Post Tagged with: "Cars"

The Formula for Speed

The Formula for Speed
Racing royalty creates a new supercar benchmark.
By Bill Heald

It’s hard to believe, but automotive technology has been changing so rapidly that, these days, even the cheapest econoboxes have more sophisticated electronics (traction control, engine management, etc.) than the exotic cars from just a couple of decades ago. One thing hasn’t changed, though: Formula 1 racing is still where the latest engineering breakthroughs are created and proven, and these costly, cutting-edge, rolling research rockets are where high-performance is expressed in its most advanced form. In this environment, engineering rules the day, and victory in this class owes as much to the power of the technology as it does to the phenomenal skills of the drivers.

If only you could buy a Formula 1 car for the road, right? How cool would it be to translate all that futuristic engineering to your own
personal ride, wrapped in a wicked hot body that looks like it’s blasting through a chicane in Monaco, even when parked?

Naturally, we wouldn’t tempt you with all this if that vision had not come to pass. McLaren, one of the most prestigious names in motor sports, is not only launching a new supercar, but a whole new retail auto company as well. McLaren was started by New Zealander Bruce McLaren in 1966, and the British racing company has become one of the most successful legacies in Formula 1 racing, as well as a name synonymous with high-performance.

The flagship of this new global car company is the street-legal MP4-12C (with a GT3 racing version also available for track-only competition). The 12C is a revelation in that McLaren can literally build the car the way it wants without being limited by what may be available from outside suppliers. This is a group that invents as it goes with its own proprietary engineering, and in the case of the 12C, this starts with the McLaren-designed 3.8-liter Twin Turbo V-8.

“We wanted low weight, low rev-range tractability, potent mid-range performance, and extensive high-rev reach,” explains Powertrain Function Group manager Richard Farquhar. “All that, and a level of refinement and efficiency from a V-8 that perhaps you might not expect.”

The engine uses a dry-sump lubrication system, along with the latest anti-friction advancements, to achieve 592 horsepower. The mid-engine placement is low in the chassis to help optimize handling, and response is tuned to deliver smooth, accessible power throughout the rev range to give the driver supreme control. The transmission is likewise carefully optimized through McLaren’s years of experience in getting thrust to the road as efficiently as possible, and uses a dual-clutch design called a Seamless Shift Gearbox. Normal, Sport, and Track settings (along with Winter, Launch Control, and Automatic modes) help the driver use the fingertip-rocker controls behind the steering wheel to imitate the immediacy of full-on Formula 1 shifting.

Obviously, the drivetrain is spectacular, but the true genius of McLaren’s engineering is in the company’s carbon MonoCell chassis—as unique to a production car as it is strong and light. It can handle all that power and keep you in control, even on the most challenging roads. The primary, one-piece molded carbon-fiber chassis element weighs a mere 165 pounds, and serves as the anchoring point for McLaren’s Proactive Chassis Control with adaptive damping. The double-wishbone suspension aims to deliver not just razor-sharp handling but a luxury car-style ride. These things have typically been mutually exclusive when it came to true, track-ready supercars, but McLaren has strived to raise the bar in every aspect of this masterpiece. Vehicle Dynamic manager Paul Burnam puts it best: “It is not enough just to be fast. The 12C has to innovate in every area.” Given the peerless design and engineering talent the folks at McLaren have thrown into this project, they not only are rewriting the book on how exotic hardware performs, they may well have put a new kind of world champion in their stable.

The Formula for Speed
The Formula for Speed
The Formula for Speed
The Formula for Speed
The Formula for Speed
The Formula for Speed

SPECIFICATIONS
Body styleMid-engine, two door coupe
Engine3.8-liter Twin TurboV-8
Power592 horsepower
Torque443 foot-pounds
TransmissionSeven-speed Seemless Shift Gearbox
Front tires235/35 R-19 Pirelli P Zero
Rear tires305/30 R-20 Pirelli P Zero
Dry weight2,945 pounds
PERFORMANCE
0–623.3 seconds
Top speed205 mph
Fuel capacity19 gallons
EPA mpg15 city/22 highway
Base price$231,400

