Pagani Huayra 230 mph

        

You, the avid reader, are no doubt aware that we recently hosted a little dust-up between the 2013 SRT Viper GTS and the 2013 Chevrolet Corvette ZR1 that ended with the outgoing ZR1 setting a new lap record at Mazda Raceway Laguna Seca. Much hand-wringing and explanation-giving ensued with regard to the worse-than-expected performance of that “pre-production” Viper GTS. But was the GTS the right model for the test? Vipers of old didn’t give you a lot of options, short of the race-ready ACR model. For the fifth generation, though, SRT has decided to do a significant two-model split. For the racer, the base model gives you all the thrills and few of the frills. If you like leather seats and contrast stitching, get the fancier GTS model.

 

Until now, all our testing has been done on the GTS. This isn’t unusual, as automakers like to get their fanciest model out to the press first to dazzle us with all the features. In truth, the extra weight of some leather and do-dads shouldn’t meaningfully affect performance on a 640-horsepower car. Nevertheless, we felt it our duty to test the base SRT model as well, just to make sure. SRT is pitching this car as the highest-performing car under $100,000. At $99,390 to start, it’s an optional paint color away from breaking the C-note mark, and there are only three no-cost colors. Unfortunately, there’s the small matter of the gas guzzler tax, which pushes the price to $101,990 out the door. Our tester also sported a $500 set of polished wheels, but other than that, it was as base as it could get. So technically, it’s only an under-$100,000 car before tax, but never mind that. Is it the best?

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• Let’s see how the Viper performed, then. As it happens, we also had a production-spec GTS with us, so we’ll compare it to its high-dollar brother first. The base SRT hit 60 mph in 3.5 seconds, a tenth of a second behind the GTS. The same thing happened in the quarter mile, where the base car trapped in 11.5 seconds at 128.7 mph, a tenth of a second behind the GTS. In trap speed, the SRT was a tenth of a mile per hour faster than the production-spec GTS and a tenth of a mile per hour slower than the pre-production GTS. Pulling 1.04 g average on the skidpad, the SRT was barely out-gripped by the GTS at 1.05 g average. Oddly enough, the GTS was a tenth of a second quicker around the figure-eight test at 23.3 seconds to the SRT’s 23.4, but the SRT pulled higher average g at 0.93 to the GTS’ 0.91. The only substantial difference in performance between the two cars was in braking, where the SRT stopped 5 feet shorter, needing only 99 feet to stop from 60 mph to the GTS’ 104. That pre-production GTS, though, was on Pirelli P Zero Corsa tires, while the production GTS and the SRT were both on standard P Zeros. In case you’re wondering, the pre-production GTS and its stickier tires pulled 1.08 g on the skidpad and ran the figure eight in 23.2 seconds at 0.91 average .But wait, there’s more. You see, we also took these beasts back to Mazda Raceway Laguna Seca to see what they’d do at the track. And it got interesting. The Corsa-tired, pre-production GTS, as you may recall, lapped the famed circuit in 1:35.8. The production-spec GTS on P Zeros just edged it at 1:35.78, but the SRT and its non-adjustable suspension (the GTS gets two-mode electronically controlled dampers) pulled off a 1:35.37.Then it got even more interesting. As it happens, we had a set of the Viper’s optional P Zero Corsa tires with us, and we ran them on both cars. The result: 1:34.63 for the SRT and 1:34.23 for the GTS. How did that happen? Even hot shoe Randy Pobst was confused. “I liked the SRT better,” said Pobst. “The rear end of the GTS was still too loose. I felt faster in the SRT.”..
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• We took a look at the telemetry and the difference, it seems, was actually in the brakes. The GTS was equipped with the optional Track Package, which among other things upgrades the brakes with lighter, slotted, two-piece, StopTech rotors. Normally, we wouldn’t expect upgraded rotors to have a big effect, but the data showed that Randy was consistently braking slightly later in the GTS than the SRT, which earned him the extra tenths at the finish line. Of course, we’re talking tenths of a second here, which can be earned or lost in one good or bad corner. We’ve established, then, that both the SRT and GTS Vipers, in their full production spec with final suspension tuning and optional tires, are faster on the track than previously observed. Not fast enough to take the lap record from the defunct Corvette ZR1, but not as slow as previously observed. What, then, about that other claim? Best performer under 100k?

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Well…no. Sort of. It depends. Brace yourselves, kids, because there’s some hair-splitting coming here. You see, there’s the small matter of the Chevrolet Corvette Z06/Z07. That car, with its Michelin Pilot Sport Cup Zero Pressure tires, laid down a lap time of 1:34.43 back at Best Driver’s Car 2011. That’s two-tenths quicker than the SRT. Here’s where the debates start. That specific Z06 was optioned up over $100,000, and there’s the small matter of it now being out of production, so you can’t buy a new one like you can the SRT Viper. On the other hand, a base Z06 was $76,595 and with just the Z07 package and related performance gear, you could get one out the door for just under $83,000.  Then there’s the matter of the performance. The Z06 was slightly slower to 60 mph (3.8 seconds) and through the quarter mile (11.9 seconds at 122.5 mph), but it pulled 1.13 g average on the skidpad, lapped the figure eight in 22.8 seconds at 0.98 g average, and stopped from 60 mph in just 94 feet. But to get the faster lap time out of the Viper, you need the $3500 Track Package, which puts you well over $100,000. Of course, you’re technically over $100,000 with the gas guzzler tax anyway. So which was the highest-performing car for under $100,000? A month or two ago, when both cars were technically on sale, that would be a tough call depending on how you weighted your performance criteria, but since the Z06 is gone now, the SRT wins by default. Barely.

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The good news, then, is that the base SRT is a very good car. As noted, Randy found it to be a better track car than the GTS, thanks to its softer rear suspension (softer by race car driver standards, that is), which translated to more grip from the rear tires. Taking a hot lap with Randy at the wheel, I found it stunning how hard he was able to push the SRT even on the base tires without the famously volatile car trying to bite him. I tried it myself, and never experienced any real under- or oversteer at don’t-stuff-it-into-a-tire-wall speeds. I’ve spun older Vipers and was understandably concerned about doing the same in this new car, but the performance greatly exceeded my expectations. That said, Randy did have some reservations. “There’s a very narrow envelope you can drive the Viper in,” he said. “If you get into the throttle too quickly, it’ll come out on you quick and the only way to fix it is to back out of the throttle. There’s rotation, but you can’t use it. Other cars, you can use the rotation to point you out of the corner. Not this car. “I had to slow my hands down. Slow, smooth inputs, because it’s got great grip in the front and it turns in quickly. Slow hands, except when it comes loose. Then you have to be real quick or you’re gonna lose it.”

