0-60 Magazine

Meet The All-New 2014 Mercedes-Benz S-Class (w/Video)

Bix — Thu, 16 May 2013 19:39:39 +0000

A new Mercedes-Benz S-Class doesn’t come around all that often—the last one popped up in 2005—so when one does show up, it’s a big deal. So let’s give it up for the all-new 2014 Mercedes-Benz S-Class—the car of tomorrow, today.

Mercedes always uses the S-Class as a chance to show off their latest tech innovations, and the new model is no different. What’s new on the 2014 S-Class? Well, let’s start with Magic Body Control. It’s the next step in adaptive suspensions; instead of just reacting to imperfections in the road as they hit the suspension, Magic Body Control uses a pair of cameras to scan the road ahead and adapt the suspension to cope with bumps and cracks and dips in advance. We’re guessing this will deliver a whole new realm of smooth ride.

The new S-Class is also the first new car in the world to come without a single light bulb—instead, it uses almost 500 LEDs for all lighting, inside and out. The 300+ LEDs in the cabin offer seven different colors, five different brightness levels and four different zones of illumination, because let’s face it, interior lights that just go on or off are so ordinary. There’s a pair of 12.3-inch wide screens on the dash, one in place of the instrument panel and one for the navigation/infotainment systems. Rear seat occupants have equal access to the infotainment systems, too. The all-LED headlamps come with an option that allows you to leave the high beams on all the time by actively canceling the beam to avoid blinding other drivers when it detects an oncoming car, but under current U.S. law, the system isn’t legal on American roads. (Call your congressman now!)

Moving inside, the new Mercedes-Benz S-Class may have the most incredible set of seating options we’ve ever seen in a car. The massaging seats come with a “hot stone massage” function, where the 14 air chambers in each seat that make up the massaging elements heat individually. The seats come with six different massage programs, two of which use the “hot stones.” Also, the ventilated seats come with new reverse-direction fans that suck hot air off the seats first, then blow cold air onto your butt. Oh, and there’s an aromatherapy option that fills the cabin with one of five choices of scent.

The long-wheelbase S-Class (the only version we get here in the U.S., as usual) comes with a choice of five different rear seat layouts, with a choice of bench and individual rear seats and different options for how far the seats can recline. There’s also a “Warmth and Comfort” package, which includes not just heated seats, but heated armrests and steering wheel. (Oh, you can also buy heated and cooled cupholders.) If you can’t find a comfortable seating position in the new S-Class, we suggest calling a chiropractor.

Of course, as a Mercedes, the new S-Class needs to have plenty of power. Mercedes-Benz hasn’t officially mentioned power choices, but according to an early brochure leaked online, the new S-Class will come in S550 guise with a 4.7 liter twin-turbo V8 at launch, making 449 horsepower and 516 lb-ft of torque. (There will also be an S350 turbodiesel V6 model making 258 horsepower and 457 lb-ft of torque and an S400 Hybrid model making 302 horsepower and 273 lb-ft, but you’ll want the S550.) An S63 AMG 4MATIC making at least 575 horsepower and 664 lb-ft of torque should be along shortly, along with a smooth V12-powered S600; hopefully the S65 AMG will return, too. We’ll bring you more on the new S-Class as we hear it, of course. [via Mercedes-Benz]

Press Release:

The aspiration: the best automobile in the world

May 15, 2013 – Stuttgart/Hamburg

With the three engineering priorities “Intelligent Drive”, “Efficient Technology” and “Essence of Luxury”, the new S-Class extends the boundaries of technology on many levels. The S-Class is not just a technological spearhead for Mercedes-Benz but for automotive development as a whole.

As with every generation before it, the customers expect the new S-Class to set standards across the board to retain its accolade as “the best automobile in the world”. Dr Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars:

“Rather than being about safety or aesthetics, power or efficiency, comfort or dynamism, our aspirations were ‘the best or nothing’ in every respect. No other car stands for the Mercedes-Benz brand promise more than the S-Class.”

Perfection to the last detail results in “The Essence of Luxury”. This pursuit of the best is particularly noticeable in the interior: whether it is the seats or the air conditioning, the controls or the design, the infotainment or the comfort and safety in the rear – new ideas, their painstaking realization, and highest perceived quality underpin the high standards that the engineers have set for the Mercedes-Benz flagship model – and for themselves.

The same applies to safety. What started with PRE-SAFE® ten years ago and continued with DISTRONIC PLUS has now resulted in a new dimension of motoring: comfort and safety are merged into one. Mercedes-Benz refers to this as “Intelligent Drive”. A whole host of new systems makes the new S-Class even more comfortable and even safer.

Design: a modern sense of status and sensual shapes

People all over the world can recognize a Mercedes-Benz straight away. The classic Mercedes face runs like a golden thread through the brand’s history. “The sophisticated design of the S-Class has always been an expression of luxury and automotive grandeur of its era. And our new S-Class continues this tradition. With its classic architecture and flowing silhouette, it is a modern embodiment of sensual clarity. The design draws a line from the sophisticated, progressive design idiom to the classic elegance of our 1930s cars – intelligence that speaks to the emotions. Stylish sportiness and sensual forms in synthesis with timeless clarity and effortless superiority make the S-Class a true design icon,” says design chief Gorden Wagener.

To underline the effortless superiority of the new S-Class, and its ambition to lead, the radiator grille is now larger, upright and distinctly three-dimensional in design. With its long hood, the flowing, domed roof line and the gently slanting rear end, the new S-Class has classic sedan proportions. The size and space have been fashioned in such a way that the S-Class appears prestigious, and the powerful roof line is also in keeping with the car’s sporty coupé-style intentions.

A character line descending discreetly from front to rear – the brand’s hallmark “Dropping Line” – elegantly structures the side wall and generates additional dynamism even when the car is at a standstill. The subtly created convexconcave effect of the entire flank gives rise to an extremely powerful and elongated car body that demonstrates both excitement and calm. The pronounced shoulder above the rear wheel adds further emphasis to the car’s athletic character.

The positively exaggerated surfaces and lines of the side wall on the new S-Class generate excitement as they flow into the rear end. As well as being elegant, the slightly slanting form has aerodynamic advantages. Horizontal lines running from the trunk lid to the bumper emphasize the car’s width when viewed from the rear. The hallmark signature of the Mercedes-Benz designers can also be seen in the rear windscreen, which cuts into the C-pillars. The upper area of the glass is rounded, lending it a coupé-like character. The real highlights are the new-style tail lights which are completely encased by the car body and, thanks to this solitarily integrated styling and meticulously crafted inner workings, complete the design right down to the last detail.

LED technology: the first ever car without a single light bulb

100 years or so after the introduction of electric lighting in motor vehicles, Mercedes-Benz is now making a complete switch to LED technology – the new SClass is the first vehicle in the world whose interior and exterior do without a single light bulb, and sees Mercedes-Benz building on its pioneering role in the lighting sector. The lighting’s multi-level functionality is another world first: out of consideration for any road users behind, the intensity of the brake lights is reduced at night or while waiting at traffic lights, for example. Almost 500 LEDs illuminate the road, the vehicle, the interior and the trunk. Depending on equipment, these include:

Headlamps: each with up to 56 LEDs

Tail lights: each with up to 35 LEDs (plus 4 for the rear fog lamp)

Interior (including ambient lighting): approx. 300 LEDs
Visibility is enhanced by two assistance systems that have undergone some key improvements – Adaptive Highbeam Assist Plus and Night View Assist Plus.

Thanks to a new stereo camera and multistage radar sensors, the S-Class has 360-degree all-round vision and detects potential dangers on the road better.