The High-Speed Upstart

The High Speed Upstart
Hyundai’s Genesis proved that an upscale sedan could be affordable. Now it can breathe fire, too.
By Bill Heald

It’s a tired truism, but you really do get what you pay for. That said, there is still such a thing as a bargain, and when Hyundai launched its 2010 Genesis sedan, the company slapped the luxury-car class in the face with a supple, elegantly crafted Korean glove. This feature laden, full-size car was equipped with either V-6 or V-8 rear-drive power trains, and was as pleasant and painless to drive as it was satisfying to gaze at, while undercutting the competition’s pricing by thousands of dollars. The designers at Hyundai decided to deliver a luxury car with everything owners accustomed to being pampered would want, expressed with understated class instead of ostentatious ornamentation. The 2011 models brought expected refinements but no drastic changes in performance, leaving the competition to think that more powerful flagships were safe from this invading interloper.

But Hyundai is full of surprises, and under the cover of darkness the designers have been toiling in the skunk works like the quiet (yet manically focused) mad scientists they are. And now, from out of the fog, bright LED-tinged Xenon headlights announce the arrival of the Genesis R-Spec—low-key in styling yet betrayed by 19-inch machined-alloy wheels and high-performance tires.

Something potent this way comes. Are we seeing the dawn of elegant hooliganism?

The answer, as always, lies in the driv ing. Climb into the roomy cabin, which surrounds you with the delic ious aroma of ultrapremium leather, and push the start button. In place of the old 4.6 V-8, there’s a rompin’, stompin’ 429-horsepower five-liter unit, bolted to an eightspeed Shift ronic automatic trans mission that smoothly doles out power to the rear wheels.

To correctly deploy an earthmover of an engine in such an upscale environ ment, you have to make the man ners match the muscle, so Hyundai has masterfully civilized the most powerful “Tau” V-8 it’s ever put on the road. This marvel is reinforced to reduce vibration and harshness, and sports direct fuel injection for greater power and efficiency. The exhaust note and intake snarl strike that tough balance between class and chaos, in that you know you have the lightning at the ready but the thunder won’t unduly interfere with the Lexicon 17-speaker sound system.

Accelerating under full power produces an elegant rush that blurs the scenery, and while the suspension feels almost big-boat soft, the sport tuning (fortified by Sachs Amplitude Selective Damping shock absorbers) keeps things under control. Both the steering and transmission are calibrated for the R-Spec’s more athletic personality, which sharpens this luxury sedan to a finer edge compared to the standard Genesis. A heavy, fast cruise missile like this also needs substantial braking power, and my numerous aggressive tests revealed rock-solid stopping performance without a loss of dignity through excessive nosediving or other untoward, embarrassing behavior.

This is important not only from a driving-dynamics standpoint, but this is, after all, a representative of the luxury class. And as great as the perform ance side of the R-Spec is, its most satisfying feature is how the styling and design reflect upscale quality and an appreciation of function over frippery. This isn’t to imply this is a spartan luxury/sport automobile, for the latest bells and whistles are well represented. Smart Cruise Control, lane-departure warning, adaptive headlights, heated/cooled seats, and Hyundai’s Ultimate Navigation System keep you safely in the fast lane, and most infotainment and cabin-comfort functions can be guided with a multimedia controller in the center console. No modern convenience is lacking, but unlike a lot of the competition, Hyundai makes the technology simple to access and operate.

Which brings us up to the very attractive bottom line. The R-Spec delivers performance and luxury on par with the famous marques it’s competing with, yet does so for less than $50,000. This not only makes this gate-crasher an attractive alternative to the other guys, but a smart one as well.

