Noble M600

For a car that took a few years to develop, you would think that Noble would take to great lengths in hyping the hotly-anticipated production debut of their new supercar, the M600.

Instead, it was about as low-key as it could get. On one hand, we weren’t surprised considering that the company isn’t particularly known for bombastic and glitzy unveilings. On the other hand, you would think that a car of this stature should have had its own stage, a chance for the world to see the final product of Noble’s hard work and dedication.

In any case, Noble has finally introduced the production version of the M600 and yes, the car looks to be as good as advertised. The supercar’s appearance maintains a slender and contoured shape that doesn’t scream for attention every time you look at it, unlike other supercars we’ve seen in the past. For those of you that think a subtle yet aggressive design on a supercar doesn’t work, the M600 is proof that it definitely can. It’s also worth noting, at least as far as we’re concerned, that at first glance, you notice a few similarities with other supercars. It doesn’t mean that Noble spiked some design elements from its competitors, but rather used them as inspiration to design a car that looks about as stunning as we imagined.

Noble has announced that the M600 is finally ready to be delivered to its first customer. According to the British automaker, the M600 will be built at a rate of just one car per month, delaying the vehicles’ deliveries to their rightful owners. Not the best way to please customers, but hey, at least the first supercar is ready to be sent out so that’s a plus.

Exterior and Interior

More than the full carbon body that the M600 is built on, the car’s overall design kind of reminds us of a combination of a McLaren MP4-12C, an Audi R8, and a Nissan GT-R.

Inside this gorgeous supercar, there’s plenty of carbon fiber to make the driver feel like he’s surrounded in it, which is a pretty awesome deal. On top of that, the M600 also comes with black and red Alcantara and leather trim with red stitching and full on carpeting. The car also has an on-board satellite navigation system, a funky matchstick-looking transmission, and that unmistakable red switch that has “TC” scribbled on it. “TC”, if you didn’t know, stands for traction control. Yeah, that’s right. Traction control.

Performance

We’ve already touched on the powertrain under the hood of the M600. Just in case you’ve forgotten, it has a Volvo-sourced mid-mounted 4.4-liter V8 engine with a couple of turbochargers in it. For the M600, Noble is producing three power variants – a 450 horsepower, a 550 horsepower, and a range topping 650 horsepower with 654 lb/ft of torque – giving customers a choice of how much pony power they prefer to have on their supercar. All these models are then mated to a six-speed manual transmission.

For the top-of-the-line model, the car is capable of blasting from 0-60 mph in less than three seconds with a top speed of 225 mph.

Pricing

Noble has not yet released a price tag on the M600, but the persistent rumor is that the car is expected to retail for £200,000, which is about $320,000 based on current exchange rates. That number isn’t official by any means and given the car’s capabilities, we wouldn’t be surprised to see the price spike when Noble officially announces it.

Despite the price tag of the M600 still being kept under wraps, there have already been 52 deposits for this supercar, which is kind of amazing given the fact that nobody outside Noble knows how much the car is going to cost.

Competition

At first, using a Bugatti Veyron as an example of a competing car is tantamount to high treason. But if you look at the figures of the almighty Bugatti supercar and compare it with the upstart M600, then it doesn’t sound as ridiculous. Sure, the Veyron has tons more horsepower than the M600, but with a curb weight of just under 2,645 lbs., the M600 has a 550 hp/ton power-to-weight ratio, a number that’s actually better than the Veyron’s 521 hp/ton power-to-weight ratio.

Mercedes-Benz SLR McLaren

Introduction

The two-seater, with its striking swing-wing doors and styling elements borrowed from the Formula 1 Silver Arrows, builds on the legacy of the famous SLR race cars of the 1950s. Equipped with cutting-edge race car technology and ground-breaking new Mercedes developments, designed to ensure a high standard of safety and suitability for day-to-day use, the new SLR creates a distinctive image for itself as a 21st-century Gran Turismo - a thrilling synthesis of tradition and innovation.

It is the very high levels of practicality and luxury that truly make the interior of the SLR stand out. Individually padded carbon-frame seats, a multifunction steering wheel with race-car-type buttons for manual gear selection, clearly arranged chronometer-style instruments and high-grade materials define the atmosphere inside the high-performance sports car.Alongside carbon and aluminium, the Mercedes designers have used "Silver Arrow" leather, specially developed for the SLR, which is available in the distinctive red of the legendary 1950s SLR race car.

Mercedes SLR Data

Base Price 450,000 USD
Power 617 hp
Zero to 60 mph 3.8 s
Zero to 100 mph 8.6 s
Top speed 207.5 Mph

History

The Mercedes McLaren SLR is inspired by the Mercedes-Benz 300 SLR of 1955. This sports car racer was actually based on the W196 F1 car, yet named after the road-going Mercedes 300SL Gullwing . The 21st-century Gran Turismo is made almost entirely from carbon fibre composite. This lightweight yet extremely rigid material originated in the aeronautical and space industries and has also proven its benefits in today's Formula 1 race cars. The weight advantage of the high-tech material over steel is around 50 percent, and the carbon fibres, on impact, are characterised by four to five times higher energy absorption than steel or aluminium. Mercedes-Benz exploits these qualities by incorporating two 620-millimetre longitudinal members made from carbon fibre in the front structure of the new SLR. These absorb the entire energy of the crash in a defined head-on collision, leaving the passenger cell largely undamaged. It is also made entirely from carbon fibre composite and therefore offers a very safe survival zone in side-on or rear-end collisions too.