Suspension: the world’s first suspension with “eyes”

The new S-Class is the world’s first car to be able to detect bumps on the road ahead. If ROAD SURFACE SCAN detects such unevenness by means of the stereo camera, MAGIC BODY CONTROL instantaneously sets up the suspension to deal with the new situation. This innovative suspension system is available as an option for the eight-cylinder models. Standard equipment for the new S-Class includes the continuously operating Adaptive Damping System ADS PLUS and an enhanced version of the full air suspension system AIRMATIC.

Interior: visual breadth and calm solidity

With its clear architecture, the interior design of the S-Class embodies a classic, superior, cutting-edge saloon. The interior’s expressive character derives from a uniquely fluid, sensuously elegant style. Horizontal elements and lines create a setting characterized by visual breadth and calm solidity. High quality and elegance harmonize with clarity and functionality: the interior design of the SClass combines ride comfort, spaciousness and user-friendliness to the very highest standard.

The perfectly coordinated use of materials and colours produces an exclusive interior seemingly cast from a single mould. There is generous use of wood trim, especially in the dashboard and centre console. Metallized switch surfaces with pearl-effect paint finishes in three colour shades to suit the interior colour particularly highlight the outstanding quality.

Passengers in the rear are also seated in first-class – the design and exclusivity of the seats, door panels and all controls are to the same, high standard as the front. As an additional individualization feature, there are rear seat packages available in the Special Order Program which incorporate a Business center console combining personal comfort with practical convenience (additional storage compartments, folding table, two-place seating in the rear, etc.).

Concept: the best for both worlds

For the first time in the history of the S-Class, the development focus was on the long-wheelbase Sedan. Unlike before, the short-wheelbase version was derived from this. This is because the S-Class is not only firmly positioned as a prestige sedan in the large overseas markets such as the USA, China or Japan. Whereas in Europe and North America owners of an S-Class are frequently behind the wheel themselves, the flagship model in the Mercedes-Benz passenger-car portfolio is very definitely a chauffeur-driven vehicle in Asia. The logical consequence is the number of new features specifically related to comfort and safety in the rear – in the S-Class, there is no doubt that passengers in the rear are also seated in first class.

Control and display concept: elegant new command centre

Two high-resolution TFT colour displays in 8:3 format with a screen diagonal of 12.3 inches form the new information center in the S-Class. The left-hand display performs the functions of the previous instrument cluster, providing the driver with all relevant information. The right-hand display allows the convenient control of infotainment and comfort functions. For the new S-Class, the constantly increasing need to integrate additional functions into the vehicle led to a further development of the entire operating logic. Here ergonomics, operating convenience and safety along with attractiveness and aesthetics were the main considerations.

The aim in designing the control and display features was to group controls and display functions together in a coherent manner in terms of both design and functionality. Apart from the new displays, the metallized switch surfaces and solid aluminium controls are visual highlights of particularly high quality. Thanks to the fine structuring on the metal surfaces, each individual control has the sound, feel and attention to detail that makes a Mercedes-Benz so special.

The new control features include a touch-sensitive telephone keypad and an extended favourites function with twelve freely selectable memory places. The principal control element is the rotary pushbutton, with the usual direct access keys in the center console for the most important functions and a toolbar for the driving assistance systems.

Voice entry with the Enhanced Voice Control System allows complete addresses to be spoken in one go, for example (one-shot input). The telephone and audio systems can also be voice-controlled. The option of having text messages (SMS) or emails read out is a new feature.

Climate control: a wealth of new features for a pleasant atmosphere

During the systematic further development of the entire climate control system, a particular focus was placed on the development goals of performance, air quality, precise regulation, noise level and efficiency. As a new feature, the AIRBALANCE package comprises perfume atomisation, ionisation and even more efficient filtration compared with the standard model. The automatic climate control in the rear has two additional zones to improve thermal comfort. Electric heating of the armrests is a completely new feature.

As a world first, the new S-Class Sedan has an “active perfuming system” as part of the AIR-BALANCE package. ‘Active’ means that the perfuming system is switched on and off manually, with manual adjustment of the intensity. The perfume atomization system individualizes the smell of the vehicle interior. It neither changes the interior smell permanently, nor are perfume molecules deposited on fabric surfaces or clothing. The fragrance is discreet and mild, and dissipates rapidly.

Seats: mobile office and centre of wellbeing

With numerous world firsts such as the ENERGIZING massage function based on the hot-stone principle or active seat ventilation with reversing fans, Mercedes- Benz has raised seating and climatic comfort in the S-Class to a new level. The seat developers have paid particular attention to the rear seats. There is a choice of four different rear seat variants including an Executive seat with a backrest angle adjustable by up to 43.5 degrees, allowing occupants in the rear to concentrate on work or relax in comfort. These additional rear seat packages can be ordered through the Special Order Program.

The ENERGIZING massage function on the hot-stone principle is a world first. The seat specialists at Mercedes-Benz have developed a unique massage function with 14 separately actuated air cushions in the backrest, as well as an integrated warming function. There is a choice of six massage programs, two of them using the warming function. The function is also available for the rear seats.

For the first time, so-called reversing fans are used in the active seat ventilation system. When the ventilation function starts, cooler surrounding air is first drawn onto the seat surface. This enables the surface temperature of a heated-up seat to be reduced much faster than with the previous active cooling systems.

After four minutes the fans are automatically switched to blower mode to reduce draughts.

Four seat variants are available for the long-wheelbase S-Class and can ordered through the Special Order Program. The adjustment kinematics have been changed in the luxury and reclining seat variants. Unlike the conventional trailing backrest design, the backrest is adjusted separately so that the legroom and seat reference point remain unchanged. The cushion can be separately adjusted for angle and horizontal position.

The maximum backrest angle of the Executive seat (reclining seat) behind the front passenger seat is increased from 37 to 43.5 degrees, giving it the largest backrest inclination in the luxury segment. The reclining seat features a calf support which is freely adjustable for length and angle. In combination with the heel rest on the folding chauffeur seat at the front and an additional comfort cushion, this allows a reclined position that sets new standards in the automotive sector with respect to sleeping and resting comfort.

If the “First Class Rear” is selected (with rear center console), the front console on the transmission tunnel is visually continued to the rear. It is equipped with innovative thermo-cup holders which use Peltier technology to cool or warm drinks over a longer period of time. Like an aircraft seat, the centre console is available with two tables which can be easily folded in or out using one hand.

Multimedia features: mobile concert hall

A completely new multimedia generation with intuitive operation and particularly tangible functions thanks to visualization and animations celebrates its debut in the S-Class. Other innovations include the multi-user system, which allows independent access to the media sources of the entertainment system from any seat.

The innovative Frontbass system developed by Mercedes-Benz-and used for the first time in a sedan car is a feature common to all the audio systems: the woofers are housed in the firewall, and use the almost 40-liter space in the crossmember and side member as a resonance chamber. Conventional woofers in the doors are therefore unnecessary. The mid-range speakers in the doors are relocated upwards. This improves the soundscape and allows additional stowage space in the doors.

As alternatives to the standard sound system with ten loudspeakers, two very high-quality audio systems are available which were developed together with the high-end audio specialist Burmester: the Burmester® Surround Sound system and the Burmester® High-End 3D-Surround Sound system.

The interactive presentation of content is a prominent new feature of the navigation function. The new navitainment functions include an animated compass, the “Driveshow” for passenger information as in an aircraft, and the display of Google Maps on the head unit and in the rear. Information on the traffic situation is shown with hatched lines (rather than with vehicle silhouettes as before). With the new Live Traffic Information service, traffic data is transmitted in real time. As a result, the navigation system is better informed about the situation on the roads.

