2012 Mercedes-Benz SLS AMG Roadster

There are few surprises. We knew, for starters, that the convertible would be built around an aluminum space frame, just like the coupe. We figured that front hinged-doors and a cloth top would not contribute much additional weight, considering the complex doors and roof-mounted hinges on the coupe. Turns out we were right: At a Mercedes-claimed 3661 pounds, the roadster weighs just 88 pounds more than the company reports for the bewinged car. This is in spite of added bracing around the windshield, the rear axle, and the base of the doors, as well as an additional crossmember to support the fixed roll bars behind the seats. Mercedes-Benz claims that the space frame weighs less than five pounds more than its hardtop counterpart.
The frame for that top is composed of steel, magnesium, and aluminum, with the cloth skin presenting a profile that appears just as sleek as that of the coupe. We expect that shape will work well with the deployable trunk-mounted spoiler to help match the coupe’s high-speed aerodynamics. The three-layer top, which is available in black, red, or tan, may be raised or lowered in a scant 11 seconds at speeds up to 31 mph. Regardless of the top deployment, trunk space roughly matches that of the coupe, at a meager 6.1 cubic feet (versus 6.2 for the coupe).
Something else we knew before the official info release is that the SLS AMG roadster would get the same glorious, AMG-designed, 6.2-liter V-8 as the coupe, sending the same 563 hp at 6800 rpm and 479 lb-ft of torque at 4750 rpm to the rear axle via the same carbon-fiber driveshaft. Likewise, the coupe’s seven-speed dual-clutch transaxle serves as the roadster’s sole gearbox, with four driver-selectable shift modes and a “Race Start” launch-control feature (though we hope that AMG heard our cries for quicker shifts in manual mode). The standard vented and cross-drilled disc brakes and optional two-piece carbon-ceramic discs also are shared with the coupe.
The roadster will offer an optional active suspension with three-mode, driver-selectable adaptive shocks; the options are Comfort, Sport, and Sport Plus. According to Mercedes-Benz, the feature will be offered on the coupe in the future, although for now the roadster alone offers this upgrade over the standard suspension (which is already rather capable). With no powertrain changes of consequence, then, the roadster’s minor difference in mass and—presumably—weight distribution may only slightly affect its ability to match the coupe’s 3.5-second 0-to-60 time and 151-foot 70-to-0-mph stopping distance. Of course, we won’t know for sure until we strap our test equipment to it, but for the record, Mercedes-Benz states the SLS AMG Roadster’s 0–60 time as 3.7 seconds, and its top speed as a very breezy 197 mph (same as the coupe).
Not surprisingly, there are almost no differences between the coupe and roadster from an equipment standpoint, with the aircraft-inspired interior carrying over virtually intact. Added to the convertible as standard, however, are sport seats with Merc’s Airscarf neck-level heaters, a detachable glass wind blocker, and an anti-theft system with cabin monitoring. Also standard are eight airbags—that’s right, four per person—including front head/thorax bags, knee-level airbags, seat-mounted side airbags, and window-level side bags that deploy from the door beltlines.
Another feature that debuts on the ragtop is the “AMG Performance Media” system that combines driver-programmable displays for the car’s navigation-, climate-, and sound-system controls with a new suite of performance-oriented displays. The latter include lateral and linear acceleration figures, engine data, and lap times. On the touchy-feely side of the order form is a new Designo package with exclusive brown paint, leather-lined roll bars, and brown mono- or two-tone leather upholstery. Also available on the SLS AMG roadster is AMG Sepang brown metallic paint and matte black 10-spoke wheels.
Mercedes will release U.S. pricing sometime closer to the car’s market introduction this fall, but we expect prices to start at about $225K, roughly $20K more than the coupe commands.

2011 Lamborghini Gallardo LP550-2 Bicolore

Since 2004, Sant'Agata Bolognese has built and bid a fond farewell to more than 10,000 Lamborghini Gallardos. It is the most successful model in brand history by a long shot. The chiseled sports car, with a menacing 5.2-liter V-10 stuffed mid-belly, always directed its 500-plus horsepower to all four wheels.

But in 2009, things changed when Lamborghini created a rear-wheel-drive LP550-2 Valentino Balboni to celebrate the decades-long career of its most vaunted test driver. Much to the chagrin of super-rich Lambo fans looking to get their hands on one, only 250 examples were created.

 

This year, things have changed once again. Lamborghini has heeded its well-heeled clientele's wishes for an unlimited edition Balboni, creating a new two-wheel-drive bull capable of fulfilling inner drifter fantasies. It is called the Gallardo LP550-2 Bicolore.

"The Bicolore is more demanding," explained Lamborghini America chief operating officer Wolfgang Hoffmann at a pre-test-drive conference. "The four-wheel drive customer is different than the two-wheel-drive customer."

Indeed, the latter must be a little mad.

