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Archive for the ‘Driving Force’ Category

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.

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.

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.

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.

Here are some portable, high-tech, and smart baubles to shake your tree.
By Bill Heald

Striker FLEXiT
Amazon.com • $30
We’ve come a long way since the days when you tossed a flashlight into your glove box and longed for another set of hands when you actually needed to use it. The FLEXiT, which resembles a waffle iron that’s been run over by a semi, packs flat and is a welcome provider of illumination for midnight vehicle repairs. You can activate two, four, or the full grid of 16 LED bulbs to suit your needs, and a pair of magnets helps this bendable light buddy perch anywhere.

Keyport Ultimate Key-Chain Alternative
MyKeyPort.com • $50, plus $5 per key slider
Keys unlock our most treasured possessions, yet they can jab us in the leg, too, if not contained. The Keyport is a clever little box that turns jangling keys into cool, compact sliders, and the six slots can stow a USB fob or LED light, too. Motorcyclists will appreciate how the Keyport keeps their keys off the finish around the ignition cylinder, and everyone will love how classy it looks.

Gerber Bear Grylls Ultimate Kit
Amazon.com • $40
Expect the unexpected, no matter what style of conveyance you choose. Whether you’re varmint-hunting in your Range Rover or canyon-carving on your Ducati, an ultra-portable survival kit makes perfect sense. Survival expert Bear Grylls has teamed up with Gerber to put together a comprehensive 16-piece survival pouch that includes everything from a jewel-like Miniature Multitool to a fishing kit. A tightly packed pocket survival guide helps you make the best of what you have until rescue.

True Temper AutoBoss
AmesTrueTemper.com • $13
When you get caught in an unexpected snowstorm, using just a credit card, your hands, and/or a copy of this publication to dig out your vehicle can prove unsatisfactory—especially when your date is waiting in your stuck car watching the minutes tick by. The AutoBoss stows almost anywhere in your trunk or interior, and with the flip of a lever locks into a surprisingly sturdy shovel that’ll help get you on the road and to your destination in time for the first course.

OnStar FMV
OnStar.com • $299 plus installation and monthly fee
We’re becoming more connected to everything and everybody with each passing day, and GM’s OnStar subscription telemetric communications system (including automatic crash response, turn-by-turn navigation, hands-free calling, emergency services, and roadside assistance) is a part of that trend. Until this year it was only found in GM vehicles, but now the company has launched OnStar FMV (For My Vehicle), which allows for installation of the rearview mirror–based device on a broad variety of cars and trucks.

Stanley Lithium-Ion Jump-Starter
Amazon.com • $150
When your electrons are not cooperating on the battery front, you’ll go nowhere no matter how exotic and sexy your ride may be. Stanley’s surprisingly compact lithium-ion powered Jump-Starter is an intelligent little powerhouse that can provide enough oomph to safely jump-start your hoopty, and it even has an onboard light and USB port to charge portable devices. Robust construction makes it durable, and the state-of-the art battery recharges quickly after use, using 120V house current.

Roadgear Programmable Tire Gauge
Roadgear.com • $33
As amazing as modern technology is, tires are still tires and accurate tire pressure is critical to everything from handling and fuel economy to getting you safely down the road. While Roadgear’s programmable tire gauge is designed primarily for motorcycle use (you can enter your front and rear-tire pressures so you always have them on the gauge for reference), it’s so good at accessing hard-to-reach tire valves that you’ll use it on anything.

Aerostich DarienLight Jacket
Aerostich.com • $427
Nobody does versatile motorcycle wear better than Aerostich, and its American-made DarienLight may just be the ultimate jacket for anybody who spends long days in the saddle, whether commuting or touring. This lighter-weight version of the Darien jacket has a roomy cut that works on everything from sport bikes to dual-sports. It’s especially suited for hot weather and has billions of pockets, huge ventilation zippers, high-tech body armor, and Gore-Tex technology for all-weather performance.