 

“You remember the 911 from Best Driver’s Car?” Randy asked me. “That car was so consistent. I could get every corner perfect. The Viper’s not like that. Each corner I’m going, ‘Am I gonna get it right, am I gonna get it right, OK, I got it right, what about the next corner, am I gonna get it right, no, I didn’t get it right.’ I can’t get a perfect lap with the Viper.”
But, I asked, are these Vipers better than the one we tested against the ZR1? “Absolutely!” Randy said. “They’re much better. It’s way more hooked-up. I just think there’s a little more there they could get and really nail this thing down.” In other words, it’s still a Viper underneath it all. For the faithful, that’s good news, but there’s good news for the rest of us, too. The new Viper is as good at $99,000 as it is at $140,000; it’s more rewarding for a driver new to the car; it’s a higher-quality car than it used to be in every regard; and it’s even easier to drive on the street. (It has a better ride and a lighter clutch than old models.) The highest-performing car under $100,000? Close enough.

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	2013 SRT Viper	2013 SRT Viper GTS
BASE PRICE	$101,990	$124,990
PRICE AS TESTED	$102,490	$143,090
VEHICLE LAYOUT	Front-engine, RWD, 2-pass, 2-door coupe	Front-engine, RWD, 2-pass, 2-door coupe
ENGINE	8.4L/640-hp/600-lb-ft OHV 20-valve V-10	8.4L/640-hp/600-lb-ft OHV 20-valve V-10
TRANSMISSION	6-speed manual	6-speed manual
CURB WEIGHT (F/R DIST)	3343 lb (50/50%)	3362 lb (50/50%)
WHEELBASE	98.8 in	98.8 in
LENGTH x WIDTH x HEIGHT	175.7 x 76.4 x 49.1 in	175.7 x 76.4 x 49.1 in
0-60 MPH	3.5 sec	3.4 sec
QUARTER MILE	11.5 sec @ 128.7 mph	11.4 sec @ 128.6 mph
BRAKING, 60-0 MPH	99 ft	104 ft
LATERAL ACCELERATION	1.04 g (avg)	1.05 g (avg)
MT FIGURE EIGHT	23.4 sec @ 0.93 g (avg)	23.3 sec @ 0.91 g (avg)
2.2-MI ROAD COURSE LAP	1:35.37 (Pzero); 1:34.63 (Pzero Corsa)	1:35.78 (Pzero); 1:34.23 (Pzero Corsa)
EPA CITY/HWY FUEL ECON	12/19 mpg	12/19 mpg
ENERGY CONS., CITY/HWY	281/177 kW-hrs/100 miles	281/177 kW-hrs/100 miles
CO2 EMISSIONS	1.35 lb/mile	1.35 lb/mile

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2013 McLaren MP4-12C Spider

 

With the MP4-12C Spider, McLaren adds infinite headroom and takes away nothing.
Full disclosure: I blew off my wedding anniversary to drive this thing. And it was totally, 100 percent, without a doubt, worth it.
I realize how this makes me sound. What kind of guy flees the country over his anniversary to drive a supercar? One with a heavy right foot and a love of speed, for starters. But also a guy who reads an assignment email from his editor, temporarily blanks on the fact that his anniversary is the same day as the press launch of the McLaren MP4-12C Spider, and immediately accepts the gig. Hey, I'm only human.

2013 McLaren MP4-12C Spider

Here's the takeaway: Against strong odds, I'm still married. The 12C Spider is one hell of a car. And if you ask my wife for any other details, you're on your own.

If you can't tell by looking at it, the Spider is a convertible version of McLaren's Ferrari-fighting MP4-12C coupe. I have friends who bought 12Cs last year, and they shared their ownership impressions. Based on that—real people who actually used the car—I expected a machine that would produce world-class numbers but ultimately not be as developed as its competition.

There's also the roofless aspect. From a certain angle, convertible exotics just don't make much sense—they don't line up with the chief reason for owning a supercar in the first place. Why would you make a car as light and fast as possible only to chop its top off, adding weight and losing aerodynamic efficiency—and, thanks to a lack of a fixed roof, the ability to attend many track events—in the process?

2013 McLaren MP4-12C Spider

So what did a few days with the 12C Spider, in the south of Spain, on public roads and at the Ascari Race Resort, teach me? That you shouldn't judge a book by its cover. Or by a few reviews.
Supercars are all about numbers, and these are the important ones: For 2013, the 12C's 3.8-liter, twin-turbo V-8 gets a 24-hp bump, for a total of 616 hp. This was accomplished entirely through software tuning; the car's seven-speed, dual-clutch SSG transaxle remains unchanged, though it also benefits from the software update. (All 2012 12Cs will receive the same programming through a dealer service action, which means that roughly 1,700 cars worldwide will be upgraded at no cost to their owners.)
The 12C's carbon-fiber chassis, which McLaren calls a Mono-Cell, was designed from the outset with a convertible version in mind, so no additional strengthening or hardware changes were needed in order to go roofless. That's a very important distinction—amazingly, the Spider's spring rate and shock valving are identical to those of the coupe. The Spider also weighs just 88 pounds more than the coupe, mainly due to its retractable roof panels (constructed from the same lightweight composite as the body) and a new exhaust system. Chiefly, the 12C remains track-day ready, as the chassis incorporates fixed rollover protection behind both driver and passenger.

2013 McLaren MP4-12C Spider

We weren't able to perform instrumented testing, but McLaren claims that the 12C Spider produces numbers nearly identical to those of the coupe. Sixty-two miles per hour should come up in 3.1 seconds, and the quarter-mile is claimed to pass in 10.8 seconds at 134 mph. Keep your foot in it until there is no more, and you'll be going 204 mph—196 mph with the top down— before they send you to jail. Drive like a respectable citizen, and McLaren says you'll see roughly 24 mpg.