Body: maximum stability and high-quality lightweight design

A high level of crash safety, outstanding rigidity for excellent handling with extremely low levels of noise and vibration. These were the aims when developing the bodyshell for the new S-Class – a third-generation aluminium hybrid bodyshell. The lightweight index – the torsional stiffness in relation to weight and vehicle size – has been improved by 50 percent compared to the predecessor model.

Since the 220 model series was developed in the 1990s, with an optimally coordinated materials mix the hybrid lightweight construction has been further developed into an aluminium hybrid bodyshell. During this period the share of aluminium has increased to more than 50 percent. It has therefore been possible to maintain practically the same body weight for 20 years and even slightly reduce it, despite far more stringent comfort and safety requirements and additional functions. In addition to this, structural foams are used at specific points in node areas in the new model series. The entire outer skin of the S-Class, including the roof and the front section of the body, consists of aluminium. The high percentage of aluminium is possible thanks to the use of a complete range of semi-finished products (casting, extrusion, sheet metal). The safety passenger cell is made using an extremely high percentage of high-strength steel.

This lightweight design by material and geometrical optimisation coupled with highly complex joining technology allows the new S-Class to further raise the bar in the demanding luxury sedan segment – without adding weight. With a torsional stiffness of 40.5 kN/degree (predecessor: 27.5 kN/degree), the S-Class achieves a new record in its segment.

Extended PRE-SAFE® protection: prevention is better than cure

Ten years ago, Mercedes-Benz unveiled a groundbreaking safety concept in the S-Class in the form of the PRE-SAFE® anticipatory occupant protection system, which has been undergoing continuous refinement ever since. Now, the safety pioneer is increasing protection levels once again.

The new PRE-SAFE® functions can help to prevent collisions with pedestrians and vehicles in front in city traffic, defuse dangerous situations caused by traffic behind and enhance the protection offered by the seat belts.

The PRE-SAFE® Brake can also detect pedestrians and initiate autonomous braking to avoid a collision at speeds up to 31 mph.

PRE-SAFE® PLUS can recognize an imminent rear-end collision and warn the following traffic by activating the rear hazard warning lights at a high frequency. If the danger of a collision persists, the system can also firmly apply the stationary vehicle’s brakes and thus minimize the risk of whiplash injuries by reducing the forward jolt caused by the impact. This additionally can reduce the risk of secondary accidents. Immediately before impact, the PRE-SAFE® anticipatory occupant protection measures, especially the reversible belt tensioners, are deployed.

With PRE-SAFE® Impulse, the driver and front passenger are pulled away from the direction of impact by their seat belts at an early phase of the crash before the resulting occupant deceleration sets in. This can substantially reduce the risk and severity of injuries in a frontal collision.
Setting the standard for safety in the rear: new features in the S-Class

Mercedes-Benz has extended the safety system for rear seat passengers further with the seat belt buckle extender, the beltbag and the cushionbag. The first two of these developments are included in the “Rearseat Package”. With the illuminated seat belt buckle extender, an electric motor extends and retracts the belt buckle automatically. In this way, any belt slack in the area of the pelvis and thorax can be reduced so that passengers are secured more firmly in both the sideways and the lengthways direction.

The beltbag is an inflatable seat-belt strap that is able to reduce the risk of injury to passengers in the rear in a head-on collision by lessening the strain placed on the ribcage. The reclining seat is equipped with a cushionbag under the seat cushion upholstery as standard. When the seat is reclined, it prevents the occupant from sliding beneath the seat belt (so-called submarining) in an accident. This has enabled Mercedes-Benz to design a comfortable reclining seat which provides a higher level of accident safety than a seat with a trailing backrest.

Intelligent Drive: networked with all senses

Avoid accidents and mitigate their consequences – this is the integrated approach adopted by Mercedes-Benz Accident Research under the heading “Real Life Safety”. Mercedes-Benz is systematically pursuing this strategy in the SClass with numerous new assistance systems and greatly enhanced functions. Comfort and safety are enhanced at the same time. Mercedes-Benz calls this “Intelligent Drive”. The new functions all rely on the same sensor system, comprising a new stereo camera together with multistage radar sensors.

“Intelligent assistance systems analyse complex situations and better recognise potential dangers out on the road with the aid of improved environment sensor systems,” explains Prof. Thomas Weber, Member of the Daimler Board of Management responsible for Group Research and Head of Mercedes-Benz Cars Development. “Figuratively speaking, the new S-Class doesn’t just have eyes at the front, it has 360-degree all-round vision.”

A key factor is the networking of all systems, which safety experts call “sensor fusion”. The aim is to ensure comprehensive protection, not just for the occupants of a Mercedes-Benz, but for all other road users, too.

The support functions range from relieving the burden on the driver and therefore increasing comfort, to issuing visual, acoustic and/or tactile warning signals, to boosting the driver’s reactions. Some systems are even able to take corrective action in an emergency, such as autonomous application of the brakes to prevent an accident or lessen its severity. Here is a summary of the new assistance systems and those with notably enhanced functionality:

DISTRONIC PLUS with Steering Assist and Stop&Go Pilot takes the burden off the driver when it comes to lane guidance and is also able to follow vehicles in traffic jams automatically.

For the first time, thanks to the stereo camera the Brake Assist system BAS PLUS with Cross-Traffic Assist is able to detect crossing traffic and pedestrians too, and to boost the braking power applied by the driver accordingly.

If the lane markings are broken lines, Active Lane Keeping Assist can detect when the adjacent lane is occupied, especially by oncoming traffic, and reduce the risk of the vehicle leaving its lane unintentionally by applying the brakes on one side.

Adaptive Highbeam Assist Plus allows the high-beam headlamps to be kept on permanently without dazzling traffic by masking out other vehicles in the beams’ cone of light.

Night View Assist Plus was further improved and supplemented by a thermal imaging camera. Night View Assist Plus can alert the driver to the potential danger posed by pedestrians or animals in unlit areas in front of the vehicle by automatically switching from the speedometer to a crystal-sharp night view image and highlighting the sources of danger. A spotlight function is furthermore able to flash any pedestrians detected ahead. This attracts the driver’s attention to the source of the danger at the same time as warning the person on the side of the road.

ATTENTION ASSIST can warn of inattentiveness and drowsiness in an extended speed range and notify the driver of their current state of fatigue and the driving time since the last break, offers an adjustable sensitivity setting and, if a warning is emitted, indicates nearby service areas in the COMAND navigation system.

Porsche Reveals The Almost-Production Ready 918 Spyder

Bix — Thu, 16 May 2013 17:14:00 +0000

After years of teasing and tempting us, the Porsche 918 Spyder will finally enter production on September 18th, 2013. But the looming launch date doesn’t mean Porsche needs to close the tap on their steady stream of media updates. In fact, Porsche has just given us our best look yet at their entrant into the Supercar War of 2013.

First, the latest round of stats. Porsche has revised the 918 Spyder’s power figures; they now say the car’s total powertrain can lay down a maximum output of 887 horsepower—608 from the naturally-aspirated 4.6 liter V8 that revs to 9,150 rpm (that’s OVER 9000!!!), 154 horses from the rear axle’s hybrid electric power module, and 127 horsepower from the front axle’s electric motor. Total torque is a little trickier to figure out—due, we assume, to the intricacies of the hybrid layout, it varies from gear to gear—but the maximum twist figure is 940 lb.-ft. of torque, with a minimum of 590 lb.-ft. available from 800 rpm to 5,000 rpm due to the electric motors. The seven-speed PDK drives the rear wheels; the front axle is directly connected to the electric motor, but that motor disconnects north of 146 mph to keep it from overrevving. The 918 Spyder’s curb weight comes in at 3,715 lbs (3,616 with the track-designed Weissach package).