Garmin Montana 650t
Garmin.com • $700
There are a lot of GPS units out there, but only one offers the ultimate in rugged versatility. This is a stout, weatherproof, sophisticated GPS unit that’s as at-home as a handheld hiker as it is mounted in your car, motorcycle, boat, or ATV (using a mounting kit). A barometric altimeter, five-megapixel camera, and the ability to run off of a lithium-ion battery pack or good old AA batteries are just a few of this tough titan of tech’s features.

Alpinestars CR-4 Gore-Tex XCR Boots
Alpinestars.com • $200
Did you know that in the realm of proper motorcycle footwear (meaning far more protection and support compared with street shoes) we now have a lot of stylistic choices? Alpinestars is famous for great riding and driving apparel, especially racing gear, and now this includes a great new pair of all-weather casual riding boots that are ideal for around town scooting. Composed of coated leather with suede and textile components, there are numerous protective features and a Gore-Tex lining for all-weather comfort.

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?

Even tough guys can use a touch of class.
By Bill Heald

FORD, CHEVY, AND DODGE HAVE BEEN AT ONE ANOTHER’S THROATS FOR DECADES in a brutal grudge match to prove who builds the toughest full-size pickups. Chrysler has dropped the Dodge nameplate to go solely with Ram to further enhance the ass-kickin’ image, and the company has created very rugged, advanced truck platforms for both the half-ton and heavy-duty pickups. To further make waves in the marketplace, the company decided to balance ruggedness with the best in Western country-club-style luxury living by introducing an ultraluxurious trim level called the Laramie Longhorn. This is designed to set new standards for upscale comfort, while complementing Ram’s unique engineering features, to create the ultimate class-act pickup.

While the Longhorn’s elaborate trimmings are available on the 1500, 2500, and 3500 Rams, the real gentleman’s high-class hauler is the 1500 Crew Cab 4×4, for it has a smooth ride and civilized presence that the heavier trucks just can’t match. The hard parts include Ram’s unique coil-spring multi-link rear suspension—a setup that handles a 1,470-pound payload with ease, yet delivers a ride that rivals some automobiles when it comes to comfort and smoothness. The standard engine is the much-admired 5.7-liter HEMI V-8, teamed with a five-speed automatic transmission. While you will undoubtedly get attacked by trolls if you attach this noble steed to some grotesque rental trailer, should you have something truly worth towing, you can haul up to 9,950 pounds behind this muscular machine. Of course, you must opt for the clever RamBox cargo system, which uses the usually empty rear fender sides as lockable, illuminated, drainable storage bins.

The exterior of the Longhorn is a study in nonexcessive opulence (like 20-inch chrome wheels and white gold paint treatments), but the real trip comes when you climb into the cab. Think of Dorothy entering the Land of Oz, except this time you don’t just get Technicolor visual delights; you also get the rich, deep aroma of a first-class Western saddle shop. “We took Ram Laramie Longhorn’s design cues from traditionally handcrafted, time-tested wares, such as the antique pocket watch, a fine pair of hand-tooled leather cowboy boots, a collector’s-grade shotgun, or a horseman’s saddle,” explains Chrysler’s Ryan Nagode. “The metal and leatherwork are second to none.” There’s a herd’s worth of classic cowhide accented by burled walnut, and the bark-brown seating option includes “laser-etched filigrees” with a handworked appearance. You might think twice about hauling compost in the bed of a pickup with filigrees, but rest assured this is still one very tough, albeit civilized, truck.

Longhorn Hides, Meet Mr. Hyde
If the erudite Ram Longhorn is Dr. Jekyll, then the Power Wagon is its ultimate dark-side alter ego. This is literally a lumberjack of a truck, built to conquer any and all obstacles in your path while hauling serious hardware and the crew you need to use it. Just climbing into the cab requires effort, but once you’re there, the rugged 4×4 drivetrain (with a traditional straight axle up front and electronic locks for both differentials) and vast ground clearance don’t just conquer what lies ahead; they will embarrass the terrain if it dares to impede your progress. Unlike the Longhorn’s leather smokingjacket interior, the Wagon is all business, with tough rubber mats and durable fabric, even in the glove box, with no filigrees to be found. The Ram 2500 Heavy-Duty is the starting point for this marvel that features a custom-built 12,000-pound Warn winch, full skid plates, Bilstein shocks, 32-inch off road tires, and an electronic disconnecting front sway bar to facilitate wheel articulation when climbing over lesser pickups. This is a hard truck that rides like one, but there’s one excellent nod to civilization: the optional 506-watt Alpine sound system.