The High Speed Upstart
The High Speed Upstart
The High Speed Upstart
The High Speed Upstart
The High Speed Upstart
The High Speed Upstart
The High Speed Upstart
The High Speed Upstart
The High Speed Upstart

SPECIFICATIONS
Body styleFour-door sedan
EngineFive-liter V-8
Power429 horsepower
Torque376 foot-pounds
TransmissionEight-speed Shiftronic automatic
Front tires245/45 R-19 Bridgestone Potenza Pole Position
Rear tires245/45 R-19 Bridgestone Potenza Pole Position
Curb weight4,154 pounds
PERFORMANCE
0–605.79 seconds
Top speed149 mph
Fuel capacity20.3 gallons
EPA mpg16 city/25 highway
Base price$46,535

The New Boss is Hot

The New Boss is Hot
Ford shows the other guys how to do retro right.
By Bill Heald

It sounds simple: Take a potent V-8 engine, bolt it to a rear-wheel-drive power train, adorn it with some neo-retro bodywork, and—huzzah!—instant ponycar goodness. But there’s clearly more effort necessary if you want to deliver a machine that gets hearts pounding and reaches the motorhead soul deep within us. The new Chevy Camaro, Dodge Challenger, and Ford Mustang have all been decent efforts to this end, and have proved to be very entertaining neo-retro muscle cars that combine the style of the past with the technology of our high-tech present. But in my view, nobody nailed it yet, even though they came close—until the new Boss waltzed in, that is.

Ford has resurrected a revered name from the past, and, unlike many times when this strategy has just been a marketing exercise, this time it actually means that something special is under the decals. The Mustang Boss 302 is not just a fitting tribute to the original; it may just be the hottest, tightest, best all-around Mustang ever to roll out of Flat Rock, and a benchmark for the other guys to aspire to.

Why so much adoration for this new pony, you ask? More than anything else, it’s how all the pieces work together to turn a foal into a stallion. From the moment you slide into the superb (optional, albeit must-have) Recaro sport seats and strap in, you feel like a part of the car instead of just a human sitting inside it. The Alcantara suede covered steering wheel feels solid and purposeful, like it’s aching to get worked hard, lock to lock, as you know you’ll do when performing a nasty burnout the second you fire the beast up. The “302” is for 302 cubic inches, of course, which is the displacement of Ford’s venerable five-liter V-8. Unlike the Mustang GT’s version of this mill, though, it’s been massaged and polished with performance enhancements to generate a numerically harmonious 444 horsepower, along with 380 footpounds of Pirelli-melting torque.

The engine’s auditory attributes include both a satisfying intake growl and a low, powerful exhaust rumble that is vocal, yet somehow understated to the point of perfection. The engine is matched to a short-throw, six-speed manual transmission, with a light clutch and lithe shifter that makes quick, smooth shifting easy, as long as you don’t park your Big Gulp in the cup holder right behind the shifter (it gets messy).

The ergonomics of the driver’s perch let you exploit the muscle to the fullest with a spot-on driving position, and the adjustable suspen sion is both stiffened and lowered to aid handling, yet still delivers a smooth, compliant ride. The icing on this cake starts with the electrically boosted steering, which is amazingly communicative, perfectly weighted, and (wonder of wonders) adjustable. The final garnish comes from massive Brembo brakes that stay strong and fade-free, even when you flog your pony mercilessly. There’s a build qual ity here that will make you confident that this coupe can take what you dish out, and you’d have to be one sloppy jockey to get into trouble, for this Boss is very forgiving, even right up to the limit.

The solid feel of the chassis is complemented by the strong, quietman styling, which extends under the hood, where the engine is naked and nasty-nice to gaze at, thanks to some sharp detail work (and the absence of cheap plastic shrouds). The paintwork is similarly classy and well-executed, so it attracts attention subtly, without a lot of pretense. What isn’t at all subtle is the way the Boss 302 can explode out of the starting gate and rocket around tight bends, especially on track days. A limited edition Laguna Seca version tightens the knot even more, as it’s designed to make an easy transition to a full-on race car. Imagine that: a Boss that gets your blood boiling, but in the best way imaginable.

The New Boss is Hot
The New Boss is Hot
The New Boss is Hot
The New Boss is Hot
The New Boss is Hot
The New Boss is Hot
The New Boss is Hot

SPECIFICATIONS
Body styleTwo-door coupe
EngineFive-liter V-8
Power444 horsepower
Torque380 foot-pounds
TransmissionSix-speed manual
Front tires255/40 R-19 Pirelli PZero Max
Rear tires255/35 R-19 Pirelli PZero Max
Curb weight3,632 pounds
PERFORMANCE
0–605.36 seconds
Top speed155 mph
Fuel capacity16 gallons
EPA mpg17 city/26 highway
Base price$41,105

Light Speed?