As for performance, Porsche is claiming a 0-62 mph time of 2.8 seconds, a 0-124 mph time of 7.9 seconds, and a 0-186 mph time of 23 seconds flat, with a top speed of 211 mph. (In purely electric mode, the 918 Spyder does 0-62 in 7.0 seconds, and tops out at 93 mph. A fully charged battery—which can charge in less than two hours on 240V current—can carry it up to 18 miles.)

Porsche has given the 918 Spyder a choice of different driving modes, much like Ferrari’s manettino dial; however, in the Porsche, the dials control what type of power flows to the wheels (and in what quantity). The car defaults to E-Power mode (a.k.a. Dr. Niels Bohring mode) upon start-up, where it runs exclusively on electric power unless the driver mashes the gas with extreme prejudice, in which case the engine kicks on until he or she lets off the throttle. The next step up in the sporty settings is Hybrid mode, where the electric motors and gas engine operate in concert for a fuel-efficient driving style—perfect for those times when you’re down to the last gallon of gas and still 20 miles from a Citgo. Sport Hybrid mode comes next, and is designed for on-road hustling; the V8 becomes the primary power source and runs continuously, with the electric motors adding pep when needed to increase acceleration or decrease fuel consumption under light load. Race Hybrid mode is next on the list, and is designed more for track usage; the gas engine is run harder, and used more frequently to charge the batteries (whose charge is allowed to fluctuate more in this mode), while the electric motors are used at a higher output in shorter bursts. Finally, there’s Hot Lap mode, which basically leaves it all on the table; it’s like Race Hybrid mode, but drains the batteries faster than they can be recharged, which means it’s only good for a few laps.

As you’d expect, Porsche has gone all-out on the smaller technical details, too. The PDK transmission has been installed upside-down, in comparison to its installation in the 911, to lower the center of gravity. The tailpipes pop out through the rear deck like the funnels on a 19th century paddle-wheel steamer, for better heat removal; likewise, the air intake channels are on the outside of the engine while the exhaust sits inside the V for the same reason. PASM adaptive shock absorbers help keep the car flat in turns, active aerodynamics—a retractable rear wing with multiple angles of attack, aerodynamic flaps on the bottom of the car, and adjustable front air inlets—help generate the optimum compromise between efficiency and downforce, and rear wheel steering improves stability at high speeds and turning radius at low ones.

The Porsche 918 Spyder set a 7:14 lap time at the Nürburgring Nordschleife last year, but by now, a few reported caveats have emerged about that run: 1) it began from a standing start, not a flying lap; 2) the car was driven by an engineer, not one of Porsche’s pro hot shoes; and 3) that car wasn’t as far along in the development process as the current version. Porsche factory test driver and general badass Walter “RÖFTL” Röhrl says he thinks the final 918 Spyder will knock off a lap of the North Ring in roughly seven minutes flat—maybe even as low as 6:55. A time like that would fricassee pretty much every other production car on Earth (we refuse to count the Radical SR8). In fact, the only likely competition will be the McLaren P1 and the Ferrari LaFerrari (assuming Ferrari ever decides to actually try and set a lap record on the ‘Ring with it). These are good days to be a car guy…and even better days to be rich. [via Porsche]

Holden Reveals New HSV Gen F Range, Includes 585 HP GTS Sedan

Bix — Tue, 14 May 2013 19:32:38 +0000

GM must really like Australia, because their Aussie division Holden gets all the best affordable V8-powered practical sports cars. And even when GM brings a few RWD, V8-powered Holdens over here—like the Pontiac G8 and the Chevrolet SS—the versions they get in Australia are still better.

Case in point: While we in the U.S. get the Holden Commordore-based Chevy SS with a 400 horsepower V8 and a six-speed automatic, Holden’s HSV performance division is rolling out an entire arsenal of rear-wheel-drive performance sedans, station wagons, and ‘utes. And the king of the court will be the HSV Gen F GTS, packing a 585 horsepower. 547 lb-ft supercharged V8.

Yep, the GTS packs the same LSA V8 from the Cadillac CTS-V and the Camaro ZL1, though it makes a bit more horsepower here than in either of those cars. The HSV Gen F GTS comes with a choice of manual or automatic transmissions, and features a host of subcutaneous updates to strengthen the car so it can handle all that power. Oh, and it also comes with Holden’s first traction-control-based torque vectoring system. 20″ forged alloy wheels come standard (as they do on all Gen F HSV Holdens), along with heavy duty brakes—the front calipers are six-piston calipers with two-piece rotors measuring 15.4 inches across.

We’ve included the full photo gallery of all the goofily-named HSV Gen F cars above—the GTS, the Maloo, the Senator Signature, the Clubsport and Clubsport Tourer—but the GTS is really the one worth caring about. We hope GM comes to its senses and offers a Chevy SS with that six-speed manual/LSA powertrain combo in the near future.

[via WorldCarFans, Motoring]

Lamborghini Egoista: The Supercar So Exclusive, No One Can Have It

Bix — Tue, 14 May 2013 15:00:53 +0000

Ego. If your mom and dad were like this humble writer’s, they probably taught you that ego is generally a negative thing. As you get older, you start to realize the value of having a healthy one—but you also learn the value of keeping it in check. Suppress it too far, you wind up a pushover. Let it grow too large, though, and you wind up naming buildings after yourself. Or building one-off supercars with gonzo styling and room for only one person—oh, and that nobody else will ever get to drive. Behold the Lamborghini Egoista.

Whipped up by VW Group design head Walter De Silva and his hand-picked team of designers in honor of Lamborghini’s 50th anniversary (yes, this is yet another 50th birthday present Lamborghini bought themselves), the Lamborghini Egoista takes Lamborghini’s recent design trend of styling their cars to look like fighter jets and pushes it to full afterburner. The cabin is a cockpit, a single-seat compartment with a yoke in lieu of a steering wheel, a retractable canopy instead of a windshield, and what appears to be some sort of targeting computer head-up display in the event you need to nail a passing Ferrari with an AIM-9X Sidewinder (not included).

The styling’s aeronautical inspiration extends beyond the stealthy carbon-fiber bodywork; even the lighting is air raft-inspired, with white, red and green lights placed strategically around the car in order to provide reference for its location in three dimensions, not just the usual two for a car. Granted, this would only be practical for those rare times the Egoista has leapt off a Dukes of Hazzard-eqsue jump, but hey, it’s pretty obvious the Egoista left practicality on the side of the road about a mile back. Lamborghini claims the car’s bodywork and wheels are made from a “special antiradar material,” a claim which—considering most nations of the world would kill to get their hands on radar-absorbent material for their aircraft—we’re taking with a few grains of salt.

Not that many cops will be firing their radar guns at the Lamborghini Egoista, anyway. The one you see here is the only one they’re building, and they’re hanging onto it. “It is a car for itself, a gift from Lamborghini to Lamborghini, resplendent in its solitude,” the press release says. “The Egoista is pure emotion, Never Never Land, which no one can ever possess, and which will always remain a dream, for everyone.” That said, we’re betting the 600 horsepower 5.2 liter V10 mounted behind the driver is a preview of the output of the Gallardo replacement’s engine—and the Egoista’s styling might be a slight hint at said car’s looks. A very slight hint. [via Lamborghini]

Press Release:

LAMBORGHINI EGOISTA – WALTER DE SILVA’S HOMAGE FOR LAMBORGHINI’S 50TH ANNIVERSARY

An emotional moment in Sant’Agata Bolognese yesterday at the culmination of the gala celebrating Lamborghini’s 50th anniversary: Walter De Silva’s incredible vehicle made its entry in front of a thousand invitees, the Head of Design for the Volkswagen Group’s homage to celebrating the House of the Raging Bull’s half century. “I am very attached to this Italian brand, being an Italian myself. I wanted to pay homage to and think up a vehicle to underline the fact that Lamborghinis have always been made with passion, and with the heart more than the head,” said an emotional De Silva.