Concept vehicles used to be wishful thinking. Now they’re closer to your driveway than ever.
By Bill Heald

Jaguar C-X75
Contemporary technology has done great things for automobiles, and I’m not just talking about how cuttingedge engineering makes our rides more stimulating. An additional benefit involves how fast designers’ dreams can go from the drawing board to reality, and incorporate more complex body forms, hybrid drivetrains, and the latest electronic devices. Jaguar’s C-X75 may have one of the hottest profiles in this group, but it’s so much more than just a great body. This beautiful supercar is a boldly ambitious project that blends an advanced power train with futuristic styling, ultimately producing an aggressive departure from even the most dramatic Jaguar concept efforts to date.

The 778-horsepower “propulsion system” uses electric motors at each wheel as a primary drive system, supplemented by midengine micro gas turbines that can charge the batteries and/or provide supplemental power. Not only is this a snarling carnivore in terms of acceleration and top speed, but this is also a green avenger that uses plug-in hybrid technology. Jaguar claims a range of more than 550 miles. That means if you charge the batteries at your provincial estate a few hours before you depart to bid on that van Gogh you want to hang above the fireplace, you can travel around 60 miles solely under emission-free electric power. Then the engines fire up to recharge the batteries and provide thrust as needed. A 205-mile-per-hour projected top speed puts the X75 in rare company, and while of all the vehicles here this may be furthest from mass production, Jaguar will sell you a limited-edition coupe based on the concept (sans the micro turbines—you’ll get a more conventional engine for now). It will have only two electric motors instead of four, but it should still get up to 60 miles per hour in about three seconds. Act fast, though, as the company will build only 250 units at somewhere around $1.2 million a pop. That van Gogh can wait, yes?

GMC Sierra All-Terrain HD
Whereas most concepts tend to start from a clean sheet of paper, GMC has taken its heavy-duty truck platform and used it as a starting point for the ultimate work/play/overthrow and pillage vehicle, and it’s as functional as it is eye candy for truck lovers. The most critical modification involves tweaking this massive vehicle so it can surmount just about any obstacle you might encounter both on- or off-road; this is achieved through increased ground clearance, better approach/departure angles, customized control arms, and fully adjustable Fox shocks (from a company famous for its off-road racing expertise). Electronic disconnection of the front stabilizer bar, which enables greater suspension travel on rocky terrain, is accomplished at the touch of a button. There’s full composite underbody protection, and cool (yet very practical) features abound, such as lockable, lighted storage compartments and motorized assist steps for the cab and cargo bed to make access easier (they tuck away for off-road driving). Power comes from a 397-horsepower Duramax V-8 diesel. Since that’s been coupled with the Allison transmission, this truck can haul 2,700 pounds and tow 13,000 pounds. Obviously this isn’t just a design exercise; it’s a seriously capable mountain-mover. “It’s the ultimate professional-grade tool for construction crews, ranchers, and adventurers whose activities aren’t limited by where the pavement ends,” explains Lisa Hutchinson, GMC product marketing director. “Although it is strictly a concept, it is a pretty realistic one.”