Technology

The SLR has a supercharged 5.5 (5439cc) litre dry sumped 90 degree V8 . It produces 466.8 kW at 6500rpm (626 hp) and 780 N·m (575 ft·lbf) torque at 3250 - 5000 rpm. Unlike most of its contemporaries, is front-mid mounted. AMG technicians took the original SL-55 AMG engine and optimized its capacities by enlarging the fuel pump, the cylinders, and put a larger cooling system that absorbs air to cool down the engine. Mercedes-Benz has introduced new material technology to the manufacture of the brake discs too. They are made from fibre-reinforced ceramic and are characterised by high fade-resistance and a very long life. In collaboration with the electrohydraulic braking system, Sensotronic Brake Control (SMC™), they allow outstanding deceleration figures too, impressively underlining the motor racing heritage of the Mercedes-Benz SLR McLaren.

Ferrari Enzo

Introduction

The race track has always been the testing ground for the advanced technological research that later went into Ferrari's road cars. The very first Ferrari, built in 1947, was a 12-cylinder racing car. From that first 12-cylinder, 126 more were born, destined for both track and road. The Enzo Ferrari is not only the marque's latest V12, it is also a pinnacle of excellence drawing on the experience of victories in the last four years of the Formula 1 World Championship, thus endowed with the very latest automotive technology.

Company founder Enzo Ferrari always felt that design of the road cars should stem from the racers. Therefore, it was entirely logical that the company's latest creation should bear his name. The Enzo, built in a limited run of 399, is an outstanding expression of the concept of extreme sportiness, developed for road use, yet epitomizing the most advanced concepts of Formula 1 racing technology.

Ferrari set out to develop the Enzo as an integrated system designed for extreme performance, in which even the limits of the performance achievable by the driver were enhanced, thanks to a man-machine interface typical of Formula 1.

Never before has style been derived so directly from function as in this model. Pininfarina wanted to create an uncompromising car that would break away from the approach used for the GTO, F40 and F50 that preceded it, to develop a new formal language that looked to the future. The engineers tried to create visual links with the world of Formula 1, to which the Enzo owes its technology, while highlighting its compactness and lightness. The result is a complex, sculpted form.

The use of advanced composite materials for the bodywork, with parts made of sandwich panels of carbon fibre and Nomex, allowed the designer to structure the bodyshell while keeping the weight to a minimum, and creating "extreme" stylistic forms.

The front, with its two air intakes for the radiators and a raised central section, is an interpretation of the Formula 1 front section with a small pointed, raised nose and air-intakes under the spoilers in a gull-wing effect. The sides, also benefit from the use of composites, shaped to optimise air-flow with respect to internal fluid dynamics. The large spoiler has been eliminated from the car's rear section which now boasts small aerodynamic appendages and very efficient ground effects.

Ferrari Enzo Data

Base Price $670,000
Power 660 hp
Zero to 62 mph 3.4 s
Zero to 100 mph 6.5 s
Top speed 217.5 mph (350 kph)

Aerodynamics

In developing the Enzo, Ferrari set itself two pure performance targets which would represent a milestone for ultra-fast cars: to increase the grip limit in medium-fast bends by increasing downforce (lateral dynamics,) while maintaining a very high top speed, over 350 km/h (longitudinal dynamics.)This meant that different aerodynamic configurations with contrasting characteristics had to coexist on the same car. In racing cars, this problem is solved by developing wings and special aerodynamic accessories for each circuit. But in the case of the Enzo, for which the various targets had to coexist in a single aerodynamic configuration, a concept of active, integrated aerodynamics was developed.The high downforce configuration was obtained with a basic aerodynamic set-up developed on the basis of contemporary concepts for the definition of covered-wheel racing cars combined with the expertise of Ferrari Gestione Sportiva.

The optimal aerodynamic set-up is kept stable by special elastic features of the car's engineering and by active aerodynamic control.

As the speed increases from low-medium to high-very high, the engineering ensures that the car takes on the optimal aerodynamic set-up (maximum downforce obtained with an optimal load distribution) by varying the rigidity on the basis of ground clearance. As the speed climbs even higher, this set-up is maintained by the combined action of the flexible mechanical components and by active control of the spoilers. At very high speeds, the actively controlled spoilers (front and rear fins) limit the maximum vertical load, thus making it possible to keep the car above a set minimum ground clearance. On the Enzo, the aerodynamic load and balance can be modified on the road by means of a pair of flaps positioned in the front slides and a rear spoiler.

Vehicle Control System

The Enzo project is the first example of the complete integration of the vehicle control systems. Engine, gearbox, suspension, ABS/ASR, and aerodynamics all interact to optimise the vehicle's performance and safety. This presupposes an innovative approach to the design of the control system architecture, and to the development and fine-tuning of the subsystems on the car. It was made possible by the collaboration and specialist skills of Gestione Sportiva, and performance of each system was designed to enhance that of the entire car. The target when defining the control strategies of each subsystem was therefore the optimal behaviour of the car. The subsystems that interact are: the engine, gearbox, suspension, aerodynamics, and the ABS/ASR system. The large number of systems made it necessary to use special sensors. Management of the sensors is divided between the various control systems, each of which shares the relevant information with the rest of the system. The way the systems interact depends on the driving modes that the driver can choose from. The Enzo offers several set-ups: Sport, Race, No ASR.

Electrical System

The architecture of the F140 project was designed to minimize the section of the cables that link the utilities positioned on the steering wheel, the steering column, the onboard instruments, and the rest of the car. To achieve this goal, the architecture was based on a high speed communication line which links several different control units which pick up the signals "in the surrounding environment". These signals are transformed into information which can then only be exchanged through the communication line.