Indeed the Egoista, as the vehicle has been christened, is a car forged from a passion for innovation and alternative solutions, the same passion which has always set the Lamborghini brand apart. “This is a car made for one person only, to allow them to have fun and express their personality to the maximum. It is designed purely for hyper-sophisticated people who want only the most extreme and special things in the world. It represents hedonism taken to the extreme, it is a car without compromises, in a word: egoista (selfish),” De Silva further explained.

The supercar’s debut was equally spectacular, with a cinematic entry announced by a trailer projected onto the nine big screens in the room. The stage was transformed into a landing strip, with a top model in a flight suit guiding the Egoista’s arrival with ground crew light paddles, and the roar of the V10 engine shaking the 20-meter-tall tensioned event structure: this is the spectacle the VIP guests were treated to when Lamborghini President and CEO Stephan Winkelmann entered at the wheel of the Egoista, before inviting its creator, Walter De Silva, to join him on stage.

Concept and technology

Powered by a 5.2-liter V10 engine supplying it with 600 horsepower, the Lamborghini Egoista is an intentionally extreme and unusual vehicle with absolutely unique characteristics, created by the Volkswagen Group design team – Alessandro Dambrosio responsible for the exterior and Stefan Sielaff for the interior, in particular. De Silva’s team chose to create a single-seater, pushing all the characteristics in Lamborghini’s make-up meaning pure driving pleasure, performance and style beyond their limits. The cockpit, designed like a tailor-made suit for the driver, is a removable section which, once combined with the rest of the vehicle, creates a perfect technical, mechanical and aerodynamic unit. Inspiration, as per Lamborghini tradition, once again comes from the world of aviation, and in particular the Apache helicopter, where the cockpit can be ejected in an emergency.

“The cockpit, made completely of carbon fiber and aluminum, represents a sort of survival cell, allowing the driver to isolate and protect themselves from external elements,” De Silva explained.”We kept an eye on the future when designing the Egoista, with the idea that its cockpit could have been taken from a jet aircraft and integrated into a road vehicle, to provide a different travel option.”

The design

The exterior is characterized by two fundamental aspects: its architecture, and the materials used. The design is determined by a highly muscular structure, in which empty and solid areas fit together with strength and vigor. The bodywork is dominated, on its sides, by the stylized profile of a bull preparing to charge, its horns lowered. The bull is driving towards the front wheels, conferring a futuristic dynamism and lines which are already, in themselves, highly aggressive. Naturally, this is a homage, a bold stylistic citation which can only be a reworking of the Lamborghini brand icon, the well-known raging bull. The challenge of efficiently inserting the Lamborghini symbol as an integral part of the bodywork was met courageously and artistically. The plan view reveals a trimaran profile, where the central hull forms a unique section with the cockpit, underlined by the carbon-fiber cover on the front hood.

The upper part of the vehicle does not have aerodynamic appendages, but rather flaps integrated in the bodywork profile which act automatically depending on the driving conditions. Two rear flaps activate automatically at high speeds to increase stability, while a series of air intakes on the back of the engine hood provides the cooling air flow to the powerful V10 power plant. While the front of the vehicle has a profile intended to increase downforce, the rear is fully open with the mechanics in view, reducing weight but also with the result of creating a more aggressive look. The Lamborghini Egoista’s lights are more like an aircraft’s than a road vehicle’s. It does not have traditional headlights, rather LED clearance lights which determine its position not just on a single plane such as the road, but rather in three dimensions, as is required in airspace. Two white front lights, two red rear lights, a red flashing light in the upper part of the tail, two orange bull’s eyes as side markers, and a further two lights on the roof, red on the left and green on the right, make this four-wheeled UFO unique even in the dark. Finally, hidden behind the front air intakes at the base of the join between the central body and the two side sections, are two powerful xenon headlamps, two eagle’s eyes able to scan the darkness for great distances. As it is made from lightweight materials such as aluminum and carbon-fiber, the vehicle has no-walk zones, duly marked like on airliners. The parallels with the world of aeronautics do not end here, however, as the body is made from a special antiradar material, and the glass is anti-glare with an orange gradation. The rims are also made from antiradar material, flat and rough, embellished with carbon-fiber plates to improve their aerodynamics.

Interior

The cockpit’s interior is extremely rational, its functionality taken to the extreme. There is a racing seat with a four-point seatbelt, each strip a different color, the airbags, and the bare minimum of instruments. The focal point of these is a head-up display, typical of jet fighters. To get out of the vehicle, the driver must remove the steering wheel and rest it on the dashboard, open the dome with an electronic command, stand up in their seat, sit down on a precise point of the left-hand bodywork, then swivel their legs 180 degrees from the inside of the cockpit to the outside of the vehicle. At this point they can set their feet down and stand up. Even in getting out of the vehicle, the Lamborghini Egoista requires a pilot more than a driver, a real top gun.

The philosophy

The Egoista contains, in Walter De Silva’s opinion, all the product criteria which are part of Lamborghini’s make-up. “It’s as if Ferruccio Lamborghini were saying: I’m going to put the engine in the back, I don’t want a passenger. I want it for myself, and I want it as I imagine it to be. It is a fanatical vehicle, Egoista fits it well.”

If Lamborghinis are cars for the few, this one goes further. It is a car for itself, a gift from Lamborghini to Lamborghini, resplendent in its solitude. The Egoista is pure emotion, Never Never Land, which no one can ever possess, and which will always remain a dream, for everyone.

Drive An Aston Martin Race Car On The Track? Why, We’d Love To.

Bix — Fri, 10 May 2013 17:27:01 +0000

Photography: Andrew Link

The following article is presented in two parts. ‘Cause we classy like that.

Sometimes, things just go so right.

Like, say, being pulled aside at the New York Auto Show a month ago to be invited up to Monticello Motor Club to check out Aston Martin’s Vantage-based GT4 race cars. Like the weather finally remembering it’s supposed to be spring and delivering up a cloudless 75-degree day.

Like finding out that not only will you be able to ride around the track in said Aston Martin race car, you’ll also be able to drive it.

Not right away, of course. Race cars are finicky things, requiring a lot of T.L.C. between laps. Tires must be checked, noise levels measured, napalm-grade fuel shunted into the tank. Better-known journalists with bigger audiences must go first.

So you wait. You watch. You lean up against the Armco like a trackday Tom Sawyer and watch the black Aston you’re gonna drive tear past over and over again, spitting out a roar like God after He stubs His Toe.

Until your time comes. The Aston pulls into the garage—a stealth fighter covered in corporate logos—the doors pop open, and your coworker scrambles out, grinning and sweating in equal measure. You pull on your balaclava, jam the helmet on your head, and – if you’re like me – grumble under your breath as you try to finesse, finagle, and finally force your glasses onto your face through the helmet’s gun slit.

But once they’re on, it’s into the Aston. Not the driver’s side, not at first; the club’s pro driver has first crack, to show you what this thing is capable of. He tells you his name is Corey. As you introduce yourself, a technician who is almost certainly not paid enough reaches between your thighs like one of the Hustler Club’s finest to hook up your five-point harness.

Corey tells you he’s been doing this for 16 years, which impresses you. Then he tells you he started when he was four. Suddenly, you’re feeling rather insecure. And old.