Light Speed?

Lexus spares no expense and launches a very special supercar. Even the cockpit is an example of functional sophistication and enhanced performance.

There is a category of automobile that defines the nexus of design dreams and reality, a place where some of the most creative engineers can freely practice their art and leave no performance avenue unexplored. This is the realm of the ultra-exclusive supercar, and the members in this tiny family include the likes of Ferrari, BMW, Jaguar, Lamborghini, McLaren, and even Ford with its GT. In this exclusive society, the cars are hand-built in very small numbers, have amazingly high top speeds, and sport equally lofty price tags. In a bold move, Toyota’s upscale Lexus division is joining this choice group by creating something very special to compete with the aforementioned machines. The question is, can the Lexus engineers really run in the rarefied air that these ultradesirable rockets explore?

There’s certainly room for initial skepticism, but the Lexus LFA has the chops to elbow its way into the club. True, in the past the Lexus name has been associated more with luxury than performance, and you may think that in the realm of überexclusive hardware the company might have challenged Rolls-Royce or Bentley instead. But F-series Lexus performance sedans have helped clear the way for its new flagship, and the LFA is a serious platform that was tested and developed in competitions like the Nürburgring 24-hour race. The final machine that goes on sale as a 2012 model is the result of taking a completely clean design slate and applying all the considerable technological assets contained in the Lexus stable to satisfy the most ambitious performance goals. Chief engineer Haruhiko Tanahashi puts it best: “From the very beginning of automobile history, supercars have represented dreams, hopes, and aspirations. Over the past decade, we have pushed every boundary in the pursuit of this goal. I believe that we have created the most driver-oriented car we possibly could.”

The technical résumé of the LFA proves Tanahashi was not exaggerating. The heart of this stunning ride is a 4.8-liter V-10 that delivers 552 horsepower without any kind of turbo or supercharging. How? Think of this mill as the Rolex of engines, as every internal component is optimized for efficiency and composed of the most advanced low-friction materials available. The 72-degree V-angle ensures perfect primary and secondary balance, which helps facilitate a stratospheric (and silky-smooth) 9,000 rpm redline. Front-mid-engine placement along with mounting the six-speed, multimode sequential automatic transmission in transaxle fashion at the rear differential contributes to ideal 48:52 weight distribution (critical for both sharp handling and stability at 200 mph). The chassis surrounding this propulsion system is quite unique, and features carbonfiber- reinforced-plastic (CFRP) con struction for the ultimate in stiffness and light weight.

Innovative production techniques are as key to the LFA as its potent power train, such as the use of novel methods of joining the CFRP body to the aluminum-alloy multilink suspension components. No expense has been spared, no aspect overlooked, and a truly welcome example of this attention to detail is the latest in carbon-ceramic brakedisc technology, which not only sheds heat like nothing else out there, but also reduces unsprung weight.

The cockpit really seals the deal in terms of this being a true driver’s car, in that the positioning of the driver and passenger is part of an integrated philosophy where every detail is focused on enhancing performance. This is still a Lexus, so creature comforts are all part of the environment, too, and the interior is designed with three “zones” in mind: mechanical, human, and driving. This approach results in a cozy, futuristic, and remarkably safe and functional cabin, topping off a peerless jewel of an automobile hand-assembled in a production run limited to 500 units.

For the rest of us, be assured that the incredible technologies developed for this creation will find their way into the Lexus playbook, and maybe even Toyotas and Scions down the road. One thing is for sure, though: The LFA stands out even in the exotic fraternity of supercars.

Light Speed?
Light Speed?
Light Speed?
Light Speed?
Light Speed?
Light Speed?
Light Speed?
Light Speed?

