep the braking force constant, so it pushes the brake pedal back slightly to unload the hydraulic system a commensurate amount. My pedal effort never changes, but I can feel through my foot the system kick in with a click. Nothing intrusive, mind you, but it lets you know that it’s working. Although the braking was phenomenal I wasn’t overly aggressive, seldom finding ABS. Bergmeister, however, told me that to be competitive it must be used.

2011 Porsche 911 GT3 R Hybrid 2.0

As is road-going hybrids, braking energy-regeneration puts less stress on the front brakes and so they last longer. This allows the 911 Hybrid race car to use lighter brake rotors if desired. In this case we’re running the thinner sprint rotors that were on the car at Mazda Raceway Laguna Seca for the 6-hour enduro.
Finding a Rhythm
But I digress. Hitting turn 1’s apex with the flywheel near its maximum 36,000 rpm I’m charged (pun intended) for my first all-wheel-drive corner exit. I don’t have to hit the boost button to activate it, it’s pre-programmed for this track knowing approximate location on the track based on driven distance since it last crossed the start-finish line. I just have to hit the go pedal and it will apply the front power specific to that corner. Although adjustments can be made on the steering wheel to alter these settings, I’m not prepared to do that right now. I tip into the throttle and before I know it I’m snapping through the gears as the shift lights illuminate. I didn’t even feel the front wheels working. It wasn’t until the tight uphill right hand turn 3 that I felt the slight tug on the steering wheel that indicates the front axle putting power down. Before I had to be a little patient mid corner; now I can feel the twin 100-hp electric motors pulling the nose around, allowing me to use the right pedal sooner.

2011 Porsche 911 GT3 R Hybrid 2.0

The electric motors act independently on each wheel, and allow for torque vectoring. The exact amount is determined by the software, but it can also be tuned by the driver with the two yellow knobs at the bottom of the steering wheel, labeled TV IN and TV OUT. Regenerative braking can torque vector as well, so the system can drastically change how the car behaves on corner entry as well as exit. The EV MAP knob adjusts the ramp-up of power delivery by the electric motors. Bergmeister says he likes being able to adjust the car’s driving attitude without having to enter the pits, but points out that the system still can’t overcome worn tires.
I find that an already well balanced and ultra responsive race car has become easier to drive. The stabilizing factor of all-wheel drive on corner exit is obvious, and the ability to put down another 200 horsepower at the front wheels makes the GT3 R Hybrid quicker out of corners. With a good flywheel charge, corner exits become violent and like turbo boost—addicting. But this is also where the Hybrid concept has its detractors. At best there is 6 to 8 seconds of boost to be had, with actual boost ebbing and flowing between corners, no two ever the same. Actual availability of boost is determined by the engineers and selected hybrid map. On the previous generation of the car, Version 1.0, the drivers made those determinations and all did it differently.

2011 Porsche 911 GT3 R Hybrid 2.0

To better optimize efficiency, the drivers are restricted to adjusting the lower four knobs on the steering wheel. The ENGINE MAP and TC MAP knobs are to be changed only by command of the race engineer. The driver focuses on going as quick as he can, while the engineers adjust the car to optimum frugality. When applied to endurance events such as the 6-hour ALMS race at Mazda Raceway Laguna Seca, this very car ran about 5 percent more efficiently than the competition. This means the Hybrid pitted three times compared to five for the competition, which allowed the car top dominate the GT class, although it was not competing for points. In endurance racing, having to make fewer pitstops is a huge advantage, particularly when you’re still capable of running fast laps.
The GT3 RSRs that make up the Porsche GT field in the ALMS are the fundamental basis for the Hybrid, and the team had tried hard to build parity between the two models to create a better comparison. Racing against oneself is a sure way to find room for improvement. Version 2.0, the car I drove, is 110 lb. lighter than the previous Hybrid, thanks to a consolidation of the hybrid system and the removal of many extraneous body modifications. Stock GT3 R bodywork is used, and the side air vents and louvered fenders of its predecessor are not needed. A new water-to-oil cooler keeps the flywheel’s ceramic bearings at a cool 158 degrees F. That same water cools the power electronics and motors, via a radiator located in front of the conventional one for the engine.