Corey winds the Aston up the road to the entrance to the north track; the marshal waves him on, and he punts it. It’s the speed he carries through the corners, the impossible way the car tracks straight and level through bowline knot bends without a note of protest from the tires, that startles you. Every turn sends your helmet slamming into the sides of the racing seat, every hard shift sends it back into the headrest. A spec Miata makes the mistake of being on the course at the same time; Corey slices its line in two on a tight right turn, jumping in front of it en route to what the speedo says is an 185 kph top speed on the back straight. 115 mph. (It seemed faster at the time.)

The two warm-up laps wind down, and Corey brings the car back to the. An awkward clamber from the passenger’s seat is followed by an even more awkward climb into the driver’s seat – complete, again, with the stoic technician fumbling around near your junk. But finally, the belts are on, the steering wheel in place, the door closed.

It’s time to drive a goddamn race car.

Turn the key to on. Pull the red nipple on the dash that starts the flow of fuel. Press the glass Start button. The V8 lives.

Push the button for reverse. Follow the technician’s directions to back out – the sight lines are only slightly better than the view out of a submarine. Pop the car into drive, and purr up the hill to the track. This seems easy enough. The paddles control the gears; just don’t downshift too fast, Corey says, or else it won’t shift at all. Oh, and don’t hit the brakes hard enough to engage ABS.

Up pit lane now; the marshal gives the go-ahead, so you punch it in second gear. The mighty roar is all but muted in the cabin, inside the helmet, but you know it’s there, the way you know the moon is yanking on the seas. The Aston picks up speed with linear fury, but honestly, you’ve accelerated faster. A McLaren MP4-12C, a GT-R, even a CLS63 AMG or a Corvette Grand Sport – they all build speed faster, if the seat of your pants is as a reliable calculator.

And then you hit the first turn, and you realize why this thing is a race car. The grip seems absolute, body roll absent. Cones along the track indicate where to point the car’s blunt nose; just look, point and squirt. Corey flashes hand signs like a Navy SEAL, indicating when to downshift or hit the brakes.

The first corners pass by slowly. You’ve seen what the Aston Martin can do in the hands of a professional, but you’ve spent more time on the john in the last month than you have on a track in your life, and you don’t want to be That Guy who stacks the six-figure race car because he thought he was better than he was. Everybody in the auto journalism world knows That Guy. Nobody likes him.

But once the back straight rolls into view, you mash the throttle to the firewall, and unleash the thunder. Up to the top of second—bang—shift. Up to the top of third—bang—shift. Towards the top of fourth…the braking point is coming up fast…why the hell didn’t Aston put a red line on this damn tachometer, brake brake BRAKE…

You turn harder, you brake later, you push the gas pedal further. The rear end goes squirrely for a fraction of a second before the traction control catches, suddenly making clear why Aston Martin elected to keep it on for the journalist test-drives. You’d bet good money that somebody would have spun it by now otherwise.

But it wouldn’t have been you. No, you know that for sure as you power through the turns on your second lap, onto your third, and then into the last one; as you kiss 110 mph at the end of the back straight; as you wind through the final turns at what feels like the knife’s edge of control, hands spinning, eyes scanning, synapses firing as fast as that glorious-sounding V8.

And just like that, it’s over. Corey signals to pull into the pits and head to the garage; you flick on the blinker, downshift to second, and pull off the track and onto the access road. Hands trembling as the adrenaline ebbs from your blood. It hits you that you’re incredibly warm, and the air you’ve been breathing is thick and stale.

“What’d you think,” Corey asks?

You give it a second. “That’s one hell of a job you’ve got there,” you reply, aiming for John Wayne-like understatement.

Pull into the garage. Put it in park. Turn the ignition switch and kill the fuel. The crew opens the door; twist the harness loose and scramble out. You pull off the helmet—and, sure enough, you’re wearing a shit-eating grin.

Sometimes, things just go so right.

-Will Sabel Courtney

__________________________________________________________________________

Going into turn one at Monticello’s North course I thought it would be faster.

Granted, I have driven other, faster, cars before so knowing what kind of thrust large amounts of horsepower can provide is nothing new, but The Racing Group (TRG)’s Aston Martin Vantage GT4 didn’t provide that initial “What did I get myself into?” scare. Uphill into the first turn I was asking for more grunt.

The initial startup procedure offers a reminder that yes; this is a racecar that demands strict operating guidelines in order to fully realize it’s potential on track, and avoid an ill-fated mistake. Fuel pump on, buttons pushed here and there, key twisted, then one of the most satisfying sounds to a gear head, that turbine sound of the starter turning over the motor that usually comes from an Aston Martin and the je ne sais quoi it produces.

But when it comes to racing, horsepower isn’t the only thing that matters and even horsepower doesn’t guaranteed winning. The Vantage GT4 gets by with a thing that has produced results ever since racing was a sport: Grip. You associated racing with speed, and granted they usually have tons of it, but without grip they’d be victims of gravity’s harsh tendency to not forgive. So with almost 300 kilograms (roughly 660 pounds) shaved off the road-going Vantage the tires have the innate ability to produce loads and loads of grip, one thing that can overcome speed.

Being a little hesistant through turn 1, I brake way too early—the four-piston monoblock calipers matched to steel rotors provide tremendous, fade free braking—and I have to power through the turn 50 feet before reaching the apex. It’s not the most traditional racing line, but I get a feel for the capabilities of the car quickly. Most noticeably, rotation under throttle lift is direct and predictable, even if you come into an apex a bit too vigorous and have to lift, the car will follow the steering with no complaints. It’s a nice reminder that you have multiple ways of getting from A to B.

Using the road-going Vantage’s six-speed automatic transmission with torque converter, shifts aren’t dual clutch quick, but they are violent—imagine being hit with a football in the head with Drew Brees QB’ing. You’ll never mistake a shift, but after repeated laps, I feel like the brute force would wear you down more quickly than in competing cars.

By the third lap I’m really starting to get into a braking, turn-in rhythm so I figure the time is right for more throttle towards the exit of the turn, however, due to traction-control (I thought his was a race car!) I’m severely limited to how much power I can put down. By all accounts, the local hot shoe who was providing hot laps for orientation would’ve been 200 feet ahead by the time the Aston actually started putting full power down. I understand why the “insurance switch” is on there (considering they allowed five journalists with no track time in the car drive) but it would’ve been exciting to see the difference. Not having a writer stack an Aston racer is definitely TRG’s prerogative for the day.

Another quirk that kept me from ultimately going as fast as nerves would have allowed was the extremely low seating position. I’m 5’8” and I could barely see out of the front screen. Low center of gravity, I totally get it but this was almost unnecessarily low. Not seeing the apex on certain turns is not only sketchy, but really discomforting.

After the allotted five laps I was starting to become quite comfortable in the car, the learning curve is subtle enough to wring out some fairly fast laps within the first few minutes of piloting the car. However, this is still a race car and it still demands not only mental ability but physical endurance, something which takes years of practice and the willingness to put this before family, friends and free time. Seriously, it’s not easy.

Yes, these cars can only be afforded by the wealthy or the truly talented who are lucky enough to get sponsors, but you get money from being a hard worker and that dedication is what it takes to squeeze the most out of the GT4. Sure, you can buy anything with money but you cannot buy skill and dedication to a sport, which requires an insane amount of skill. The Vantage GT4 is the perfect stepping stone for the few that can get in one.

-Michael Crenshaw

Ferrari Wants To Sell Less Cars

Bix — Fri, 10 May 2013 17:01:38 +0000

Most car companies would be thrilled to say that their sales have increased 69 percent over the last 10 years. But as we all know, Ferrari isn’t most car companies.