Other new bits include an optional adjustable-ride-height suspension for steep driveways or loading the car onto a trailer, and a modification to the electronically dampened intake resonance tube—McLaren calls it an Intake Sound Generator— that channels the engine's glorious honk into the cabin. The tube offers three levels of growl and is now adjustable through the 12C's electronic driver interface; it was previously variable only by selecting one of the car's three powertrain modes. In other words, you no longer have to put your 12C in track configuration to properly rattle your eardrums.

2013 McLaren MP4-12C Spider

But if you've read this far, you want to know how the car drives. In a word, brilliantly. Buried behind the numbers, facts, and marketing-speak features is an incredible piece of technology. On the road, with suspension and powertrain left in their least aggressive settings, the ride is supple, the shifts positive yet smooth. For lack of a better term, the McLaren just feels like a car. As with most twin-turbo, small-displacement V-8s, power delivery is a little flat off-boost, but you can easily drive around it. To get the full experience, you click down a few gears, toe-in half throttle to spool up the hair dryers, and then whack it wide open. The car pulls like a train.
There's also launch control, which is both brainless and highly enjoyable: push a few buttons, hold the brake, mash the throttle. Once the instrument-cluster display changes from "building boost" to "release brake," you do just that. Off you go, with tires perfectly hazing themselves and a stupid grin on your face.

2013 McLaren MP4-12C Spider

Above all, the Spider feels like—and benefits from being—a clean-sheet design. Unlike in a lot of exotics, your feet aren't offset to the right to clear a wheel well. The steering column is centered on your torso, and everything seems intuitive. There is virtually zero cowl shake—this is the first open car I've driven that passes the finger-on-the-door-gap test, where you don't feel panel alignment change as the car moves down the road. In retrospect, it'd probably be a surprise if a McLaren didn't feel like this; the company knows carbon. It used the first carbon chassis in Formula 1, in 1981, and in 1992, it made the first carbon-bodywork, carbon-chassis road car, the legendary F1.
My road time in the 12C Spider took advantage of a few key features, namely the ability to lower the rear window with the top raised, intake sound set to maximum, the suspension in sport mode, and the powertrain in track mode for the most aggressive upshifts and power delivery. It was nothing short of nirvana. At idle you can hear fuel injectors ticking away and faint sounds of machinery at work right behind your head—the air-conditioning compressor cycling, say—but the symphony hits when you mat the throttle. Exhaust, wastegates, pop-off valves, spinning cam chains—at 8,500 rpm, you hear all of it, everything you want. Downshifts are just as fantastic, with revmatching blips and substantial engine braking. There were a few tunnels on the test route. I was juvenile. It was great.

2013 McLaren MP4-12C Spider

As good as the Spider is on the road, it's best appreciated on a track. The true test of a track car is a driver's comfort level—if you don't feel in control, you simply can't go quickly. With the 12C, this isn't an issue. In full-on track mode, the steering gives impeccable feedback, the optional carbon brakes simply do not fade, and the chassis communicates like a dedicated track car. If you come in too fast and throw too many inputs at the car, it'll wiggle around a little, gently suggesting you calm down. At no point does the Spider become unruly or try to bite you; a quick flick of the wheel or a slight throttle modulation is all you ever need to remain composed at the limit.
Criticisms? Sure, a few. The stock Pirelli P Zero road tires work decently on the track, but the optional Pirelli P Zero Corsa rubber offers a noticeable improvement at 10/10ths. While both tires are a bespoke design developed with Pirelli, the Corsa's more aggressive compound and reduced tread depth are really more suited to the car. The 12C's electronic throttle also suffers from rubbery tip-in and odd, muted modulation. (These days, this is a common problem. I know we can't go back to your foot pushing a mechanical linkage that moves a throttle blade, but you have to hope the industry will eventually sort this out.) And while the McLaren's transaxle works extremely well in its automatic modes, it isn't always intuitive—shifts don't always occur when you expect or want them to, and every so often, the software seems to get confused. The solution in both cases is to just shift it yourself, which is what you really want to do anyway.

2013 McLaren MP4-12C Spider

One last nit to pick: the active aerodynamics provided by the Spider's airbrake, a rear wing that deploys under hard braking. The car needs the downforce at speed, and the wing works beautifully, but there's a downside. Let's say you notice a vehicle whose government-employed occupant may want to talk to you about the 12C's speed. If you brake hard and try to avoid this conversation, then boom, instant admission of guilt. (It could also be an issue at track events, when you're slowing into a corner; cars behind just disappear.)
If the Lexus LFA was once heralded as the bargain carbon-fiber exotic—in spite of its generally disjointed feel and lackluster-for-a-supercar performance—then the 12C, at more than $100,000 less, must now surely wear that crown. Ferrari's 458 Italia is priced similarly to the McLaren, but it lacks the carbon-fiber-chassis quotient, though many would argue its styling and heritage are bigger draws. Lamborghini's current flagship, the Aventador, offers a 690-hp V-12, but it's far more expensive. It's also half a ton heavier and feels raw in all the wrong ways.
McLaren says its customers drive their cars extensively (one has over 14,000 miles on his so far) and that a large percentage of 12Cs are used on the track. Given how modern supercar buyers seem to be using their cars for more than just running to Anytime Fitness—and how spectacular the 12C is on the track, right out of the box—I'm not surprised. Is this the rebirth of the gentleman racer and the true dual-purpose supercar, a la the Ferrari 250 SWB? You have to hope so.

2013 McLaren MP4-12C Spider

All else being equal, I see the 12C Spider outselling the coupe simply because there is no downside. The two cars are equally fast and use the same hardware, and the Spider sacrifices no comfort or convenience. Like the fixed-roof 12C, it makes a good driver feel like a great one; more important, it keeps him out of trouble.

Italy has traditionally been the home of the world's best supercars. Between the Spider and the upcoming McLaren P1—unveiled at the 2012 Paris auto show and due later this year—you're left with one thought: The British aren't just coming for the Italians, they're already there.