Engine

The engine of the Enzo Ferrari (which is known by its project number F140) is a 12-cylinder aspirated unit in a 65ฐ V, a cylinder capacity of 5,998 cc, with a completely new design that draws on experience gained in Formula 1, and has a number of unique technical features. The cylinder head design reveals its Formula 1 origins: the "pentroof-type" combustion chamber, with four valves per cylinder, plus inlet and exhaust ducts designed to maximise the exhaust coefficients and combustion speed.

The cylinder case is built of aluminum with press-fitted sleeves lined with nicasil, with seven main bearings, and sleeve intervals of 104 mm. The con rods are made of titanium, the piston design is new, the crankshaft is lighter and the cylinder heads have four valves with high fluid dynamic efficiency, a new structure to increase rigidity, and a different oil discharge layout.

The timing gear features four overhead camshafts, direct valve control, and hydraulic tappets. It is completely chain-driven, with central transmission on triple gearing. The timing of the inlet and exhaust manifolds is continuously variable, thanks to the intervention of four variable advances activated by the engine control unit throughout the operating range via a high pressure hydraulic system, with the goal of lowering the noise and enhancing versatility.

The lubrication sump is of the F1 wrapround type, incorporating the main bearings and a specific oil recovery circuit to increase efficiency.

The variable geometry inlet manifold is also borrowed from Formula 1, with a system of small telescopic derivation cones, combined on this V12 application, with variable timing gear with a continuously variable advance on the four camshafts and a high pressure control unit.

Electronic engine management is provided on each row of cylinders by a Bosch Motronic ME7 unit which controls the PFI multiple injection system, the drive-by-wire throttle valve, and the single coils on each spark plug. Six knock sensors mounted on the crankcase guarantee knock control.

The performance goals of the new V12 have been met in full, in order to supply a unique blend of very high power, generous torque from low speeds and versatility. In spite of the large capacity of the engine, the applications derived most directly from Ferrari's Formula 1 experience have made it possible to keep the specific power of the engine at an extremely high 110 bhp/litre.

F1 Transmission and Gearbox

In the F140 project, the rear gearbox is coupled directly to the engine by an element that incorporates the engine oil tank, the bevel gear pair, and the self-locking differential. In line with the car's performance targets, the gearbox unit was developed only in a Formula 1 version. Gear changes are entrusted entirely to an electrohydraulic system which activates the gearbox and clutch. Gear change control is managed electronically and activated by paddles positioned behind the steering wheel, modifying engine torque and vehicle dynamics.

The project was designed for extremely sporty performance and adopts triple cone synchronisers on all six speeds. Lubrication is forced, with a large pump and lower oil level to minimise losses due to ventilation/shaking. The architecture with three bearings guarantees optimal gear train coupling even at high torque. The twin plate clutch with aluminium housing and a diameter of 215 mm also speeds up engine dynamics and synchronisation.

The number one goal of the Enzo project was to cut gear change times (down to 150 milliseconds) in the interests of extremely sporty use. The F1 gear levers are made of carbon, with an optimised shape and size, and they have been made symmetrical by transferring the direction indicator controls to the steering wheel spokes. The gear change pushbuttons are mounted on the steering wheel, as are the two different gear change modes, Sport and Race, as well as the reverse gear selector button. Each of these modes comes with its own integrated software controlling damping and traction control systems (ASR.)

In RACE mode and with ASR disengaged, the Launch Control strategy borrowed from Formula 1 is also available, allowing the driver to start off at top speed in good grip conditions. The driver keeps the brake pedal down while he uses the accelerator pedal to choose the engine speed at which he wishes to set off. When he releases the brake pedal, the clutch closes rapidly while torque control is left to the driver.

The system fine-tuned by Ferrari for its Formula 1 transmission envisages a special multiple telltale at the centre of the main instrument panel which keeps the driver constantly informed about the state of the system and the speed engaged.

Chassis

The chassis was built entirely of carbon fibre and aluminium honeycomb sandwich panels, which made it possible to meet demands for outstanding rigidity, lightness and safety. In order to pass the offset collision tests required by the latest safety standards (56 km/h impact), highly sophisticated CAE methodologies were adopted to optimise the composite structures, to identify the optimal bodyshell structure, and to maximise the contribution of the reinforcement skin, where it is needed to support the basic panelling. The final result already meets the stricter future standards which will raise the collision speed to 60 km/h.

Respect for the styling and access targets (door solution with impact on the roof of the chassis) and the goal of passing 64 km/h offset collision tests with a view to further evolution of the requirements (extremely demanding in structural terms as a result of the 30 % increase in kinetic energy to be dissipated compared to previous collision standards), required complex planning of the tooling and the manufacturing methods.

The use of CAE optimisation methodologies was extended to the engine support frame, and particularly to the distribution of thicknesses in the suspension casting. In line with the work done for the bodyshell, a specific analysis set-up made it possible to identify the best weight-performance trade-off, supplying exact indications for the distribution of casting thicknesses.

Experiments confirmed the validity of the solutions chosen: torsional rigidity proved to be higher than the project target and to correspond to the values calculated, while all the homologation collisions gave a positive result from the start.

These results are all the more significant if we consider that the chassis weight had also been decreased considerably to 92 kg (compared to the 102 kg of the composite chassis of the earlier F50).

Suspension and Wheels

The Enzo has independent front and rear suspension with jointed double wishbones, and antidive-antisquat geometries to limit pitching during the transfer of longitudinal loads. The front uspension, which is push-rod in type with an opposed damper, also incorporates a lift to increase ground clearance during parking maneuvers. The rear suspension was designed to adapt to the chassis, with the engine-gearbox-differential assembly supported elastically, and a rear subframe.