While Ferrari global sales have jumped from 4,238 units in 2003 to a record 7,318 cars in 2012, CEO Luca di Montezemolo isn’t particularly pleased about it. Sell too many cars, and you risk diluting Ferrari’s exclusivity. “Our growth in recent years has been driven by emerging markets. Our goal now is to aim for exclusivity,” he said. “We will manufacture less, preserve the flow of cars to the market and protect secondhand markets.”

“When you buy a Ferrari you buy a dream, and customers must be reassured that we will preserve that dream,” di Montezemolo added.

They’re not pairing it down drastically, though—di Montezemolo said the company just aims to sell less than 7,000 cars in 2013, and that figure doesn’t included any units of LaFerrari.

And don’t think the change means Ferrari plans on sacrificing profits for exclusivity. Instead, the car maker plans on playing up their extensive options list and customization programs, “encouraging” buyers to spend more on their cars. Considering how easy it already is for buyers to add 25 percent or more to the base price of their Ferraris by checking off options, we see the virtues in di Montezemolo’s plans. Well. Maybe “virtues” isn’t the right word.

On a promising note, though, the plans for reduced market share mean we don’t have to worry about a Ferrari SUV—or a sedan or a cheap entry-level model—anytime soon. “I tell such customers to look to Maserati,” said di Montezemolo. “We will not deviate from our core products.” So expect a California replacement and a 458 Scuderia in 2014, a slightly refreshed FF in 2015, an all-new 458 in 2016, and either an F12M or an F12 GTO somewhere around then too. [via Autocar]

Quad-Rotor Red Bull Mazda RX-7 Drifts Through New Zealand (w/Video)

Bix — Wed, 08 May 2013 21:03:09 +0000

Usually, the term “quad-rotor” refers to a remote-control drone. On occasion, maybe some sort of weird helicopter, or an even weirder fan. But in this case, it refers to the engine of Mad Mike Whiddett’s 750 horsepower, Red Bull-branded Mazda RX-7 drift car.

We’ve never heard of Mad Mike before, but apparent;y he’s mad enough to score a Red Bull sponsorship—and to have them film him blasting up a few miles of one of New Zealand’s windiest, trickiest roads while laying rubber like butter on bread. His RX-7 looks sketchy as hell, but we’re glad somebody out there knows how to use it. These videos make our day.

[via Red Bull on YouTube]

The Yeah Right Files: Audi Planning Off-Road-Capable A9 Sedan

Bix — Mon, 06 May 2013 17:33:56 +0000

Every now and again, we come across an automotive rumor so wacky, so wild, that we have to double-check the date it first appeared to make sure it’s not an expired April Fool’s Day joke. The sort of rumor that leads us to drop a choice Super Troopers quote. These are the Yeah Right Files.

In today’s installment: A little rumor from Auto Motor und Sport regarding a potential new range-topping flagship sedan for Audi, called the A9. BUt this new A9, according to the report, won’t be based on the A8 platform as you might expect; instead, it’ll be based on the Q7 SUV platform. Because the A9 will be an off-road sedan.

Yes, the A9 would reportedly actually be the A9 allroad—an off-road (or at least soft-road) capable four-door with skid plates and an increased ride height over a conventional sedan. It’ll also, supposedly, come with a semi-autonomous driving system that not only allows the car to park itself, but also to drive itself under select circumstances. Oh, and it’ll do all this by 2016, when it’s supposed to arrive. Yeah, right. [via Auto Motor und Sport]

Pictured: Subaru’s Outback Sport Utility Sedan, which was the last off-road sedan we could think of.

911 Onslaught Continues As 2014 Porsche 911 Turbo, 911 Turbo S Revealed

Bix — Fri, 03 May 2013 16:48:41 +0000

Leaders live and die, empires rise and fall, and sports teams hop from city to city, but three things in life remain constant: death, taxes, and the Porsche 911 Turbo tacked in poster form to the bedroom walls of teenagers across the globe. And from the looks of it, the 991-generation 911 Turbo aims to keep that tradition going strong.

Revealed this morning (presumably after Porsche realized we already had the scoop on it, so there was no point keeping everyone in the dark anymore), the 2014 Porsche 911 Turbo and 911 Turbo S are just what you’d expect: the pinnacle of Porsche performance.

Both models use a twin-turbocharged, direct-injected 3.8 liter six-cylinder engine; in the 911 Turbo, it generates 520 horsepower, while the Turbo S bumps that up to 560 horses. A new Porsche Traction Management all-wheel-drive system, complete with a new water cooling function that allows more power to be sent to the front wheels, applies all that power to the ground, while—as expected—a seven-speed dual-clutch transmission connected the wheels to the engine.

Thanks to the added power, the improved AWD and the transmission’s dual-clutch magic, Porsche claims the new 911 Turbo (with the Sport Chrono Pack’s launch control) bombs from 0-60 in 3.2 seconds, while a similarly-equipped 911 Turbo S shoots from 0-60 in 2.9 seconds. Considering Porsche’s infamous habit of sandbagging their quoted acceleration times—the company claimed the 997.2 generation 911 Turbo and Turbo S made the 0-60 runs in the mid-to-low-three-second range, but independent testing found the 911 Turbo and Turbo S actually cooked off 2.9 second 2.7 second runs, respectively. So we’re betting “real world” 0-60 numbers for the 2014 911 Turbo and 911 Turbo S will be around 2.7 and 2.4 seconds. Amazeballs as that seems.

As we’d heard, the new 911 Turbo is indeed 1.1 inches wider than the Carrera 4. Porsche points out that “the fenders feature a nearly level surface, about the width of a hand, between the C-pillar and the outer edge of the car body.” We’d rather just say the new 911 Turbo has an ass that won’t quit.

But the rear end of the car does eve more than before, thanks to new rear-wheel-steering that can vary the angle of the wheels up to 2.8 inches. At speeds up to 31 mph, the rear wheels turn in the opposite direction as the fronts, thus decreasing turning radius; at speeds north of 50 mph, the rear wheels turn the same direction as the fronts, improving stability. There is also, of course, the famous Turbo rear spoiler mounted on the tail, which can now be extended to one of three different positions depending on how much downforce you need. Up front, there’s a three-stage pneumatically-retractable chin spoiler for additional aero aid.

Thanks to all the performance upgrades, Porsche says a 2014 911 Turbo S on standard tires can cut a hot lap of the Nürburgring Nordschleife in less than seven and a half minutes—that’s Carrera GT territory. Of course, the Carrera GT didn’t come with standard 18-way adjustable power sport seats, an available Burmeister sound system, or optional radar-based cruise control. It also cost a lot more than the Turbo S—even if you throw every option in Porsche’s book at it (and they do have a lot of options), you’ll never get the $182,050 911 Turbo S all the way to the Carrera GT’s $450K MSRP. If you can’t swing that much cash, though, the 2014 Porsche 911 Turbo starts at $149,250. Either way, if you buy one, you win.

[via Porsche]

Press Release:

The New Porsche 911 Turbo and 911 Turbo S

Atlanta. The Porsche model offensive in the anniversary year of the 911 is reaching new heights. Fifty years ago, the 911 made its debut at the Frankfurt International Auto Show – and just ten years later, the first 911 Turbo prototype was at the IAA. On this 40th anniversary of the 911 Turbo, Porsche is now presenting the new generation 911 Turbo and Turbo S – the technological and dynamic performance peak of the 911 series. A new all-wheel-drive system, active rear axle steering, adaptive aerodynamics, full-LED headlights, and up to 560 hp from a flat six-cylinder engine with twin-turbochargers underscore the role of the new generation 911 Turbo as an ultra performance car, every day car, and technology flagship. Playing an equally crucial role are an entirely new chassis and lightweight design with a 3.9-inch longer wheelbase and larger 20-inch wheels. The Porsche Dynamic Chassis Control (PDCC) active anti-roll system, which is being offered for the first time in 911 Turbo models, increases dynamic performance even more. This system is standard equipment in the 911 Turbo S, as is Sport Chrono Package Plus with dynamic engine mounts, and Porsche Carbon Ceramic Composite Brakes (PCCB); all of these features are also available as options in the 911 Turbo. The result: The new 911 Turbo S shortens the lap time for the North Loop of the Nürburgring to well under 7 and a half minutes – with standard production tires.