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Porsche 911 Carrera 4S

If you mentioned Porsche to the average Indian, you could forgive them for thinking of the Cayenne. The big SUV is, after all, the best-selling Porsche in the country by a huge margin, and the one you are most likely to see on our roads. But Porsche, at its core, is a sportscar maker, and its illustrious history revolves around one car – the 911. This latest model – codenamed 991 – may be the sixth generation of 911 worldwide, but it’s only the second generation to go on sale here in India. But, as they say, it’s never too late and we now have with us what is arguably the most technically advanced iteration of the 911 and crucially in all-weather, all-wheel-drive form. With proper aftersales backup from Porsche. Let’s see how this legendary sportscar gets along in India.

Design

No less than 90 percent of the new 911’s mechanical ingredients are either all new or significantly improved. It has completely new dimensions, a new electromechanical power steering system and a construction richer in aluminium than ever before. It retains the classic rear-engine layout of every 911 since the original from way back in 1963, albeit with modifications to the engine mounting points, which have been optimised for improved weight distribution. As with the previous 911 (997), the front-end structure, complete with its MacPherson strut suspension, is more or less shared with the smaller Boxster and, at the rear, this 911 gets reworked multi-link suspension.The 911 continues with a predominantly steel structure and a body constructed from a combination of steel, aluminium and plastic composites.
A series of weight-optimisation measures has pared the kerb weight by around 45kg, bringing the new base 911 Carrera down to around 1380kg. This being the all-wheel-drive version, the rear track is wider, and it weighs in at a heavier 1465kg thanks to the extra set of axles. Speaking of which, the 4S is predominantly rear-wheel drive until provoked. Once the system detects the need for more traction, it’ll shuffle power (you can see it working on a display in the instrument cluster) to the front axles until it is satisfied that things are under control.


Interior

The latest 911 adopts Porsche’s new cabin design theme that made its debut in the Panamera. However, given that it’s a sportscar, the 911’s cabin layout is more driver-focussed than the Panamera and the Cayenne, with a narrower centre console and less of a button overload. The ancillary buttons are positioned neatly behind the gearlever rather than to its side, an arrangement allowed by the adoption of an electrically operated parking brake and a novel new location for the cupholders on the passenger side of the dashboard.The fit and finish and perceived quality of materials are hard to fault. The 911’s cabin ambience now passes muster not just among anything else in its class, it can easily rival what you would see in a proper German luxury saloon.

Our test car came with loads of kit, but disappointingly, most of the stuff, like the Sports Chrono pack, powered sports seats, electric steering adjustment, navigation, Bose sound system, Bluetooth, auto dimming and folding mirrors, and the sunroof, are optional extras. The 911’s low roof necessitates some amount of bending on ingress, but once past the wide-opening pillarless doors, what you find is a very cosy cabin. There is decent space for front occupants, and the thin A pillars allow for a fantastic view out the front. The nicely crafted seats are snug and well bolstered, and keep you in place even when you drive hard. While the Carrera 4S can seat four, it is best to use it as two-seater. Accessing the back seat is not the most elegant of procedures, and once you get in, the seat is cramped and the knees-up seating position is not very comfy. The front boot, at 125 litres, is quite generous for a sportscar and there’s an additional 260 litres of storage area behind the rear seats.

Performance

The Carrera 4S is powered by a 3.8-litre, direct-injection six-cylinder motor. Producing 395bhp, this naturally aspirated motor sends its power to all four wheels via a seven-speed dual-clutch gearbox (there is the option of a seven-speed manual too). This potent engine delivers brilliant performance from anywhere in its powerband and the four-wheel-drive system is quick to channel power optimally to the wheels. This motor’s mid-range and top end are nothing short of explosive too. Tap the throttle and the 4S vaults off the blocks; thrust is immediate and very strong, power delivery is linear, and even short bursts of acceleration are addictive. Configure the onboard computer and set the gearbox, dampers and engine to Sport Plus mode, and things get even more insane.
Performance is now in proper supercar territory, and the car changes the way it responds to throttle inputs. The seven-speed, twin-clutch gearbox is lightning quick with its shifts and, as ever, you can use it in manual mode, where the gears shift up only when you pull the right paddle. Flat-out performance is rapid, with 100kph taking 5.09 seconds, 150kph 9.54 seconds and 200kph just 16.86 seconds! In-gear acceleration is very strong too, despite the car having tall gearing. You won’t need a long stretch of road to hit its claimed top speed of 298kph. The only fly in the ointment is the big gap between first and second gears, which you will use frequently if you’re driving up a ghat road. First is too short and second a bit too tall and this can lead to irritating moments while attacking a series of hairpin bends.Drive it a few notches down and the 911 is still impressive. On our ever-crowded streets, it’s quickly apparent that, with the gearbox in D, this car is almost as civilised as most family cars – its direct steering, linear throttle response and smooth shifts making it no harder to drive than a Corolla.


Ride & Handling

The Porsche 911 remains unequivocally one of the most involving cars to drive and, at the limit, can be one of the most demanding as well. It doesn’t flatter the faint-hearted with its rearward weight bias, but once you understand the physics of its rear-biased weight distribution, it can be hugely rewarding. This is a car in which you need to build up speed progressively through corners. It’s best to finish braking before you turn in and then feed in the throttle gently upto the apex before flooring it as you exit. Under hard acceleration, you will feel the front go light before the 911 sits down on its wide haunches. The grip is simply astonishing and this can actually be measured by the ‘G-force’ meter displayed in the instrument cluster. Lifting off or braking mid-corner unsettles the 911, but the all-wheel-drive system and sophisticated stability programme will ensure that you don’t swap ends. The ride is pretty impressive for a sports car and Porsche’s PASM adaptive damping system (standard on the S models) must get credit here.

With four new vertical chassis sensors, the PASM is capable of making the 911 as supple as a family saloon whilst cruising, and instantly stiffening the dampers the moment you barrel into a fast bend. Also remarkable is the suspension’s ability to absorb bumps and maintain composure over broken tarmac. In Sport mode, you can feel jolts more prominently and body movements are sharper but never to the point of being unduly harsh. Even the ground clearance is generous enough to tackle most speedbreakers.


Fuel Efficiency

The 911 has a fuel tank capacity of just 65 litres and, when you consider its low overall 6.3kpl figure, it gives it a range of just 400km. What’s more, when you drive it hard, you shouldn’t expect much more than 4kpl, and that means you have to constantly keep an eye on the fuel needle while travelling long distances.