SAAB Phoenix
This dream Saab, which resembles a stainless-steel cruise missile (with butterfly doors), is a stunning machine that lures you in with artfully sculpted lines and phenomenal detail work. The company itself has been plagued with changes in ownership, financing, and other trivialities, but when it comes to aviation-based design mastery (Saab started out by building fighter planes, after all), these Swedes are hitting on all cylinders. I should say they’re turning on all motors, too, for like so many of our concepts here, this is a highperformance gas/electric hybrid. The front wheels are driven by a state-of-the-art turbocharged engine, while the rear wheels get an electric motor for multimode all-wheel drive operation. The body around this drivetrain is a perfect example of what can happen when you give designers a free hand. Saab likes to describe the form as “tightly wrapped by a liquid-like skin, with the teardrop cabin resembling a dark ice block appearing to erupt from the center of the muscular bodywork.” At the New York International Auto Show, there was a giant ice sculpture next to the PhoeniX to support this contention, but I think most visitors were too focused on the car to notice. Conventional door handles or crude mirrors on stalks don’t compromise the airflow over this exquisite body, because electronic latches and tiny cameras handle these chores instead. Saab calls the minimalist interior styling (featuring innovative LED light tubes) an “aeromotional” design strategy, incorporating “fire and ice” effects. Onboard tech includes Google Android–sourced web access for maps, music streaming, and ultimately downloading specialized applications.

Infiniti G Convertible
One of the most successful types of concept cars (meaning a design that not only gets attention but ultimately ends up as a lightly modified production version) is a convertible variant of an existing model. Infiniti’s division-within-adivision, called IPL (for Infiniti Performance Line), is a place where both styling and high performance get priority over pure practicality, so production numbers are kept quite low. The G convertible concept takes the basic underpinnings of the IPL G coupe and adds a threepiece retractable hardtop for the kind of open-air pleasure only topless motoring can deliver. An IPL-tuned V-6 resides under the hood, and assuming it follows the coupe’s lead, there’s a robust 348 horsepower complemented by a specially tuned sport suspension with more responsive steering response than is found in most luxury autos. The body is carved to cut through the wind with effortless efficiency, and in return the aerodynamic body structure has a balanced flow to it that is a beauty to behold, especially in the concept’s lustrous Malbec Black finish. One common problem a lot of cars have when a convertible version is created from a coupe is a loss of the car’s styling aesthetic, as if the idea of having a removable top was purely an afterthought. The IPL G is one of those beauties in life that looks much better topless, as if this state is exactly what nature intended all along. Will a car that’s pretty much identical to this gorgeous concept see production soon? We wouldn’t bet against it.

Cadillac Urban Luxury
Back when Cadillac originally released the CTS sedan, the world was shocked and delighted with the bold, angular styling, a dramatic departure from anything Cadillac had ever done before. It was risky but it paid off handsomely, so now when we see a sharp, chiseled box like the Urban Luxury Concept it’s not hard to imagine that GM has the stones to bring something like this to market. True, it looks like it rolled off the set of a sci-fi movie, yet there’s plenty of family resemblance to identify the American luxury brand, and practical engineering in the tall, cubical profile (and even the bizarre scissor-style doors). This is a clever answer for those craving a roomy luxury vehicle in a crowded urban environment, as it seats four comfortably, yet, as Cadillac puts it, is “comparable in size to popular city cars found in Paris, Shanghai, and London.” Those trick scissor doors swing forward and up for access to both rows of seats and can be opened in really tight quarters. The hybrid drivetrain is likewise designed to facilitate congested metropolitan lifestyles with a one liter Inline Triple engine teamed with electric-assist technology. City-mileage figures are estimated to be well over 50 miles per hour, yet this is no econobox in terms of interior accommodations. Touchpad screens and projected readouts take the place of most traditional gauges, and the interior is trimmed with exotic materials, while the latest-generation interactive hardware interfaces with top-shelf audio, navigation, and comfort accessories.

Scion FR-S
Toyota’s Scion division has been aimed at young, entry-level drivers, yet it has sold a lot of vehicles to everybody from urban customizers to fun-loving retirees. So when it announced a new concept at the Javits Center in Manhattan, I think most journalists were expecting a creative, stylish, youth-centered ride that was ultimately just an economy car. What Scion delivered was a wickedhot coupe that is all about driving desire; in fact, it’s a purist’s sports car that’s engineered to be user-friendly and affordable. The FR-S (for Front-Engine, Rear-Wheel-Drive Sport) looks almost like a baby Ferrari 308, yet the real goodies are housed in the chassis beneath. There’s a small but potent flat-four boxer engine, and a design that has a really low profile and therefore a low center of gravity for optimal handling. Since Toyota owns a chunk of Subaru (and this is its signature engine architecture that powers the likes of the WRX performance sedan), it’s certainly possible there’s some Outback in the heart of this Scion. A fully independent suspension, rear-wheel drive, and lightweight construction all point to serious corner-carving capabilities.