SPECIFICATIONS
Body styleTwo-door coupe
Engine4.8-liter, 72-degree V-10
Power552 horsepower
Torque354 foot-pounds
TransmissionSix-speed automated sequential gearbox
Front tires265/35 ZR20 95Y
Rear tires305/30 ZR20 99Y
Curb weight3,263 pounds
PERFORMANCE
0–603.6 seconds
Top speed202 mph
Fuel capacity19.3 gallons
EPA mpgManual: 11 city/16 highway
Base price$375,000

Feel the Air, Smell the Rubber

Feel the Air, Smell the Rubber
Dropping the top on Chevy’s muscle car takes it from just hot to smokin’.
By Bill Heald

When the legendary Camaro sedan finally returned to the market after a lengthy absence, there was much rejoicing. Over the years, the Camaro had lost its teeth and evolved into more of a touring car than the snarling boulevard nemesis of old. But the redesigned Camaro went back to its muscle-car roots, and the result was a taut package with styling that recalled the glory of the original, while packing serious modern muscle under the hood. But still, something was missing. Or rather, something that was permanent needed to be more temporary, meaning the option of a retractable top was needed to make the car the ultimate open-air hot rod.

Patience is a virtue, and now the true potential of the reborn Camaro has been realized. The convertible version has hit the streets, and this new drop-top Chevy comes in two trim levels: the LT and the SS. We say appreciate the former (especially with the RS package), but embrace, and then acquire, the latter. True, the LT-RS is a beautiful, capable Camaro convertible with a perfectly acceptable 312-horsepower V-6 engine. But the SS is the soul of the make with a 6.2-liter V-8 that, when equipped with the standard six-speed manual transmission, belts out 426 tire-smoking horses, and sounds like the great SS Chevys of old. You can get an automatic transmission of course, but it lowers horsepower to 400, and you’re denying yourself the perfect marriage of a stout V-8 to a sweet-shifting gearbox. This combo lets you completely control the herd, whether you’re rumbling quietly through speed traps or torturing the Pirellis off the line (easy to do with all the low-end torque). Clutch release is light, and the only ergonomic hiccup with the shifter is the proximity of the cup holder. If you load this receptacle with a large latte, it can interfere with your elbow when shifting, and you don’t need that, for it messes with your total enjoyment of the open road.

Given that total enjoyment is what a car like the Camaro is all about, naturally things are always better when you go topless. The engineers have put a lot of work into the electric soft top, which takes about 20 seconds to raise or lower. In the rare instances when you need to have the top in place (like when it’s raining or snowing), you’ll find it’s surprisingly quiet. But when spring returns, the open-air experience is wonderfully inspiring as you embrace nature with all that horsepower and the music of the cranked-up Bose sound system.

Also cranked-up is the Camaro’s chassis, now fortified to handle the roofless life. Camaro Chief Engineer Al Oppenheiser explains, “To compensate for the reduced structure of an open car, engineers often will make the suspension softer, making the convertible a boulevard cruiser. Instead, we took the more difficult but better path of bolstering structure rather than softening the suspension. We didn’t change a strut, bushing, or spring rate from the Camaro coupe.”

There’s some shake of the windshield cowl over rough roads (like most convertibles), but otherwise the SS handles crisply, and the fully independent suspension handles bumpy corners better the harder you push it. But all that becomes moot when you take a moonlight cruise with that perfect passenger, and the burble of the dual exhaust and the sound of the wind take over. The interior lighting is accented with LED light-pipe technology, which puts a cool blue glow on your nocturnal interior experience. You can roll along in a sedate manner, yet know you can blur the stars light-speed style should you desire to put the V-8 into hyperdrive. The only downside of the convertible version is that the already small trunk is made even smaller when the top is down and tucked away, reducing cargo capacity to minuscule. But hey, a bikini, suntan lotion, a couple of towels, and a brace of wine glasses take up very little room, right?

Feel the Air, Smell the Rubber
Feel the Air, Smell the Rubber
Feel the Air, Smell the Rubber
Feel the Air, Smell the Rubber

SPECIFICATIONS
Body styleTwo-door convertible
Engine6.2-liter V-8
Power426 horsepower; automatic: 400
Torque420 foot-pounds; automatic: 410
TransmissionSix-speed manual and automatic
Front tires245/45 ZR20
Rear tires275/40 ZR20
Curb weightManual: 4,116 pounds; automatic: 4,168
PERFORMANCE
0–606.77 seconds
Top speed155 mph
Fuel capacity18.8 gallons
EPA mpgManual: 16 city/24 highway; automatic: 16/25
Price as testedManual: $41,700; automatic: $42,885
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