2011 Porsche 911 GT3 R Hybrid 2.0

Heavy Hitter
Overall, Version 2.0 of the Hybrid (2866 lb.) still carries an extra 220 lb. compared to the 2646-lb. GT3 R race car from which it’s derived. The majority of that extra weight is over the front axle, providing a more even weight distribution compared to a typical 911. Not surprisingly, this has necessitated larger front tires, 30/65-18 compared to 27/65-18 on the GT3 R.

2011 Porsche 911 GT3 R Hybrid 2.0

All told, the hybrid system, by itself, adds 331 lb to the GT3 R, but creative engineering has helped the team shed 110 lb. in other places. Two examples: the 12-volt lithium-ion battery is borrowed from the RS Spyder, and the roof is made of magnesium and is 11 lb. lighter than the steel one it replaces. Of note, the exotic roof came from Porsche R&D, which experiments with alternative materials.
As I clip apexes and drive more confidently out of each corner, it’s easy to imagine myself doing a 1-hour stint. Unfortunately, my time is up much too soon. Like going to Disneyland on your birthday, the best rides end too quickly. Hayes gets on the radio, telling me to select HYBRID MAP 11 and begin discharging the flywheel system on the cool-down lap. The frenzy is over, and I take a moment to finally blink.

2011 Porsche 911 GT3 R Hybrid 2.0

Looking Ahead
At dinner, I bring up a spy photo of a street-going GT3 with Hybrid 1.0 bodywork, shot at a gas station in Germany. According to Daniel Armbruster, manager Motorsport Development –Systems, that is the car used by System Engineers Christoph Seelbach and Jens Maurer to tweak the hybrid drive software. Its flywheel is mounted where the rear seats would be, which allows a passenger seat. While one engineer drives, the other adjusts the programming on a laptop using Simulink software from MathLab. This way, the team can rapidly make changes.

2011 Porsche 911 GT3 R Hybrid 2.0

We’d love to see a version of this flywheel hybrid system in a street car, but there are some challenges. The first is noise and vibration from the flywheel—the hum it makes is like that of a turbine engine on a jet liner. That’s fine for a race car (say, a future 918), but obnoxious in a street car. That said, a Porsche board member has driven the car and liked it, so I’m hopeful that the team’s denial of this technology being used in a street car is all a ruse. Next year, when the GT3 variant of the new 991 chassis is introduced, I hope to see a hybrid option. Never thought I’d say that

2011 Ferrari 458 Italia Review

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2011 Ferrari 458 Italia Review

The 458 shames its predecessors with a new level of performance and surprising civility

By Matt Farah, Dec. 07, 2010, Photography by Ferrari

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A warning: If you are reading this and you own a Ferrari, you probably enjoy driving it very much. Unless you also have $250,000 ready to spend, don’t go drive the new 458 Italia. Because if you do, you won’t like your car anymore.

FAST FACTS

1. Powered by a 4.5-liter V8, the 458 Italia makes 563-hp at 9000 rpm and 398 ft-lbs of torque at 6000 rpm, enabling a 0-60 mph time of 3.3 seconds. 2. The 458 moves away from Ferrari’s fast but jerky F1 transmission, for a new dual-clutch unit. 3. Pricing for the 458 starts at $225,000.

For years, Ferrari ownership has been about compromise. A Ferrari is purposeful, racing-bred technology made to work well on the street, but it comes at a price, both literally and figuratively. Ferraris are expensive to own and maintain, and for that reason, many people only use them selectively to carve canyons on weekends and at racetracks.
Even worse, many owners simply drive them to the mall and back, stopping at Starbucks to show off real excess to people who think $4 coffee is a luxury. Besides the obvious expense of owning and operating such a machine, there are a few other drawbacks.