This is an all-new design, but there’s heritage at work here, and it comes from the desire to build a weekend racer’s dream. “The FR-S Concept is most closely inspired by the AE86 Corolla,” explains Scion Vice President Jack Hollis. He’s referring to the classic “hachi-roku,” as it was known in Japan, a budget road-racing icon from 25 years ago. “The AE86 didn’t rely on brute horsepower,” he continues, “but instead a remarkable combination of a lightweight design, manageable power, and great balance. It made its way into almost every genre of racing, from grip to drift, and from the circuit to mountain roads.” This is one of those concept cars that is so brilliant it has to make it into showrooms. We hope. Please?

Chevrolet turns to a land founded by convicts to turn up the heat on the bad guys.
By Bill Heald

You know that ugly sensation: You look in the rearview mirror because something shiny got your attention, and it turns out it’s the rolling lights of a cop car pulling you over. Only a certified idiot would try to elude such a law enforcement encounter, as they’ll nail you anyway, and you’ll ultimately pay a high price for such tomfoolery.

But maybe you think your badass ride can outrun the heat. Chevrolet has just made things much bleaker for your criminal aspirations, and much more satisfying for the boys and girls in blue. Finally fed up with Ford’s domination of law-enforcement vehicle fleets, General Motors has built a cops-only pursuit machine to alter the Crown Victoria–dominated landscape that’s ruled the roost for nearly two decades. The fact that the Crown Vic is now out of production will help, but no matter. The Chevy Caprice Police Patrol Vehicle (PPV) is the auto equivalent of bringing a howitzer to a knife fight, and the baddest dude on the block when it’s time to put the hammer down and whip out the badge.

As is so often the case, though, there’s a dark side for us civilians. Once you see what’s really going on here, you’ll realize the cops are getting something we used to have, but has been taken away. Frankly, we have a right to be pissed off. Remember the excellent rear-drive Pontiac G8 GT back in 2009? That hot V-8 muscle car with four doors was basically a reworked Holden Commodore, which was built deep in the heart of Australia. The GT (like Pontiac itself) is gone, but its six-liter V-8 has found a home in the new Caprice PPV, which is directly based on the Holden Caprice (re-badged for police duty in the United States, of course) and built in Elizabeth, Australia.

Oh, fine.

So why did GM hand the police this renegade from the outback, with its 355 horsepower and growling predator attitude? Maybe they realized Mad Max was a cop (or started out as one in the first movie, anyway) and wanted to somehow repeat history. Max would love this thing, too, as it’s designed from the ground up to be everything the cops ask for, and more. The triedand-true rear-drive architecture is still preferred in most performance driving situations, as it makes the car easier to handle at the limit. The six-speed automatic transmission is reinforced against the hammering it will undoubtedly get while on duty, and a standard limited slip differential helps keep the law moving, even under slippery conditions. In the interests of durability, there are engine-oil, transmission, and powersteering coolers, as well as electric cooling fans and high-strength EPDM (ethylene-propylene-diene monomer) coolant hoses.

The new Caprice has a sizable interior (112 cubic feet, they say), so as to “provide officers with more comfort for long hours on patrol. The front seats are sculpted to ‘pocket’ the equipment belt, which greatly increases the comfort for a great range of police-officer sizes.”

Indeed, and another benefit included in this big-ass sedan is the fact that even the more massive gendarmes out there will never look as if they’re emerging from a clown car when they arrive at a crime scene (a problem with some smaller patrol vehicles in the past). No doubt the K-9 version of the car will make the German shepherds who serve happy, too, as they’ll have more room in the back to stretch out and nap during a long shift. The trunk has a whopping 17.4 cubic feet of space for all the lovely bundles of ordnance, SWAT gear, and other bits of paraphernalia cops desire.