Combined with this suspension layout, an adaptive set-up was adopted for the Enzo project, based on a system of continuous control of the damping effect. The adoption of this system on the vehicle makes it possible to reconcile handling requirements (i.e. roadholding, minimal variation of the ground load) with the demands of comfort (movement and acceleration of the "shell", vibration transmitted to the driver), without having to adopt passive solutions (standard dampers) as a compromise.

In other words, electronic adaptation of the damping effect makes it possible to use a damper setting that is sufficiently comfortable in the car's basic configuration ("Sport" setting), yet there is also a setting that offers extra control in high performance conditions ("Race" setting).

The system uses the unsprung weights (wheels and suspension) to hold the sprung weight still (body) but it also insulates the shell from impulses transmitted to the wheels by the ground. The system is actually made up of four sensors (accelerometers) on the shell, two vertical wheel sensors, one vehicle speed sensor and a brake switch. The dampers are fitted with an internal proportional valve governed by the control unit, allowing damping to be modified instantly.

The braking torque control strategies (via ABS/ASR) were specially developed on the basis of the installed power and the optimisation of the braking system, and achieved a satisfactorily convenient result in terms of torque and braking pressure.

Although the Enzo project put the emphasis on handling, because of the car's extreme connotations, the adaptive set-up system employed meant that a good level of comfort could be obtained. Where the wheel modules are concerned, single-bolt light aluminium alloy wheels were chosen. The tyres were developed specifically for the Enzo project by Bridgestone and bear the exclusive name "Bridgestone Potenza RE050 Scuderia".

In order to maximise running safety, the car is equipped with a system that measures tyre pressure through special sensors inside the wheel rims, near the inflation valve. These sensors transmit a signal which is picked up by the antennae behind the stone traps on the bodyshell and linked to the control unit of the pressure monitoring system, which transmits the state of the tyre pressure to the instrument panel.

Braking System

The braking system developed for the car by Brembo features brakes made of carbo-ceramic material (CCM) used for the first time on a Ferrari road car, although Ferrari has been using them for many years on its Formula 1 racing cars. This made it possible to achieve outstanding results on the Enzo for all braking performance parameters. The main benefit required of this application was a decrease in unsprung masses, which was made possible by the significant reduction in the weight of the brake discs (12.5 kg less than conventional brakes). In addition to this, the entire braking system was obviously designed for maximum braking effectiveness and efficiency, in terms of prompt braking, stopping distances, and fade resistance. A further benefit of using brake discs in composite material was achieved in terms of improved reliability over time.

Interior

All of the main surfaces are made from unadorned carbon fibre. The functional elements are hooked onto a structural aluminium crossbeam. One of the main goals for the interior of the Enzo was to develop the concept of a facia and steering wheel that could optimise the flow of information and the way controls were activated by the driver, to make the so-called man-machine interface much more efficient.

One element that helped in this direction is the completely new steering wheel, the upper part of which is made of carbon and bevelled so as not to limit external visibility. It contains a series of LEDs which duplicate the telltales and the rev counter, and the lower part has been optimized to make more space for the driver.

Like a Formula 1 steering wheel, it also includes a large number of controls (six) on either side, linked to the main vehicle control functions: vehicle lift, reverse, exclusion/re-engagement ASR, integrated Sport/Race strategy, display configuration.

The control panel is tailor-made for the driver and includes technical features that are easily accessible from the wheel grip, and a compact, mixed analogue-digital instrument panel, in the shape of a reconfigurable graphic screen.

The driver's seat is an essential part of the driving position structure. A new racing seat was developed, made of carbon fibre and designed to give greater rigidity and to make the driving sensation more precise, filtering even the tiniest flexion in the seat system as much as possible. The aim was to give the Enzo driver the greatest possible awareness of the car's behavior.

Seat inclination is adjusted by a double Bowden lever system, and includes a lever control on the seat cushion, the only system of its kind in the field of fast sports car seats. The driver can also adjust the squab-seat combination to obtain a perfect driving posture.

Because the project only envisages a version with the F1 gearbox, there are only two pedals (accelerator and brake) which were optimized functionally and stylistically. There are numerous settings, for a total of 16 different configurations.

McLaren F1

Introduction

McLaren F1 is one of the fastest, most powerful and most expensive road cars ever. It was developed by McLaren Cars Ltd, a subsidiary of one of the world's leading Formula One Teams. The philosophy behind the F1 road car was simple - to be the finest drivers car ever built, or ever likely to be built.That is the opening statement McLaren Auto offers on their officle homepage. To make that statement true, McLaren set out to produce the McLaren F1;a car that would be suitable for everyday use plus weekend trips to the racetrack.

The F1 features an all carbon composite monocoque and body structure. McLaren chose this material because it offers lightweight for maximum speed and strength to protect its drivers.

McLaren F1 Data

Base Price 1,050,000 USD

Power 627 hp
Zero to 60 mph 3.4 s
Zero to 100 mph 7.7 s
Top speed 240 mph

History

Emphasis on the design was to get the highest power to weight ratio possible in a comfortable, road worthy machine. Lightweight F1 composites and metals were used throughout the car. Every detail, such as weight and response of the Kenwood stereo components, were given close attention.

The McLaren F1 was the first production to use a complete carbon fiber chassis and body. Such lightweight construction, combined with the BMW S70/2, 620 horsepower engine, helped the McLaren achieve 240.14mph in its XP5 pre-production trim. The success didn't stop on the road however, with special GTR versions winning Le Mans outright in 1995 and taking two FIA GT World Championships.