PAST FERRARIS SEEM CRUDE BY COMPARISON

Yes, the paddle-shifted F1 Gearbox can shift in 100 milliseconds, but we’ve seen smoother clutch operation from drunk 16 year-olds who’ve stolen their fathers Corvette. The radio, sourced from Blaupunkt, is completely indecipherable and sounds like it was assembled at Best Buy. The so-called Navigation system, optional with the 430 Scuderia, is completely useless. The air conditioning doesn’t blow cold when it’s hot outside, but works great in the dead of winter. As for Spider models, the top is slow to operate, prone to breaking, and expensive to fix. And often, so many Ferraris simply won’t start when asked.
Young kids, dreaming of owning such a beautiful and powerful machine, will tell you that they don’t care about all those nuisances, and would happily drive a Ferrari year round, no matter the drawbacks. But those who can actually afford them nearly universally say they make terrible daily drivers, which is why they always commute to work in a car with the letters AMG, M, or S, and a series of numbers on the trunklid.
The 458 Italia is the exception.
It surprises exactly no one that the 458 is significantly faster than the F430 it replaces. With 563 horsepower (up 53 from 510) screaming from the 4.5-liter mid-mounted V8, it rips off the sprint to sixty in 3.3 seconds using its advanced launch control, on its way to a 202 mph top speed. It’s 200 pounds lighter than the Scuderia. It laps Ferrari’s test track at Fiorano only 0.1 seconds slower than the Enzo. It’s even more fuel efficient, with a 12/18-mpg (city/highway) EPA rating.
What is surprising is everything else.
The 7-speed Dual-Clutch transmission, hated by purists who would rather row their own, is best in class, so much so that this writer, for the first time, would choose it over a stick, given the option. It changes cogs, literally, in the blink of an eye, which is great when wringing the V8 to its lofty 9000 rpm redline, eager to extract every tenth on the track.
But more importantly, when left in automatic mode for around-town cruising, it feels like a real automatic. No more jerky launches, no more awkwardly-timed shifts. If gently accelerating around-town, the transmission will imperceptibly kick its way up to 7th by the time you hit 45 mph. Mash the gas from that pace and it will skip gears 6,5,4 and 3, and go straight to 2, sending the engine screaming towards redline and the CST (that’s traction control) working double-time to keep the rears gripping.

COCKPIT DESIGN BRINGS EVERYTHING ONTO THE STEERING WHEEL

The interior, though, is truly the revelation. Straddling the large, centered tachometer are two LCD screens with multiple functions each. On the right there’s the analog (looking) speedometer, radio functions, and navigation. On the left is all the car’s telemetry, from tire, oil, and hydraulic pressure to lateral G’s at the track. Once the proper menu has been selected, buttons on the steering wheel toggle radio stations and options. Even better? They actually work. The radio sounds good, the air conditioning blows cold even in the heat of Las Vegas traffic, and once properly explained, the navigation system is as easy to deal with as in “normal” cars.
Stalks have been eliminated completely from the steering column, and nearly all their functions have been moved to the steering wheel itself, most notably, the blinkers. It takes some getting used to, especially the “click on, click off” nature, but it adds a unique flavor to the 458 and saves weight. With Ferrari, every ounce counts. Except in the 612.
Also covering the face of the steering wheel are the high-beam controls, horn buttons, manettino switch to control traction/launch modes, and the “bumpy road” button, which softens the magnetically controlled suspension instantly for short bursts of bumpy roads – and works flawlessly.
Driver’s will also note there is no traditional parking brake in the 458. When the ignition key is shut off with the transmission in Neutral, the car automatically goes into “Park” mode, and stays there until a gear is selected on restart. To park with the engine running, simply press the “P” on the center tunnel and the car will hold until a new gear is selected. So, no E-brake turns, but less clutter in the cabin? We’ll take it.
Despite the fact that the 458 is both smaller and lighter than the 430 it replaces, interior space is noticeably on the rise. As a both tall and large driver (6’2” and 245 lbs), the 458 is among the most comfortable exotics I’ve driven, on par with the benchmark Audi R8 and light years ahead of anything by Lamborghini. The optional carbon-backed seats are both comfortable and supportive, with just the right amount of bolstering. As one would expect for a quarter-million dollar car, fit and finish is perfect. And the trunk is nearly twice the size of the outgoing F430. In fact, it’s big enough to fit a person in there, literally. He said it was hot.