Speaking of things cops like, I’ve described this new police vehicle without ever mentioning any small fried cakes of sweetened dough, and I think that’s laudable. Maybe when one of these awesome PPVs pulls me over, I’ll just get a warning, right? I know, fat chance.

Super Sport doesn’t begin to describe the muscle behind the 2011 Bugatti Veyron. With two tons and 1,200 horsepower at your disposal, you’ll feel like you rule the world.
By Nick Hall

At one time, the Bugatti Veyron was the fastest, most powerful, most expensive, most near-perfect production car in the world. It was considered a landmark in engineering and the best of its class. Not anymore.

Bugatti has topped itself with the Super Sport. According to the French marque, this new creation was a direct response to customer demand for a more extreme machine. It doesn’t hurt that Pierre-Henri Raphanel took it to 268 miles per hour, reclaiming the production car speed record that was briefly snatched by the Shelby Super Cars Ultimate Aero in 2007.

And though this Super Sport is a middle finger to the world as it stands right now—an economic and environmental Antichrist—that’s a problem for lesser minds to worry about. The Veyron Super Sport isn’t so much a car as it is a teleporter, as a mere tickle of the throttle makes it eat up road. Mash the right pedal and 1,183-brake horsepower (that’s 1,200 horsepower) is unleashed on the road. Most 1,000-brake horsepower cars would simply spin into the nearest tree if handled that way. The Super Sport measures every ounce of the 1,106 foot-pounds of torque and takes off like a bullet.

But it’s so much more than the headline numbers. It storms past 62 mph in 2.5 seconds, 125 mph in 6.7 seconds, and 185 mph in 14.6 seconds—four seconds faster than the “stock” Veyron. Customer cars, sadly, are limited to 258 mph to save the tires, which will cannibalize themselves in 15 minutes at full speed. Perhaps it’s lucky that the car runs out of fuel in 12. The Veyron Super Sport’s majesty lies in the fact that you will run out of nerve, police goodwill, and freedom long before the car runs out of puff.

There is a new aero setup, and under the skin the car gets four bigger turbos, revised cooling to cope with the W-16 (a 16-cylinder piston internal-combustion engine), a quad turbocharged furnace mounted in the middle, a new exhaust, and trick suspension. Even the monocoque sports a lighter, more expensive variety of carbon fiber. They may be small changes, but they add up.

The eight-liter powerhouse explodes into life with noticeably more aggression than the old car. While the 1,001-horsepower version settled into a near-sedate idle, the Super Sport pulsates, throbs, and cusses. But when it comes time to roll and you shift into drive, the Super Sport pulls away smoothly, which is incredible considering how much torque it must contain.

Within minutes we’re doing stupid speeds on single-track roads, but the car is imperious and hides its more than two tons of mass (that’s 4,052 pounds). The weight evaporates at the apex and the car dances through bends with Olympic grace.

Though you’d never even think of driving the Veyron sideways (it’s just too good for those shenanigans), it will crush each corner and blow through faster than any other car could manage. And that’s without sinking into handling mode, which drops the front end to the deck, lifts the rear wing, and opens up a whole new can of crazy.

When we hit the long straight, my passenger, development legend Loris Bicocchi, gives me the metaphorical wink. I plant it; the car kicks down three gears and launches down the road. We hit the 1,200-hp point, and apart from a vicious shudder at 5,000 rpm as the traction control stops the turbo boost from melting the tires, the acceleration is like a constant, violent wave.

With the traction control off, apparently, all four wheels will pour out smoke at this point and melt the Michelin rubber. Then again, if you can afford the $2.2 million price tag for the base car, $2.5 million for the naked carbon-fiber car I drove, or $2.73 million for one of five black and-orange World Record editions, fuel and rubber costs are little-people problems.

It’s a sad fact that only 300 Bugatti Veyrons will be built (only 30 of those will be Super Sports), and as the original was well beyond the driving skills of mere mortals, the extra speed is more about bragging rights than necessity. Still, this is a new landmark, the new benchmark by which all other cars will be measured. Not one will come close.