Gripping its Alcantara-wrapped wheel tightly on Turn 4 at New York's Monticello Motor Club, I quickly learn that in the 542-horse LP550-2, a rendezvous with a corner demands 24 Hours of Le Mans focus. Get it wrong, and you could send the Bicolore with its 398 pound-feet of torque off into the weeds, or worse, the car could be come a crumpled mess and you immobilized on a stretcher.

Preventing calls to the local medics is always a good thing, so engineers implemented a few upgrades to help you avoid such scenarios. A revised extended nose sucks the car closer to planet Earth and shoves cool air toward the 14-inch, eight-piston brakes. Slightly softer springs and dampers deliver a more civilized ride for daily duty. They also promote stickier grip during the Bicolore's lewd-sounding "Thrust Mode" launches.

2012 Lamborghini Aventador LP 700-4

According to Lamborghini, the all-new 691-horsepower Aventador LP 700-4 supercar can blast from 0 to 62 mph in a scant 2.9 seconds. How much time is that? About how long it takes to query, "How long is that?" This, of course, means the burst to 60 will be an even brisker 2.7, or "How long is..." Still better is Lamborghini's projected quarter-mile time of 10.5 seconds, a full tick ahead of the last 638-horse Corvette ZR1 we tested. Wow is right.

Supercars from Sant'Agata have always been known for crazy speed, so in the interest of full disclosure, the Aventador's top clip is an especially ludicrous 217 mph. Also ludicrous: a sticker price starting at $393,695, or over thrice the price of said ZR1. That's a lot of moola, for sure, but given the Aventador's scintillating stats, it begins to look less rip-off Vette and more bargain Bugatti, a car that costs roughly $2 million yet is barely quicker. All that said, when waxing lyrical about his brand's latest achievement, Lamborghini president and CEO Stephan Winklemann isn't as enamored with the Aventador's dynamite acceleration, or stratospheric top speed, or single-family-home price tag as he is with the supercar's handling. Yes, unlike Lambo's previous poster material -- last year's Murcielago, and the Diablo and Countach before that -- the Aventador's number-one development objective was to turn right and left as skillfully as it jets straight ahead.

If you don't believe me, consider the following: Instead of holding the Aventador's press launch at a multi-mile airstrip or high-speed oval, both of which are conducive for accel and Vmax testing, Lamborghini chose the Autodromo di Vallelunga, a tidy, 10-turn track just outside of Rome. This is a venue where the steering wheel rarely resides on-center. Further, the Aventador utilizes numerous high-tech advancements designed for conquering extreme lateral -- more so than longitudinal -- forces: electronically controlled Haldex IV all-wheel drive, a dry-sump oil system, F1-style pushrod and rocker-arm-actuated coil-over shock suspension, and a 150-percent-stiffer 325-pound carbon-fiber monocoque structure that helps reduce the body-in-white to 506 pounds, about 30 percent lighter than the Murcielago's. Ferrari flagships have always been superior track stars, a fact the Aventador is out to change

2009 Cadillac CTS Review

Arguably the best GM car available in North America, the CTS is proof that Cadillac can build a world-class competitor against the best from the German and Japanese luxury brands. For 2009, the CTS received its second 10 best cars award from our editors.
Perhaps the best part of the CTS is its ability to become Clark Kent or Superman, depending on who is behind the wheel. For those who seek classic Cadillac-brand luxury, the CTS will coddle occupants with a smooth and supple ride. The interior is quiet and subdued, and engine noise remains distant. And yet should one ask the CTS to act like a sports car, it happily obliges. Quick responses, direct and accurate steering, a solid and imperturbable structure, and lively rear-wheel-drive handling give the CTS sports-sedan credentials that were once exclusive to sedans from Germany. Opt for the new-for-2009 supercharged CTS- V , and the CTS then becomes a rival to the fastest four-doors in the world. The CTS- V is quick enough and refined enough to take on the Audi S6, BMW M3 and M5, Lexus IS-F, and Mercedes-Benz C63 AMG and E63 AMG.
Three engines are offered in the CTS. The base engine is a 3.6-liter DOHC V-6 with 263 hp and 253 lb-ft of torque. The next rung up is a direct-fuel-injection version of the 3.6-liter V-6 that musters a serious 304 hp and 273 lb-ft of torque. Both V-6s come with a six-speed automatic or a six-speed manual. In our testing, we found that the less powerful engine was only 0.4 second slower in 0-to-60 acceleration, something most buyers will never notice. What buyers will notice is the 556 hp of the supercharged 6.2-liter V-8 in the CTS- V . Acceleration in the V car is spectacular, with 60 mph arriving in 4.3 seconds in the manual car and 4.0 seconds in the automatic-equipped version.
Both V-6s deliver nearly identical fuel-economy numbers and burn regular fuel. With the automatic transmission, the base 3.6-liter delivers EPA ratings of 18 mpg in the city and 26 mpg on the highway. Opting for the more powerful direct-injection version of the engine hurts fuel economy by only 1 mpg in the city cycle. Manual versions of both engines deliver 16 mpg in the city and 25 on the highway. When equipped with all-wheel drive, the base engine returns 17 mpg in the city and 25 on the highway. All-wheel-drive versions of the direct-injection V-6 get 17 mpg in the city and 26 on the highway. The supercharged V-8 in the CTS- V delivers an estimated 15 mpg in the city and 19 on the highway.
The interior of the CTS is a huge improvement over that of its predecessor. A vinyl-wrapped dashboard mimics the leather dashboards of far more expensive cars and is standard on all models. Handsome analog gauges are nestled behind a thick-rimmed, leather-wrapped steering wheel that feels good in your hands. Many of the CTS’s controls and switchgear are exclusive to the CTS and look expensive with a nice feel. An optional navigation system rises out of the top of the dashboard at the push of a button. Back-seat space is excellent, especially when compared with German and Japanese cars that cost about the same as the CTS. In fact, the CTS is a size up on the BMW 3-series, Lexus IS, and Mercedes-Benz C-class.
In its only Comparison test thus far, a CTS with a manual transmission was pitted against a BMW 328i manual, Infiniti G35 manual, and Mercedes-Benz C300 manual. The Cadillac finished in third place, mostly because the manual transmission in the car lacked refinement.