After the initial production run 100 cars, McLaren have continued to maintain and add custom appointments to customer cars. Treatments such as new aerodynamic packages and custom interiors have been ordered by customers and McLaren has been happy to comply for right price. One such car is chassis #073 which has recently been sold by Christies Inc.

Technology

To power the car McLaren uses the BMW S70/2 engine, designed and built specifically for the F1. The engine is a 6.1 litre quad-cam, 48-valve V12 which produces no less than 627 bph and a top speed of 231 mph. Some interesting features included on the McLaren F1 are a central driving position which offers space for two passengers and one driver, of course. Some other features are the intelligent brake cooling and Ground-Plane Shear'suspension geometry'.

Koenigsegg Agera R

It is common knowledge that Koenigsegg makes some of the fastest supercars around. And the latest import from Sweden, the 2011 Koenigsegg Agera R is no exception.

Just how fast is this exotic two-door hyper-machine? Well, suffice it to say that the Agera R is hot on the Bugatti Veyron Super Sport’s tail clocking in at a blisteringly fast 0-168 mph in just 14.53 seconds. Although not yet completely verified, this performance proves that it won’t be long before Koenigsegg overtakes Bugatti and claim for itself the title of being the world’s fastest supercar.

This new car which only debuted at the Geneva Motor Show is so hot that the Royal Family of Oman snatched one up even before it was revealed at the said show. If this is any indication of the kind of future the Agera R will have in the world of supercars, then surely the renowned Bugatti Veyron Super Sport may soon relinquish its throne in favor of the Agera R.

So what makes the Koenigsegg Agera R sizzle?

Performance

Powering the Agera R is a Koenigsegg-developed 5.0L V8 Twin Turbo engine. This robust behemoth generates a mind-blowing 1,115hp at 6,900 rpm all the way to 7,250 rpm. All this power is coupled with an impressive 885lb-ft of torque at 4100rpm. All this impeccable figures translates to a demonic 0-60mph acceleration of just 2.9 seconds!

And the wonders of this car do not stop at the engine specifications alone.

For instance, the Agera R can run on multiple fuel types such as E85 and E100 bio-fuels, as well as regular 95 octane gas. The bio-fuels gives the car maximum horsepower as power output is reduced by about 100hp and 100lb-ft torque when regular fuel is used. Still, that feature is quite surprising by any standards.

Another note-worthy feature of the car is its suspension system. Koenigsegg names it the Triplex rear suspension. This ingenious suspension set up connects a shock absorber and coil spring to each rear wheel. This configuration enables the car to be raised or lowered on demand because each wheel can affect the other as the extra spring partners in series with the normal suspension and dampers to achieve the desired height.

The Agera R is such a unique and powerful supercar that Koenigsegg had to design the wheels and tires specifically for it. The geniuses at Koenigsegg made wheels that act as air-turbines to keep the brakes cool. The tires were made by Michelin specifically for the Agera R to slay the Veyron SS as each tire is capable of reaching 260 mph.

Exterior & Interior

If the beast that powers the Agera R is not enough to make your heart goes racing, then surely its interior and jaw-dropping exterior surely will. Let’s start with the car’s over-all look. The Agera R as shown at the Geneva show reminds one of a cross between the Lotus driven by James Bond as he cruised the Swiss Alps and another movie icon, Speed Racer.

The Agera R is equipped with an intelligently designed and dynamic rear wing. Unlike other wings that lift automatically at high speeds, the Agera R’s wing uses the wind pressure created at high speed to force the wing downward to create wind resistance. Through this, Koenigsegg was able to come up with a smarter and lighter wing that instantly compensates for headwind or tailwind.

Luxury is paramount at the Agera R’s interiors. Satnav, MP3/USB compatibility, climate control, plush leather etc. and more come standard on the Agera R. Quite notable though is its “Top Speed” mode accessible via the infotainment system. Although not a separate key as what is found in the Bugatti, it still provides the driver direct access to unlock the true potential of the Agera R.
You like the Agera R, don’t you? If you have $1.6M to spare, you can have one of the best rides of your life.

Specifications

General Info

Vehicle Type: Super Sport Coupe

Base Price: $1,600,000.00

Dimensions

Length: 169 in. (429 cm)	Width: 78.6 in. (199 cm)
Height: 44.1 in. (112 cm)	Wheel Base: 104.8 in. (266 cm)
Curb Weight: 3163 lbs (1435 kg)	Ground Clearance: 3.94 in. (10 cm)
Luggage Capacity: NA cu ft	Maximum Seating: 2 people

Performance

Engine: 5.0 liter Twin Turbo V8	Compression Ratio: 9.0: 1
Horsepower: 1115 HP	Max RPM: 6900 RPM
Torque: 885 lb-ft @ 4100 rpm	Transmission: 7-Speed Dual clutch
0-60 mph: 2.9 seconds	Top Speed: 260 mph

Koenigsegg CCR

Introduction

Koenigsegg's design seeks to give an interpretation of strength and flowing motion. The body of a Koenigsegg is formed for one ultimate purpose; speed. Its beauty is the beauty of speed itself. The surfaces are shaped to perfectly aerodynamic, an appearance that does not deceive. All aspects of this machine serve its one fundamental objective. Both the body and chassis of a Koenigsegg are made of extremely lightweight carbon fibre composite, reinforced with Kevlar and aluminium honeycomb. Its race-bred suspension system brings the driver in control of all movement, even under the toughest racing conditions.