Improved Performance and Efficiency

The new engine and refined PDK transmission is partnered with a new Porsche Traction Management (PTM) all-wheel drive system. The turbocharged 3.8-liter six-cylinder engine with direct fuel injection produces 520 hp in the 911 Turbo and 560 hp in the S model. Porsche continues to be the only carmaker to offer two turbochargers with variable turbine geometry on a gasoline engine. Power is transferred to the drivetrain via a seven-speed dual clutch transmission (PDK), which now enables an auto start/stop function with engine shutoff, which activates earlier while the car is coming to a stop as well as when coasting at speed. A new combined thermal management system for the turbo engine and the PDK transmission are projected to result in real world fuel economy improvements when final U.S. EPA label values are calculated closer to the time the car is on sale in the United States. Induction and engine sounds are transmitted to the passenger compartment via a speaker diaphragm.

New all-wheel drive with electro-hydraulic control

For even faster and more precise power distribution to the front and rear axles, Porsche developed a new PTM all-wheel drive system with electronically controlled and activated multi-plate coupling. The system is equipped with a new water cooling function, which allows for more strength, and therefore more drive torque to the front wheels, than the system in the previous 911 Turbo. Simultaneously, the optimized interplay of the engine, transmission and all-wheel drive systems results in significant improvements to the acceleration capabilities of the 911 Turbo and Turbo S. The 911 Turbo with the optional Sport Chrono Package Plus accelerates from zero to 60 mph in 3.2 seconds, on its way to a top track speed of 196 mph. The 911 Turbo S handles the sprint to 60 mph in just 2.9 seconds, with a top track speed of 198 mph.

Widest body of all 911 cars

Visually, the two new top variants of the 911 lineup are set apart from other models more than ever. The characteristic expansively wide rear body panels of the new generation 911 Turbo are a further 1.1 inches wider than on the 911 Carrera 4– the fenders feature a nearly level surface, about the width of a hand, between the C-pillar and the outer edge of the car body. Other differentiating characteristics include forged two-tone 20-inch aluminum wheels. On the 911 Turbo S they have center hub wheel locks. The Turbo S is further differentiated by new, standard full-LED headlights that feature four-point daytime running lights and camera-based high/low beam control, which can be ordered as an option for the 911 Turbo.

Rear wheel steering notably enhances responsiveness

The introduction of rear wheel steering in all turbo models immensely improves both track driving capability and everyday performance of the two new sports cars. The system consists of two electro-mechanical actuators, instead of the conventional control links, on the left and right rear axles. The steering angle of the rear wheels can be varied by up to 2.8 degrees, depending on vehicle speed. At speeds up to 31 mph, when the front wheels are turned, the system steers the rear wheels in the opposite direction. This actually corresponds to a virtual shortening of the wheelbase by 9.8 inches, which gives the 911 Turbo unrivalled performance in curves. The system lets the car turn faster into corners and offers more dynamic steering response. This noticeably simplifies maneuvering and parking.

At speeds above 50 mph, the system steers the rear wheels parallel to the front wheels. This is equivalent to a virtual lengthening of the wheelbase by 19.6 inches and gives the car tremendous directional control capability. At the same time, the steering input by the driver leads to significantly faster build-up of lateral force at the rear axle, which responds to steering commands even more quickly.

Active aerodynamics improve efficiency and performance

Porsche developed an active aerodynamic system on the new 911 Turbo models for the first time. It consists of a retractable three-stage front spoiler, whose segments can be pneumatically extended, and a deployable rear wing with three adjustable wing positions. This makes it possible to tune the aerodynamics of the 911 Turbo to fulfill driver wishes for either optimal efficiency or top dynamic performance. In the performance position, all segments of the front spoiler are fully extended, and they generate considerable down force at the front axle. Similarly, the rear wing is extended to its maximum height with the greatest angle of attack. This also generates more down force at the rear axle. Dynamic performance is improved to such an extent that lap times at the North Loop of the Nürburgring are improved by up to two seconds due to this system alone.

New interior with high-end features

The interior was completely redesigned in both 911 Turbo models, and it builds on the 911 Carrera family. The S model is particularly well equipped, offering such features as an exclusive interior in a black/Carrera red color combination and standard Sport Seats Plus with 18-way adjustment and memory. In addition, the seat back shells are upholstered in leather with double cap seams and various elements in carbon look. As on the previous models, the Bose® sound system is installed as standard; for the first time, a Burmester® system is also available as an optional feature. A radar-controlled cruise control system, camera-based road sign recognition, and speed limit recognition are other new options being offered.

The new top models of the 911 model series arrive on the market at the end of 2013 in the United States. The 911 Turbo is priced from $148,300 while the 911 Turbo S begins at $181,100, not including a destination charge of $950.

New Porsche 911 Turbo News: No Manual Gearbox, But It’ll Be Fast As Hell

Bix — Wed, 01 May 2013 20:10:19 +0000

After learning that Porsche will not offer a manual transmission in the 991-series 911 GT3, we began wondering whether the newest version of the 911 Turbo would suffer the same fate. While the GT3 has always been about a raw driving experience and track-day fun, the Turbo’s more about maximum speed with minimum fuss—a job that would seem to be a better fit for a car with a dual-clutch transmission. So if the GT3 was going PDK only, we figured odds were pretty good the Turbo would do the same.

Well, according to the new Road & Track, our hunch was right—the new Porsche 911 Turbo will come exclusively with a dual-clutch transmission. We’re oddly okay with that. While obviously we’d prefer the option of a manual, Porsche has made it pretty clear they consider the PDK their go-to transmission for performance cars, and being angry about it isn’t likely to change that. So we’re just going to have to make the best of it.

Thankfully, that shouldn’t be hard, considering the other things we hear about the new 911 Turbo. For starters, thanks to a higher red line and more boost, power should be up slightly—bumped to 520 horsepower and 479 lb.-ft. of torque, with a 10-second overboost that pushes the latter figure up to 516. The 2014 911 Turbo is expected to lap the Nürburgring Nordschleife in less than 7:30, an improvement of at least 10 seconds over the outgoing car’s 7:39 lap time. (If that’s not enough for you, by the way, the new 911 Turbo S should be coming along soon as well, complete with 560 hp and 516 lb.-ft. and a 196 mph top speed.)

To keep the new 911 Turbo planted, Porsche is apparently outfitting the car with an inflatable rubber chin spoiler. In Sport Plus mode, the thin rubber tube inflate, generating additional downforce to keep the car better planted. Also keeping the car in line: rear wheel steering, much like the new 911 GT3. When the time comes to stop, the optional 16.1 inch front and 15.4 inch rear carbon ceramic brakes should halt the 991-series Turbo early and often.

The 2014 Porsche 911 Turbo will also take up plenty of the lane—unlike past 911 Turbos, which were as wide as the Carrera 4S’s widebody, the new Turbo will reportedly be another 1.1 inches broader than the widest regular 911. Which makes it 2.8 inches wider than the base Carrera. And just for fun, if you want, you can have the roof painted body color, made out of glass, or even made from carbon fiber. We’ll take that last choice, please. [via Road & Track]

Photo via iBSSR who loves comments on his images on Flickr