Verdict

The new 911 is an immense engineering achievement. It's got everything that you would expect of a sportscar; towering performance, engaging handling and a properly comfortable cabin. Even more incredible is this 395bhp monster's usability; it's armed with a comfortable chassis setup and a well-mannered gearbox. There are a few shortfalls, though. Although billed a four-seater, it's only really good for two, most of the features are optional, and though the engine is more efficient than before, it's easy to empty the small fuel tank quickly. And, at Rs 1.46 crore (ex-showroom, Delhi), the Carrera 4S is expensive. But, for this price, there's little else that can match its blend of driver thrills, everyday usability and quality.

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2013 Ducati Hypermotard First Ride

Watch the 2013 Ducati Hypermotard First Ride Video to see the redesigned Hyper in action on the street and on the track.

Ducati’s Hypermotard is the Italian brand’s poster child for bad behavior, socially unacceptable antics and plain ol’ hooliganism. When it was introduced six years ago, it captured the spazstic attention of those that are drawn to wheelies, tire smoke and cutting skids, but it really wasn’t a motorcycle that most wanted to live with every day. Its flighty front-end, intense ergonomics and limited fuel range made for a ride that was, well, hyper. For 2013, Ducati has given the Hypermotard a dose of Ritalin to make daily life with the most ADHD motorcycle in the line-up a little more appealing to the masses. But did they prescribe the correct dosage?

Ducati began with a clean slate for the 2013, but made sure to not lose the character that is the Hypermotard. Gone is the air-cooled powerplant available in both the 796 and 1100 variants, replaced with a singular 821cc water-cooled Testastretta 11 engine that is shared between the Hypermotard and Hypermotard SP. With a claimed 110 horsepower on tap, the new mill puts out 20 more peak ponies than the outgoing 1100, but has 10 less torque with 68.5 ft-lb. Additionally the service interval for this newest Testatretta engine is 18,500 miles – the longest thus far from Ducati.

An APTC, oil-bathed clutch is a new addition to the final drive, compete with a slipper function. Using a self-servo mechanism to press the plates together under acceleration allows for lighter spring rates, and on decel the servo releases pressure for improved rear wheel control on downshifts. The clutch is cable operated, but the pull is light and smooth.

Forward thrust is now metered by a fly-by-wire twist grip operating individual 52mm throttle bodies, which are controlled by a Magneti Marelli fuel injection system. The FI system draws from a larger 4.2 gallon fuel tank that is 0.9 gallon larger than the previous model. While the Testastretta 11 is a thirstier engine, the fuel range is now increased to an acceptable level. The Ducati Safety Pack is standard and includes three levels of ABS and eight levels of DTC (Ducati Traction Control).

Three riding modes are selectable but differ between the Hypermotard and Hypermotoard SP. The standard model gets Sport, Touring and Urban modes, with the two top tiers pumping out 110 hp. The ABS and DTC settings are low in Sport, while Touring gets a middle of the road treatment for the electronic aides. Urban drops the power to 75 hp and cranks up the ABS and DTC. On the SP Race mode puts out full power and drops the DTC to Level 2 and turns off the ABS to the rear end for supermoto-style slides. Sport mirrors the standard model’s setting by the same name and Wet brings the ABS to Level 3 and DTC to Level 7 and delivers 75 hp.

Wheelie control is determined by the ABS setting. Level 1 allows for as much 12 o’clock action as you desire, Level 2 lets the wheel come up but controls the lift, and Level 3 keeps the front wheel planted.

The team charged with the Hyper’s redesign was charged with not only fitting a new engine, but also softening the hard-edged handling slightly to appeal to the less hardcore rider. That began with a new steel trellis frame and aluminum sub-frame halves. The rake has been increased to 25.5 degrees with 4.1 inches of trail. The wheelbase is now 1.6 inches longer at 59.2. All this is meant to increase the stability while still retaining the Hypermotard’s characteristic agility.

The first generation Hypermotard had a very aggressive seating position that made longer rides a chore. This new model gets more relaxed and comfortable ergonomics. The seat has more room to move rearward while the footpegs have been moved forward easing strain on the nether regions. A more upright feel is enhanced further by the bars being set back closer to the rider than before. Seat height is a tallish 34.2 inches for the standard and a towering 35 inches for the SP. A low seat option is available that knocks almost an inch off that height.

Suspension duties on the standard model is handled by a non-adjustable Kayaba 43mm fork with 6.7 inches of travel and a preload and rebound adjustable Sachs rear shock that strokes the rear wheel through 5.9 inches. The higher spec SP gets a lighter, fully adjustable 50mm Marzocchi fork with 7.3 inches of movement and a Ohins rears shock that supplies 6.9 inches of travel that is also fully adjustable. With the longer stroke suspension comes more ground clearance at 8.3 inches over the base model’s 7.5 inches of clearance.

As expected Brembos handle the braking duties on both models. M4-32 cast Monbloc calipers clamp down on 320mm front rotors. A Brembo twin-piston caliper is mated to a 245mm rotor at the back wheel. The SP model gets a larger Brembo radial master cylinder than the standard axial component.

The base model sits on Pirelli Diablo Rosso II tires wrapped around cast aluminum 10-spoke wheels. On the SP lighter forged Panigale S style Marchesini wheels get the oh-so-sticky Pirelli Supercorsa SP tires.

Finally the SP gets the carbon fiber treatment to the cam-belt covers, front fender and fork guards along with magnesium cam covers. A textured seat with horizontal stitching increases grip, and a special Ducati Corse livery completes the SP’s racier look.

On the Road - Hypermotard

The morning of the press ride, the temps around Ronda, Spain dropped to the freezing mark. Not the best situation to be shredding unfamiliar and shaded backcountry roads, and we were instructed to keep the DTC and ABS on throughout the ride. I decided to give the Urban setting a try first as the roads would be cold and slippery. For this morning jaunt we would be riding only the standard model, as the SP units were waiting for the afternoon track session.

Power output from the Urban setting was less than inspiring and mellow to say the least. It was, however, safe when the traction is less than optimal. The ABS kicks in early and would keep a less than experienced rider in line if and when a handful of stoppers and diminished road surfaces collide. Quickly, I turned my attention to Touring Mode.