A TRULY EXOTIC DRIVING EXPERIENCE

The actual experience of driving the 458 is sublime. The car pivots around corners like there’s a stake driven through the dead center of the car on a track. Steering feel is both light and full of feedback. Throttle and brake response are both as fast as you can think. Shifts have happened already.
The 458’s variable-geometry exhaust baffles make just the right sound for the right occasion. Unlike the F430’s exhaust, which sounds almost manufactured, the 458 remains very quiet when cruising at light throttle, making conversations with a passenger or over Bluetooth very easy. Dip into the fun pedal, and baffles open in succession, exorcising 563 demonic horses through the triple, F40-throwback pipes as if they were attached to cables, pulling your cheeks tighter as the smile grows and becomes locked in place on your face.

THE VERDICT

The 458 Italia is incredible. In one generation, it’s managed to improve on all the things we’ve come to expect from Ferrari, and fix all of the drawbacks as well. It’s the first Ferrari we’ve ever driven that we’d truly consider using as a daily driver, depreciation and all. It’s rendered every single mid-engined Ferrari that came before it, completely obsolete.
No one will know that better than the proud owner of a 360 Modena or F430 when they take a 458 for a ride, “just to see what it’s like.”
You’ve been warned.

2013 Ferrari 458 Spider - 2011 Frankfurt Auto Show Preview

A couple of weeks in advance of the 2011Frankfurt Auto Show, Ferrari has taken the wraps off the new 458 Spider, what the Maranello company says is the “the world’s first mid-rear engine berlinetta equipped with a retractable hard top.”
  Ferrari says the hardtop is patented, and made entirely of aluminum. Compared to a traditional folding soft top, the design for this new 2013 458 Spider is said to save some 55 lb. while also being engineered to fit nicely into the well ahead of the engine bay without compromising aerodynamics or performance. What’s more, the small amount of space needed for the stored top has enabled the designers to include a generous rear bench for luggage behind the seats.

For the record, the 458’s top goes down in just 14 seconds, and the there’s a large electrically adjustable wind blocker that diffuses cockpit air enough to allow conversation at speeds in excess of 125 mph. And with further regard to airflow, the back of the new 458 Spider has some attractive shapes and buttresses that designed to optimize flow to the engine intakes as well as the clutch and gearbox oil radiators.
As expected, the superb powertrain of the standard Ferrari 458 remains unchanged, highlighted by the screaming naturally aspirated direct-injected 4.5-liter V-8 that sends 570 bhp to the rear wheels via Ferrari’s dual-clutch 7-speed F1 paddle-shift transmission. Also on duty is the E-Diff, which is integrated with the 458 Spider’s F1-Trac traction control and high-performance ABS to give the driver a wide range of control over the car’s superb chassis dynamics.

Of note, Ferrari says the throttle mapping and suspension damping have been calibrated for maximum sportiness with the top down. Although a read between the lines here might make give us cause for concern, our experiences with previous Ferrari Spiders (the 360 and the 430) tells us that the new 458 Spider will not even be remotely close to a boulevardier. Top up or down, the new 458 is said to have identical levels of structural rigidity, but one can only assume it’s not quite up to the anvil-like level of the coupe.
On the scales, the new 458 Spider has a dry weight of 3153 lb., some 110 lb. more than the standard 458. While weight gains are expected for structural reasons, the new 458 Spider is nevertheless still a very fast car, able to hit 100 km/h (62 mph) in a claimed 3.4 seconds and reach a top speed of 198 mph.
Hang on to your hat!

2011 Ferrari World Design Contest

Ferrari named a zero-emission hydrogen-powered supercar, penned by design students in South Korea, the winning entry for its World Design Contest 2011. The elaborate ceremony, held at Ferrari headquarters in Maranello, Italy, had the high-octane energy of an auto show, along with the pomp and production value you’d expect from the Oscars. Nearly lost amidst videos of Ferrari race cars—and a cameo appearance by the automaker’s current Formula 1 ace, Fernando Alonso—the Eternita “hyper-car,” to use Ferrari’s terminology, fused a lightweight 2-passenger body with a powertrain as cutting edge as the car’s wild exterior.