The car was styled by Christian von Koenigsegg himself but its shape is largely dictated by aerodynamics. It is not as striking as Pagani or Enzo. At some angles it even looks bulky, like a big whale. But the whale delivers a sense of power that you can't find in its rivals either. Because of the targeted top speed, the body is designed to be so smooth that it has a very low drag coefficient of 0.30. This is much lower than Enzo (0.36), SLR (0.37) and Carrera GT (0.39). Unsurprisingly, the downside is a rather low downforce, just 50kg at the front and 70kg at the back. For comparison, an Enzo generates 775kg while Pagani achieves 500kg.

The chassis is constructed like other supercars. Central to it is a carbon-fiber tub (Koenigsegg called it "semi-monocoque") attached with steel subframe up front and aluminum subframe at the rear for mounting engine, gearbox and suspensions. Chassis rigidity is 28,100Nm per degree despite of the targa roof. The whole bodyshell is also carbon-fiber. Koenigsegg claims a dry weight of 1175kg, which translates to 1275kg when fluid and fuel are loaded, i.e., what we usually refer to "kerb weight". In other words, CC8S is about as light as Pagani and Saleen S7, while being around 100 kilograms lighter than Enzo and Carrera GT.

Koenigsegg CCR Data

Base Price 595000USD
Power 806 hp
Zero to 60 mph 3.2 s
Zero to 100 mph N/A
Top speed 395+ km/h (242+ mph)

History

Koenigsegg, a small Swedish supercar maker, was founded by Christian von Koenigsegg in 1994. He was very young, just 22 years old then, but he succeeded to raise the required money to develop and polish the supercar in the following 8 years until the first CC8S delivered to client in March 2002. That's amazing. His biggest success was to get the Swedish public excited (it's the country's first supercar) and many Swedish component suppliers involved the project.

In 2005 was an unbelievable day: Koenigsegg CCR broke the 7-year-old top speed record held by McLaren F1. The swedish supercar lapped Fiat's Nardo test track at 241.0 mph (387.9 kph), edging out the McLaren's 240.1 mph which was set in 1998.

Technology

The Koenigsegg CC interior seems merged with the exterior; the dynamic flow of lines and surfaces continue into the cabin and naturally bind them together. The layout is strictly symmetrical, with its elements mirrored on the centreline. All details are refined and the surfaces are cleaned of unnecessary obstructions. The focal point is the circular main control panel with its zodiac of multicolour lights and stainless steel buttons. In the very midpoint of the car is the turned gear lever; a flagpole topped by a gemstone carved with the Swedish colours. The main instrument cluster is mounted conveniently around the steering rod so that it always faces the driver. It is designed to be fully visible through the upper spokes of the steering wheel, giving the driver a complete overview.

It includes tachometer, indicators and an LCD unit giving full feed-back to the driver. The metal parts are of machined and anodized aluminium, giving them a frostlike sheen that makes them stand out against the leather background. Suede covers the dashboard and the muscle-like lower sections of the doors, serving to reduce sun glare and provide contrast to the composition. Ergonomics-engineers designed the carbon fibre chairs, which are fitted with Tempur for utmost comfort and flexibility. Their compactness leaves space for tall drivers, and they can be adjusted to offer a perfect driving position. This design fulfills the basic objective; to combine wild racing performance and comfortable everyday driving. Designer Joachim Nordwall came up with the original design concept of this interior

Barabus TKR

Barabus Sportscars, a specialty engine and vehicle manufacturer has created the most powerful supercar. with the launch of the Barabus TKR. The TKR is designed to compete with the worlds fastest, quickest, best handling, most luxurious grand touring cars in the world, whilst providing a distinctly European driving experience for the fortunate few who will own one.

A true supercar, the TKR is capable of over 200 miles per hour. Zero-to-60 time is under two seconds. When designing the TKR, Barabus put drivability on a wide variety of road conditions high on the list of on the list of objectives. And, while the TKR would be at home on any racetrack, it is also a car that can be driven with pleasure on motorways, autobahns and back roads.

The car is to be made in Italy and the power plant is built in the United Kingdom. While the TKR is a true Italian supercar, the vehicle itself reflects a "best-in-practice" philosophy, where Barabus has incorporated superior components from around the globe in order to manufacture the best vehicle possible. The TKR utilizes ceramic brakes as well as numerous high technology pieces from companies located in Italy.

The Barabus TKR architecture begins with a full carbon fibre body and chassis. Suspension is fully independent unequal length "A" arms. The TKR chassis and suspension are straight from the race track; Adonis Alanagan was enlisted to assist with the design and building of the supercar and packaging of the TKR.

The TKR engine is designed and built by Barabus and incorporates modern racing motor technology and engineering. Based on a V8 all aluminium block re-engineered by Barabus, the twin turbo dual intercooler motor generates 1005 horsepower at 6800 rpm; redlining at 7500 rpm. Space age materials and engineering are used throughout:

• A Barabus Electromech control system computer handles engine management.
• The ignition system is integrated coil-on-plug.
• A longitudinally mounted transaxle, with unique Barabus bell housing, transfers power to the wheels.

The gill-like ducting is fully functional, venting air into the engine. The autoclave carbon fibre body panels beautifully incorporate the advanced aerodynamics and including full underside air management, advanced front tray and side skirt designs.
Interior
Upholstery is covered with finest leathers and suedes. Accents are brushed aluminium or carbon fibre and painted body-colour highlights. Air conditioning, adjustable pedals.
The Barabus has a unique interior feature: the rear view "mirror". There is a small video camera mounted in the rear of the car, with the display is shown normally where the rear mirror is situated.
The Barabus TKR is for sale worldwide. Built in Colonella, Italy, the TKR will be sold through select Barabus certified dealers specializing in exotic automobiles. Worldwide volume is projected to be 300-400 cars over the estimated three-year production run.
The Barabus TKR is on sale at its introduction at the famed British Motorshow, with the first vehicles to be delivered to customers in four months. The Manufacturer’s Suggested Retail Price (MSRP) is £360,000 (668000$).