In Touring the power is much more in line with the Hyper’s outward and extreme personality. Throttle response is smooth and meters perfectly. The ABS was still present and intervened regularly when hard on the binders. Even with such cold conditions the DTC was not noticeable. Getting on the gas hard gets the rear Rosso II to squirm but it never steps out or loses traction unexpectedly. Front end feel on the less than warm asphalt was vague, especially on turn in. Most likely this was a combination of the conditions, the tires and lack of speed.

Finally clicking into Sport for photos, the true character of the Hypermotard became apparent. Throttle response was crisp and immediate. The front tire rose from the pavement with ease in first and second gear and would occasionally lift off in third with a bounce on the front end at the right time. The ABS is less intrusive in this mode, but I would still prefer to go without. The Urban and Touring modes have their place without question, but Sport mode is what the Hyper is all about.

It was tough to ascertain any real impressions of the Hypermotards handling characteristics with the frosty conditions. So I turned my attention to comfort and everyday life with the Hyper. While the ergos leave you hanging out in the wind with the wide bars and upright seating, the Duc is surprisingly comfortable. If you have a dirt bike or adventure bike background you’ll feel right at home. I could ride this thing all day. Less hardened individuals, maybe ¾ of a day.

My only complaint on the morning would be with the smallish mirrors that have been relocated from the hand guards on the OG Hyper to conventional stalks. Anytime I wheelied or hit a rough patch, the mirrors would sag and I’d have to readjust them. Not a big deal, but it could be a daily annoyance that would get old quick.

On the Track – Hypermotard SP

After lunch the track had warmed sufficiently to give the SP the business. Not that I was worried as the Pirelli Supercorsa SP tires have a considerable amount of grip for street tires.

For the first session, Sport would be the setting to learn the track and have the safety blanket of the Ducati Safety Pack, mainly the DTC. Even with the most ham-fisted throttle application; the Pirellis negated the need for traction control. I cursed the ABS every lap in the tightest section of the circuit, it feels so much more unnecessary on the track than on the street.

Finally getting to dip the Hypermotard into a corner with aggression, it was amazing how planted the tall and skinny chassis really is. Just as in the street ride, the level of front-end feel was vague on turn in and the words communicative could never be used to describe it. That said, as the pace was quickened, the lean angle was increased and hard parts began to drag it was obvious the grip is there. Just trust the front will stick and it will.

For the second and third session Race mode was the only option for me. I would settle for no less and, to be honest, it should be the de facto choice for racetrack work. Finally I could spike the rear brake, down shift two gears and step the rear end out. The APTC clutch worked as advertised and kept the rear end under control as tried my best to back the SP into a hard right. This is how I imagined and hoped my time on the Hypermotard would be.

Even with the towering seat height and massive ground clearance, in no time I was grinding footpegs and shaving knee pucks in every corner. The wide bars gave plenty of input to the front and gave loads of room to move about. The rear end was planted and controlled even on the bumpier sections of the fairly smooth Ascari Race Resort. The front suspension action was composed and did not dive excessively on braking.

In Race mode the lack of ABS at the rear is just what the Hyper needs. The ability to lock the rear brake while modulating the front has a very natural feel, and with this setup I never got into the ABS in the front. The Brembo Monoblocs mated to the radial master cylinder have excellent bite and wonderful feel, even routed through the Bosch controller.

At $14,695 for the SP, is the increased price worth it? Absolutely. If not for the suspension, do it for the brakes, wheels, tires and sweet paint scheme. Some may argue why not just go for the Ducati 848 EVO Corse SE for nearly the same price. To that I say, because the Hyper is more fun.

Ducati has successfully built a better Hypermotard. It’s a more capable machine for everyday usage, but it still has a wild streak that will keep the most hardcore rider entertained. With the option to temper the personality via riding modes, Ducati has left it up to the rider to write the prescription.

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Pagani Zonda Cinque Roadster

Pagani, the Italian super car that relies on Mercedes Benz' power plant manufacturing has recently released another brand new roadster Zonda R version. The introduction of the Pagani Zonda Cinque Roadster to the market is well-received, and similar to its coupe sister, Pagani only produced 5 units and was sold at a 1.3 million Euro price tag ($1.85 million). It is also patterned after the Modenese Atelier.


Performance

This super car, made of carbo-titanium material (carbon
fiber weaved with titanium threads), features a hand built super twin engine that are turbocharged AMG v12 machines. This makes up to 678 horsepower of traction. The rocket ship inspired car accelerates to 60 kilometers per hour in only 3.4 seconds. Consequently, it also hits 200 kilometers per hour in less than 10 seconds. Overall, its top speed reaches 217 miles per hour. This coupe version features ceramic-coated exhaust system with a titanium framework. Basically, this is the same aluminum/magnesium that the rims are made of. The car also has maximum side acceleration of 1.45 G already with the road tires
.

Its Brembo brakes are self ventilated carbo-ceramic material with hydraulic servo brakes. The down force of the car is at 300 kilometers per hour at 750 kg. Pagani used all weight reduction measures to basically improve the performance, driving pleasure and emission features that many racers have found very convincing in the model of Cinque Roadsters
 .



Exterior
The car's chassis is built with carbon titanium finish and was redesigned in order to compensate for its lack of roof. The enhanced features of the Cinque are further emphasized with its roof stored in its front bonnet. The car seats are also made of Pagani leather cum carbon fiber material.
Weight distribution while driving is at 47% in front and 53% at the rear. Horacio Pagani and his mechanics exhibit their mastery of art and engineering in the new Zonda Cinque Roadster. If you choose to drive around with the Cinque, you will discover its ultimate performance and daily drivability very convenient due to its various drive modes resting in the adjustable suspension setup and sequential robotized gearbox
.
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It is fascinating to drive a car that weighs 1,210 kilograms in open air roads, knowing that only you and four others are the only ones who are kept in awe with its reliable performance and durability. This limited edition super car packs all the good stuff that one wishes of a dream car. On recent road tests by car professionals, it has been dubbed the best of the Zonda series due to its automated gearbox which cannot be found in other non-Cinque units. It may look racecar low to many drivers but it certainly copes well with an imperfect tarmac. Gear changes have been remarkably better too. With just five manufactured by Pagani, this model will be the swansong for the Zonda lineup. It is certainly worth its price and will never disappoint one's expectations of a super car.