Ferrari unveil their new F1 car for the 2011 season: the F150

Ferrari today became the first team to unveil their car ahead of the new Formula One season as Fernando Alonso and Felipe Massa took the wraps off their latest challenger, the F150, at the team's factory in Maranello. The choice of name stems from Ferrari's desire to pay tribute to this year being the 150th anniversary of the unification of Italy.
Alonso said: "I'm really motivated, really excited ... Last year was an incredible one for me. I discovered a wonderful team, one that was really passionate for a new driver. This year is an important one due to the new technical regulations which means drivers will have to adapt to a new style, such as the reintroduction of Kers [the kinetic energy recovery system].
"This car is the fruit of many months of hard work from the people at Ferrari. Now we have to commit completely to what we do and we are ready, we are up for the challenge."
After finishing as runner-up in the championship last season, the 29-year-old Spaniard is convinced he is better equipped for the fight ahead. "I know the team better now," he said. "I know the names of the mechanics, which I didn't last year which was not easy for me, but I'm now far more integrated within the team. I feel it will be easier for me to adapt to the new car."
His team-mate Massa, whose 2010 campaign petered out after the team-orders furore at the German grand prix, insists he is determined to prove his worth to the marque. Ahead of his sixth season with Ferrari, the Brazilian said: "I still have many years ahead of me, I'm really motivated and excited. I've followed the development of the car up until now, and I am really eager to start the new year. There are a lot of things to learn as quickly as possible, and I really hope this new car will live and grow as quickly as possible.
"Working on a car is not a simple task, but with the strength and work of our engineers and mechanics, I think it will be easy for me to learn all the new rules and have good results this season."
The team principal, Stefano Domenicali, appreciating the rollercoaster nature of last year, has no doubts his team can go a step further this time. "Launching a new car, be it a road car, a GT car, or a race car like this, is a very important moment," he said. "It's important because it means the work of the whole team is realised. Last season we had difficult and beautiful moments, and we want to build on those beautiful moments.
"Our two drivers are a wonderful team and they want to prove their value. The F150 was created on substantially different technical regulations, but it is important we start on reliability.
"This car is the first step towards that because the car you will see in Bahrain will be completely different from the one you see in the first test week in Valencia. We really want to be successful, and we are more motivated than we have been in the past."

2011 Acura NSX | 2010 Honda NSX

New 2011 Acura NSX as a sports car off of Honda’s lineup attracted lots of rumors and speculations as auto enthusiasts were thrilled to learn about what was in store for this vehicle model. 2011 Acura NSX sports car has been good for the beloved sparkling original curve. There were also several predictions from industry experts about the possibility that the new ASX model will be patterned after the Acura Advanced Sports Car Concept.
2011 Acura NSX will have a front mounted V10 with at least 500 horsepower. But it can also just have either a V8, a twin turbocharged V6, or even a high power hybrid system. But for now we really think it will have a 5.5L V10 with 550 horse power and 420 pound-feet. We know Honda is going for Green. But since its going out as an Acura brand. The car will have a new Honda-designed double clutch automated manual transmission with 8 speed-steering wheel shift paddles. Most likely it will be All-Wheel-Drive or might even come out with rear wheel drive.
The all new Acura NSX was a car of firsts. It was the first production car to feature aluminum construction for its body structure, body panels, suspension and engine. Its engine was the first to feature variable valve timing and a variable-volume intake manifold. It was the first Japanese sports car sold in America to truly go head-to-head with the world’s best. Furthermore, all of this ichiban stuff came from an automotive brand that, at the NSX’s debut, had been in existence for just five years.

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The latest prototype of the 2011 Acura NSX has finally hit the Nurburgring, Germany. Although the design of the original concept didn't get favorable reviews, it appears as though Acura has stuck with similar styling for the production car. Instead of going for an all-out sports car, Acura is aiming for high-end GTs instead. As a result, Acura has adopted a traditional front-engine 2+2 layout. That said, the 2011 Acura NSX is still expected to offer supercar performance. One hand timed lap of the Nurburgring, Germany. came in at 7:37, just 8 seconds longer than the GT-R's fastest lap.  Credit the NSX's formidable new power plant, a 5.5-liter V10 with as much as 550 horsepower and 420 pound-feet of torque. Getting all this power to the ground will be a challenge in a front-engine car, so the new NSX will employ a modified version of Honda's Super-Handling All-Wheel-Drive (SH-AWD) system. Packaging could be tight, however, with the big V10 up front. A combination of steel and aluminum will be used for the chassis that will form the basis for what looks like a relatively small car.