The CTS is a refined and handsome sports sedan that will coddle traditionalists and convert buyers raised on German and Japanese sports sedans. The CTS’s interior is world-class, the car has exceptional handling, the exterior is unique without being garish, and the CTS is priced below other sports sedans its size. Both V-6 engines provide more than enough power, but for those seeking even more performance, the CTS- V delivers a very serious 556-hp punch and track-ready handling.

2011 Kawasaki Ninja 1000

It all starts with a core motorcycle – frame, engine, suspension – that’s so good, so flexible and so downright capable it’s been wowing press and customers worldwide all year long: Kawasaki’s amazing Z1000 super-standard. Using the Z1000’s new-think engine and chassis package as a starting point, Kawasaki engineers added radical, knife-edged bodywork along with a host of cool features that push the Ninja 1000’s performance, capability and flexibility envelopes to amazing heights.

 

Ninja 1000 motivation comes by way of a highly advanced open-class powerplant – a 1,043cc, DOHC, liquid-cooled, 16-valve inline-four featuring a long-stroke design for instantaneous power, a slick-shifting six-speed gearbox, and no-fuss electronic fuel injection for the type of seamless throttle response.

 

Power? There’s a ton of the stuff, but the real magic of this engine is its flexible, midrange-heavy thrust that accelerates you out of corners and away from stops in a satisfying manner that’s sure to keep you entertained. At seemingly every rpm, the Ninja 1000 engine produces the sort of smooth, instant-on thrust many hard-core sportbikes just can’t match.

The new Ninja 1000 features an advanced aluminum frame similar in design to that of the all-conquering Ninja ZX-10R sportbike. The lightweight cage curves over the engine, cradling it from above and bolting solidly to it in three places, with a rubber-backed fourth mount provided for added vibration isolation and torsional rigidity.

Strong, responsive stopping power is provided by the new Ninja’s racing-spec brakes. Dual 300mm petal-type rotors up front are squeezed by ultra-rigid radially mounted calipers pressurized by an equally race-spec radial pump master cylinder. In back is another high-tech disc setup. Braking power and feel at both ends are amazing, giving rookies and pros alike a feeling of confidence while aboard.

But perhaps the most stunning aspect of the new Ninja 1000 is its racy, full-coverage bodywork. A manually adjustable, three-position windscreen helps here, allowing riders to pick just the right setting for their height and riding style. Integrated front turn signals, a ZX-6R-spec front fender, a wildly styled exhaust system and a full-featured instrument panel help complete the look. It’s one you won’t soon forget.

 

And despite its radical stance, the new Ninja 1000 retains comfortable ergonomics. The handlebars are mounted higher than on a supersport machine and the pegs a touch lower, all of which makes the Ninja 1000 a capable medium-haul tourer.
It’s rare to find such all-around functionality and performance in a sport motorcycle these days, with many bikes so specialized they’re almost one-trick ponies.

2011 Corvette ZR1

 

 

 

 

General Motors revealed its range-topping Chevrolet Corvette ZR1 "supercar." As expected, the ZR1 is the most powerful and most expensive Corvette model ever.

-New LS9 motor produces 620 horsepower at 6500 rpm

-595 pound-feet of torque at 4000 rpm.

-Supercharged 6.2-liter V8

-Close-ratio six-speed manual gearbox with a new high-capacity clutch designed for the increased power.

-The twin-disc 260mm design provides plenty of clamping power, while maintaining a relatively easy clutch action.

-ZR1 has a 3.4 second zero-to-60 time.

-The ZR1 has the largest wheels ever of any production Corvette in diameter and width.