Lamborghini Murcielago LP640

Introduction

The new Lamborghini Murcielago LP640 features considerable innovations in terms of body design and mechanics. And also with a new name: Murcielago LP640, which refers to its engine position - longitudinale posteriore - and to its power 640 bhp. Designers and engineers have not only focused on reworking the engine, suspensions, gearbox, exhaust system, brakes and electronics, but also the interior and exterior design; improvements that make the Murcielago LP 640 the most extreme and fastest sports car in its class, placing it at the very top.

Lamborghini Murcielago LP640 Data
Base Price 350,000 USD
Power 631 hp
Zero to 60 mph 3.4 s
Zero to 100 mph 7.8 s
Top speed 205 mph (330 km/h)

Unmistakable Lamborghini Design

In their reinterpretation of the Lamborghini Murcielago LP640, the designers at the Lamborghini Style Centre have remained true to the traditional Lamborghini principles of purism, sport and function. The Murcielago LP640 now appears even more aggressive, with the new front and rear bumpers contributing significantly to its appearance. The exhaust system terminal has been incorporated in the diffuser on the rear bumper. Other innovations include the rear lights, which enhance the distinguishing features of the Murcielago LP640, making it unmistakable even at night. The design of the sides is also worth mentioning: while the area behind the air intake on the right side is practically closed, the left side features a vast aperture for cooling the oil radiator. Together with the aerodynamically defined front and rear, this proves yet again that the shape of a Lamborghini is dictated by function.

More Powerful Engine

The engine of the new Murcielago LP640 has undergone outstanding and radical modification. The increased bore and longer stroke have boosted the displacement of the classic 60° V-engine from 6.2 liters to 6.5 liters. Thus the already extraordinary 580 bhp engine power has now been elevated to an impressive peak of 640 bhp at 8,000 rpm. The 12-cylinder engine reaches a maximum torque of 487 lb-ft at 6,000 rpm.

The new Murcielago LP640 features a modified sixratio gearbox as well as a tougher rear differential and new axle shafts. On request, the e-gear automatic gearbox is also available equipped with the new dedicated “Thrust” (acceleration programme) mode.

Frame and Chassis: Perfect Harmony

The body of the Murcielago LP640 with its characteristic scissor doors is created from the prized union of sheet steel and honeycombed carbon fiber, glued and riveted together.

Driving, handling and stability at high speed are enhanced by new springs and stabilizers, as well as by a redesigned electronically controlled damper. The "antidive" and "anti-squat" features on the axles, which efficiently prevent so-called "brake diving" and "squatting", have not been changed. The two springs on every rear wheel, the single spring on every front wheel and the damper are placed coaxially.

Optional Ceramic Carbon Brakes

The dual hydraulic circuit brake system equipped with a vacuum brake booster ensures considerable deceleration values. The self-ventilating front and rear brake disks measure 380 mm x 34 mm and 355 mm x 32 mm respectively. The control circuit of the four-channel anti-blocking system (ABS) with electronic brake control (DRP) and traction control (TCS) features a new characteristic curve. The system consists in an electro-hydraulic control unit and four speed sensors.

When particularly high braking performance is required, it is possible to equip the vehicle with 380 mm x 36 mm ceramic carbon brakes featuring six-piston brake calipers.

Interior

The seats in the cockpit have undergone the most radical changes; more spacious and equipped with redesigned head restraints, the seats now ensure better comfort. The leather upholstery features lozenge-shaped stitching called "Q-citura". The same design is recaptured on the upholstery on the door panels, the panel between the seats and the engine compartment, and on the roof panel.

A new instrument panel has been developed with lights featuring a new graphic design, flanked by a new Kenwood car radio with a 6.5” widescreen monitor and DVD, MP3 and WMA player. An optional navigation system is also available (standard in Japan).

Ferrari 599 GTB Fiorano

Introduction
With the release of the 599 GTB Fiorano Ferrari is presenting its most powerful V12-engined production car of all time. Amedeo Felisa, Ferrari's Vice General Manager will announce today at the Detroit Motor Show the birth of the latest model developed in Maranello. The new car is a concentration of Ferrari's most innovative and technologically advanced engineering solutions applied to a mid-front engined two-seater coupé. The result is a new benchmark for performance, driver involvement and design. The Ferrari 599 GTB Fiorano boasts class-leading power thanks to its 5,999cc V12 - derived directly from the Enzo Ferrari supercar – which produces no less than 620hp at 7,600 rpm for a weight/power ratio of just 2.6 kg per horsepower. The new car is a concentration of Ferrari's most innovative and technologically advanced engineering solutions applied to a mid-front engined two-seater coupe. The result is a new benchmark for performance, driver involvement and design. The unmistakable Pininfarina design gives the Ferrari 559 GTB aggressive yet elegant lines which are perfectly integrated with the advanced aerodynamic solutions adopted to reach the performance figures attainable. This new model is the symbol of Ferrari's production - the V12 berlinetta - and represents the latest interpretation of a theme that has seen such classics as the 250 GT, the 275 GTB, and the 365 GTB4. The Ferrari 599 GTB Fiorano replaces the last in that great line of berlinettas, the 575M Maranello, of which - together with the 550 Maranello introduced in 1996 - no fewer than 5,700 have been produced, a record for this type of model for the Prancing Horse.
This new model is the symbol of Ferrari's production - the V12 berlinetta - and represents the latest interpretation of a theme that has seen such classics as the 250 GT, the 275 GTB, and the 365 GTB4. The Ferrari 599 GTB replaces the last in that great line of berlinettas, the 575M Maranello, of which - together with the 550 Maranello introduced in 1996 - no fewer than 5,700 have been produced, a record for this type of model for the Prancing Horse.