Specifications

General Info

Vehicle Type: Super Sport Coupe

Base Price: $1,850,000.00 (Euro 1.3 million)

Performance

Engine: Mercedes Benz AMG Turbo V12	Displacement: 444.9 cu.in
Horsepower: 678 HP	Max RPM: 6150 RPM
Torque: 780 lb-ft @ 4000 rpm	Transmission: 6-Speed Cima Robotized
0-60 mph: 3.3 seconds	Top Speed: 217 mph (349 km/h)

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Lamborghini Aventador LP700-4

Super cars and sports cars have already been all too familiar to us that upon hearing one, a spark of interest is seldom raised. Yes, many different companies such as Ferrari and Porsche are still on the top of the super cars and sports cars manufacturing chain but as insatiable human beings we are in a constant search for something better. This year, super cars and sports cars are a thing of the past as hyper cars enter the scene. You heard that right, hyper cars are the new show stopper. Lamborghini has recently launched yet another hyper car. The 2012 lamborghini Aventador LP-700-4.
Performance
In terms of its performance, the company has already stated that the V12 engine will be the only thing to provide power into this hyper car but a newer, more legendary engine than the previous V12 engine. It now comes with AWD layout and 6.5 liter V12 engine which then produces 700 horsepower. This is the newest engine Lamborghini has made since they released the Countach.
It has a whopping 700 horsepower engine which can go from 0-62 mph in a matter of 2.9 seconds - faster than its predecessors and competitors which take about 3.6 seconds to reach that speed. The new Lamborghini Aventador LP-700 4 is the new attention grabbing, sleek model from Lamborghini that is sure to take the car industry by storm. This new model is named after the bull that entered a battle in 1993 in Saragossa Arena and earned the title of Trofeo de la Pena La Madronera due to its incomparable courage. Indeed, this new model will take the road with courage to go up and compete with the many super cars and sports cars already making a name in the industry.
Exterior & interior
The exterior of this model is designed with intricate aerodynamics calculations to make it move faster but retain handling and maneuverability. It has a 4-degree angle approach which is maximized on high speed and supports stability in moving in different directions upon reaching the top end of a spectrum. While the 11-degree tilts helps maximize stability and handling and at the same time carries on midrange speeds, significantly greater down force.
At the front part of this car, it gets better air guide further accentuated by frames that are glossy and black, and headlights that are bi-xenon made. These headlights spread starting from the middle and another set of LED lights operates the turn signals. Customers were happy to hear that they have options on the car’s exterior colors. There are 13 colors to choose from and different color effects such as pastel metallic, matte, and pearlescent.
Interior-wise, a hyper car cannot get more hi-tech than this. The new instrumentation gauges used in this model resembles those used on jet planes with LCD screens displaying instrumentations in your car while another independent system and LCD screen controls the navigation functions of this model and the stereo. The sleek leather material of the seats is made with a single color with contrasting stitching available in many different colors.
This car is the extreme when it comes to design, technology, performance and standards. Lamborghini is setting new highs in terms of standards and design in the industry of hyper cars.

Specifications

General Info

Vehicle Type: Coupe-Midsize

Est. Price: $379,700.00

Performance

Engine: 6.5L V12	Horsepower: 700 HP
Transmission: 7-Speed Automatic-Manual	Maximum Seating: 2 people
0-60 mph: 2.9 seconds	Best Speed: 220 mph (354 km/h)

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Ascari A10

A lot of super cars are produced almost every year by the most famous car giants in the world. No wonder the competition to come out with the fastest breed of super cars becomes more interesting. British car manufacturer, Ascari, produced the powerful Ascari A10 in commemoration of its 10th anniversary in the industry. The Ascari A10 is a road car version of the KZ1-R race car that competed in the Spanish GT Championship. Former F1 designer Paul Brown penned this third road car that Ascari has produced in Banbury, England. The first two super road cars were the KZ1 and the Ecosse.
Engine Performance
The new A10 will have drivers enjoying the performance of a modified BMW 5.0 V8 engine that produces 625 bhp that is delivered by a six speed manual gearbox and standard manual transmission. With the same carbon chassis like the KZ1, it features a new bodywork and suspension that is racing derived. It also has a fire suppression system and is lightweight at 1,280 kilograms. The A10 accelerates at 60 miles per hour in less than 3 seconds and runs at a top speed of 220 miles per hour.
Exterior
Its body is a bit similar to its cousin but is not entirely identical. The single headlights were swapped and now sports three projector style lamps with the lower driving lights gone. It has a lower front skirt and wider apertures. The curvy carbon fiber wing is large and its meshed louvres were cut into the rear for cooling purposes. A radiator that is centrally located just above its rear venturi duct adds a fresh look.
The alloy spokes and carbon fiber rims have center lock fittings. Michelin Tires provided the rubber for this super car with a 265/35 front ZR18 and 345/50 ZR 18 for the rear. Brakes are ventilated by ceramic discs and are clamped by racing calipers on the front and back. The mid-mounted machine is similar to that of the Kz1's naturally aspirated V8; however, with the reprofiled cams and brand new rods and pistons, the A10 produces 625 bhp at an rpm of 7500. The A10 also features lightweight racing seats, carbon fiber door panels, electric windows, climate control and a remote central lock system. The super car proves to be more than just a revamp of the racing model KZ1.
Limited Edition
Ascari announced that only 50 units were to be produced for this version and will be sold with a price tag of 350,000 GBP. This limited availability certainly puts the Ascari A10 on the list of many collectors' items. The engineers of Ascari Banbury ensured that the 220 mph car will deliver a world-class performance like that of the Pagani, Mosler and Koenigsegg. The next generation dream drive from Ascari underwent rigorous testing prior to its 2006 release.
Although it lacks the luxuries of soundproofing and air conditioning the car still features hardcore fire extinguisher kits and FIA approved integral roll cage. Unlike the FXX Enzo, you can legally drive this beauty on the road.