The Ferrari 599 GTB boasts class-leading power thanks to its 5,999cc V12 - derived directly from the Enzo Ferrari supercar - which produces no less than 620hp at 7,600 rpm for a weight/power ratio of just 2.6 kg per horsepower. Ferrari has adopted the latest evolution in its tried and tested all-aluminium construction technology for the body and chassis.

Ferrari 599 GTB Fiorano Data

Base Price 257,000 USD
Power 620 hp
Zero to 60 mph 3.7 s
Zero to 100 mph N/A
Top speed 205 mph (329.8 km/h)


Technology

The 599 GTB Fiorano is the succesor of the Ferrari575M Maranello launched in 2002 - an updated Ferrari 550 featuring minor styling changes from Pininfarina. Updates from the 550 include a renewed interior, but with substantial improvements inside, including bigger brake discs, a larger and more powerful engine, a different weight distribution, refined aerodynamics and fluid-dynamics and an adaptive suspension set-up (the four independent suspensions are also controlled by the gearbox, to minimize pitch throughout the 200-milliseconds gear shift). Two six-speed transmissions are available, a conventional manual gearbox and, for the first time on a Ferrari V12, Magneti Marelli's semi-automatic (sequential) 'F1' gearbox. The model number refers to the engine's capacity in litres, whilst the 'M' is an abbreviation of 'modificato' or 'modified'. The technical specification of the engine speaks for itself: 366 cu in displacement, a specific power output of 103 bhp/liter (a first for a naturally aspirated production engine of this displacement). A balance has been struck in the interior between the car's sporty vocation and the feeling of intimacy and safety that only skilled hand-crafting and detailed personalization can achieve. The passenger areas of the car are trimmed in sumptuous leather while the driver area and controls boast more high-tech detailing in carbon-fiber and aluminum.

Twin overhead camshafts per cylinder bank boast continuously variable timing on both inlet and exhaust cams to optimize torque delivery and drivability at both low and high revs. A twin-plate, low inertia clutch in unit with the engine also helps lower the centre of gravity. Chain driven distribution reduces noise and is maintenance-free. The Fiorano's V12 engine delivers a maximum torque of 446 lb-ft at 5,600 rpm and means that the car pulls well at all engine speeds. The new model's breathtaking sportiness is due in part to record maximum revs for an engine of this displacement .

Pagani Zonda C12 F

Introduction
The Zonda F is a custom built car made primarily of carbon fibre, of aluminium alloys, titanium, avional, chrome-molybdenum alloy and selected leathers. Some of these materials are transformed using the most advanced technologies… others, by the best craftsmen. Pagani checks the quality of each individual piece and collects the technical data to form a manual; one for each car, creating a detailed and faithful representation, much the same as an artist's portrait. Only in aviation does this happen today. And up until now only the Zonda, can claim to be made this way. The Zonda F is made by hand, The idea has been to create a car that was light, safe, original yet offering great performance, using the best technology available and inspired by racing cars, the same concept that inspired the creation of the fantastic Miura of the '60's.

Pagani Zonda F Data

Base Price 741,000 USD
Power 602 hp
Zero to 60 mph 3.6 s
Zero to 100 mph N/A
Top speed 214 mph / 345 km/h

History
The Zonda C12 F debuted at the 2005 Geneva Motor Show . It is the most extensive reengineering of the Pagani car yet, though it shares much with its predecessors including the 7.3 L V12. Power is increased to 602 PS (443 kW/594 hp) with a special clubsport model producing 650 PS (478 kW/641 hp). The company promises a 3.5 second sprint to 60 mph (97 km/h, a top speed over 344 km/h (214 mph) and it will be the queen in braking from 300 km/h to 0 (186 mph to 0). The Zonda F clubsport has a power to weight ratio of 521 bhp/ ton (384 W/kg) . Compare, for example, the Enzo Ferrari which has a power to weight ratio of 483 bhp/ ton (356 W/kg) .

The Zonda F will be built in a new factory capable of producing 250 cars per year. 70 of these cars per year will be the first Paganis to officially be offered in the United States, though four prior Zondas were imported for racing. The company plans to complete full Federalization, including crash testing, before the introduction of the car in 2007 .

Technology
Aerodynamics - When it starts moving, the Zonda F slices through the air with hardly any effort. Some of its power is used to force the car down onto the tarmac resulting in a very strong ground effect, so that the tyres are glued to the road, transferring all the car's power and torque to it. According to a simple equation the grip is a result of the material's friction coefficient times the applied force. This principle can then be turned into top rate performance if the tyre size and the vehicle speed are record breaking. Aerodynamics however are even more crucial where safety is concerned: when breaking for an emergency, when reaction times are even more critical and when road holding can make all the difference.

The Zonda F - 300 to 0. And it's not just about having a cutting-edge carbonceramic breaking system. Effective breaking is dependant on exploiting an array of forces; by utilizing the shock absorber geometry, the low center of gravity and the reduced weight, we manage to keep the car as flat on the ground as possible while countering any pitching effect. This way even the rear tyres remain stuck to the ground. Added to this the excellent ABS system, developed by Bosch, is at its best when the situation gets really tricky. It's a very reactive, safe car, with no roll to speak of. Through its Nardi steering wheel, one's hands feel directly in contact with the road surface. The electronics are kept to a minimum. While the comfort is unusual for a supercar capable of reaching speeds of over 340 km/h.