Specifications

General Info

Vehicle Type: Super Sport Coupe

Base Price: $650,000.00

Dimensions

Length: 169.3 in. (430 cm)	Width: 72.9 in. (185 cm)
Height: 44.8 in. (113.8 cm)	Wheel Base: 103.8 in. (263.6 cm)
Weight: 2822 lbs (1280 kg)	Ground Clearance: NA

Performance

Engine: V8	Displacement: 4941 cc
Horsepower: 625 HP	Max RPM: 7500 RPM
Torque: 413 lb-ft @ 5500 rpm	Transmission: 6-Speed Manual
0-60 mph: 2.8 seconds	Maximum Speed: 220 mph (354 km/h)

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Aston Martin One-77

The rare Aston Martin One-77 made its first appearance at the lovely Pebble Beach Concours d’Elegance in North America. This supercar is also constructed to have a stunning exterior design and to deliver a powerful performance just like any other Aston Martin cars. This Aston Martin model is made with a combination of the advanced technology to capture the eyes of the prospective buyers. The production of Aston Martin One-77 is only limited because it is expected that few can afford this expensive car. If you want to have this spectacular car, you must prepare £1,200,000 ($1.85 million).
Performance
You will find a 7.3 liter V12 engine under the hood of an Aston Martin One-77. This huge motor powers the car and gives an output power of 750hp and generate a maximum torque of 533 lb ft. The top speed that this car can reach is 220mph and can accelerate from rest to a speed of 60mph in 3.5 seconds. The transmission used in this supercar is the same to that of the strong transmission of DB9.
Exterior & Interior
The chassis of the car is a monocoque carbon fiber and the body is handcrafted aluminum. The body still carries the distinctive fashion of any Aston vehicle since it has the unique grille but with an additional elegance. The designer of this Aston car is Gaydon HQ and the monocoque is fabricated with the assistance of Multimatic (MTC). MTC is known to be the leader in making carbon composite technology, forceful simulation, and gives a vehicle analysis that is more advanced; thus, MTC has the unrivalled capability to thrust One-77 to the top.

The interior of the car is decorated with lavished amenity that anyone would want to have in the car. The subwoofer and woofer boxes of the special sound system are integrated into the carbon fiber body structure of the car. The solid blocks of aluminum of the sound system is able to deliver a power of 1000 watts and 750 watts of undistorted sound. The amplification of the woofer power is produced by the proprietary ICE power technology of Bang & Olufsen.
Brakes
The One-77 uses a sophisticated brake technology – the Carbon Ceramic Matrix. The calipers are re-fabricated so that the brake pads will give-off minimal heat to the brake fluid. The disc is enhanced so that there is great contact between the brake pads and the face of the disc. This maximum contact will ensure the power of the car in stopping.
Cost & Limitation
It has been reported that the One-77 will be sold at £1.2 Million British Pounds or approximately $1,850,000 US Dollars. The production of this car is limited to 77.
The Competition
Since Aston Martin One-77 has a high price, few cars can only be compared to it. One is Bugatti Veyron. Surely, Veyron is more powerful and packed with more advanced technology but in terms of luxury, One-77 is much better than Veyron. When compared to a C9 Pagani, One-77 is still ahead when it comes to luxury.
In the luxurious world of supercars, Aston Martin is the number one producer of sophisticated and elegant cars. One-77 has a classy style combined with the subtle touch of modernism.

Specifications

General Info

Vehicle Type: Supercar

Est. Price: $1,850,000.00

Performance

Engine: 7.3L V12	Horsepower: 750 HP
Transmission: 6-Speed Automatic-Manual	Maximum Seating: 2 people
0-60 mph: 3.4 seconds	Maximum Speed: 220 mph (353.9 km/h)

Aston Martin One-77 Promotional Video, Part 1

Aston Martin One-77 Promotional Video, Part 2

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Noble M600

The Noble M600 gained notoriety before it was released because of the lengthy time before it was built. Its first edition Noble M600 is the only supercar that was not designed to follow the trend of supercars by having a futuristic or noticeable looks. It has a simple design which proves to people that simplicity could be trendy. Through that, this car gained a lot of respect to many car lovers.
History
The M600 debuted on June 23, 2011. Despite the hype from people, it maintained a low key profile. After all, its manufacturer is not known for extravagant reveals of its products. Although it started obscure, the Noble M600 sale is growing constantly because of the increase in number of positive ratings it gets from most of its users.
Exterior & Interior
The exterior of this supercar is a completely laminated carbon body. Its shape and design will remind a person looking at it with the styles of some of the common cars of today. This type of style along with fully furnished black color of the Noble M600 is what convinced people that it is truly on the level of high class cars.
Moreover, the interior of the M600 is very surprising unlike its outer looks. This interior is fully covered with carbon fiber which surrounds the driver. This inside, with its great classic appearance, is said to be the most awesome deal in everything that is in the car. The interior also has Alcantara leather trims that have classy red stitching and soft carpeting. It also has a satellite on-board navigation system of the car and a traction control system. Those devices give the driver all the help that he needs while driving the car.
Performance
In terms of its performance, the Noble M600 has under its hood, a 4.4 liter V8 engine and optional couple of superchargers. This engine gives the Noble three variants of machine strength which are 450 hp, 550 hp, and a maximum of 650 hp. Through those strengths, Noble M600 hits 60 miles per hour in less than 3 seconds and has a maximum speed of 225 miles per hour. These speeds will certainly beat out a lot of other cars.

>More…
One of the things that deter people from getting this car maybe is its anonymity. It is not the most powerful and fastest supercar available, and it took a month for it to be built and delivered. On the other hand, what people love about this car is its luxurious interior and exterior design, it could have 650 hp that can make a person tingle, and it has a lower price compared to other supercars.
The Noble M600 is a supercar that is perfect for people looking for a land vehicle that is affordable and has a certain uniqueness.

Specifications

General Info

Vehicle Type: Super Sport Coupe

Base Price: $324,680.00(£200,000)

Dimensions

Length: 171.6 in. (436 cm)	Width: 49.2 in. (125 cm)
Wheel Base: 100 in. (254 cm)	Curb Weight: 2755 lbs (1250 kg)
Luggage Capacity: NA	Maximum Seating: 2 people

Performance

Engine: Yamaha 4.4-liter Twin Turbo V8	Displacement: 4439 cc
Horsepower: 650 HP	Max RPM: 6800 RPM
Torque: 604 lb-ft @ 3800 rpm	Transmission: Graziano 6-Speed Manual
0-60 mph: 3.0 seconds	Top Speed: 225 mph (1609 km/h)

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