Rinspeed BamBoo frolics in the sunshine ahead of Geneva

The Rinspeed BamBoo enjoys the summer sun – Click above for high-res image gallery

Rinspeed has unleashed a mammoth collection of photos featuring its upcoming BamBoo. We eagerly await spying this grown-up golf-cart (their words) in person at the 2011 Geneva Motor Show. The photos are heavy on the stylized portrayal of wealthy youth enjoying a summer in Saint-Tropez, yet they reveal little of what's under the BamBoo's skin.

We do know that its German-made 54-kW electric motor will allow speeds of up to 75 miles per hour and that its battery (unknown chemistry) offers 65 miles of range. What's more, it appears that there may be a bicycle or two taking up residence in the rear cargo area. Tech junkies will surely appreciate the included seven-inch (Android-powered?) tablet computer.

The photos are fun to look at (get a load of the inflatable roof that also serves as a beach blanket) and help give us an idea of what to expect when we finally train our own lenses on the real-life version of the BamBoo. In the meantime, feel free to check out the press release after the break.
[Source: Rinspeed]

Land Rover promises Range_e plug-in diesel hybrid for Geneva

Land Rover is gearing up for the 2011 Geneva Motor Show and it's bringing four new models to show off, one of which shows the automaker is thinking a bit more green: the Land Rover Range_e plug-in diesel hybrid.

Power for the electrified Range Rover Sport comes courtesy of a 3.0-liter turbodiesel V6 paired with a ZF eight-speed automatic transmission, as well as an electric motor. The Range_e's driving range is said to be nearly 700 miles and it can drive approximately 20 miles on electric power alone, which should be good enough to get the SUV into the heart of London.

Also getting the bright light auto show treatment are the luxurious Range Rover Autobiography Ultimate Edition, Evoque in two and four-door guise and the 2011 Discovery/LR4 Landmark Edition. The Autobiography Ultimate is described as the most luxurious Land Rover ever produced and features yacht-inspired teak flooring and Apple iPad tablets for the rear passengers. The Evoque will be featured in a handful of trims that offer unique customization options for consumers. Finally, the limited-edition Landmark LR4 will be available in either a Black or a White theme with upscale interiors and unique color treatments.

[Source: Land Rover]

First Drive: 2012 Nissan GT-R

Invincible. According to Webster's, the word means "incapable of being conquered, overcome or subdued." The adjective is often used to describe something so superior that it's nearly impossible to overthrow. Want to know what invincibility feels like? Strap yourself into the driver's seat of the 2012 Nissan GT-R, and then press the start button.

Just three years after successfully launching its flagship performance vehicle on our shores, the engineers at Nissan have introduced a subtly but completely reworked supercar. The engine has more power, the suspension has been revised, the wheels are lighter, the seats have been redesigned, the brakes are bigger, the chassis is stiffer and the aerodynamics have been reconfigured to improve cooling and provide more downforce. This isn't a manufacturer's token "mid-cycle refresh" to boost sales; these are changes that improve the overall drivability and performance of the GT-R so significantly that most will be inclined to consider it nothing short of a second-generation rebirth.

For starters, how does 0-60 in 2.88 seconds sound?

This story really started three years ago this April. That was when we first drove the then-all-new 2009 Nissan GT-R, the spiritual descendant of a long lineage of epic Nissan Skyline sports cars.

Its performance was mind-boggling at the time. Under the hood was a twin-turbocharged 3.8-liter V6 developing 480 horsepower and 430 pound-feet of torque. Mated to a standard six-speed sequential dual-clutch rear transaxle, power was sent to the ground through the automaker's ATTESSA E-TS all-wheel-drive system. Nissan didn't officially quote performance figures at the time, but most publications clocked the GT-R's sprint to 60 mph in a scant 3.5 seconds. Quick on the street, it was even more capable on the track. Succinctly delivering this point, its Nürburgring time of just 7:38 put it ahead of the famed Porsche 911 Turbo and Mercedes-Benz SLR McLaren.

As good as the sports car was, the GT-R's chief vehicle engineer, Kazutoshi Mizuno, never considered the car "done." In fact, Mizuno promised the "real GT-R" would arrive in a few years.

Today, I find myself sitting in a meeting room at the Carlton Hotel in Atascadero, California, smack in the middle of the state's central coast. Mizuno is explaining to a handful of journalists the changes that Nissan made to the GT-R for the 2012 model year. Like a proud father (and with every bit as much boast), he goes over each of the vehicle's upgraded subsystems methodically. The details are impressive.

While the GT-R has aged very well, Nissan refuses to let its flagship supercar fall from the front of the pack. Pursuing that sole objective, the automaker has made minor changes each year. And, with the exception of the launch control debacle and a series of not-so-insignificant price increases, enthusiasts have welcomed these tweaks that have continued to improve the coupe's performance envelope. However, none of the revisions have been as significant as the changes for 2012.

Beginning with the exterior, Nissan has improved the GT-R's aerodynamics by reducing overall drag and increasing downforce. The front fascia has been enlarged and the grille openings altered slightly to reroute air precisely around the vehicle. As Mizuno explains, air forced through the front intake is channeled through the radiators and intercooler before being released into the back of the brakes for cooling. Airflow that normally would have spilled over the hood has been redirected to the sides. Not only does this improve air volume through the radiator and front brakes, but the overall coefficient of drag is down to .268 (last year, it was .272) and downforce on both axles has been increased by 10 percent. From the outside, the new front fascia is visually distinguished by its double rectifier fins and integrated white LED running lights.

In the back, the diffuser has been extended and resculpted to improve airflow over the exhaust components (plus, it also serves to lower air resistance). The new rear fascia outlet and slots on the lower rear fenders are both engineered to help pull air from the rear wheel wells to improve brake cooling. More visible to the naked eye are the new vents behind the rear wheels and the larger diameter exhaust tips, which are purely cosmetic.

The seven-spoke forged alloy wheels found on 2009-2011 Nissan GT-R models have been replaced in 2012 with new ten-spoke forged alloys that are reportedly more rigid and slightly lighter than their predecessors, coming in at 26.4 pounds each. Knurling inside the 20-inch wheels has been modified to help keep the tires from slipping during extreme acceleration or braking, and the finish on the wheels has also been slightly darkened. While predecessors were fitted with rubber from different manufacturers, tires for all 2012 models are specially constructed Dunlop SP Sport Maxx GT 600 DSST CTT ultra high-performance run-flats (filled with nitrogen). The fronts are size 255/40ZRF20 while the rear tires are 285/35ZRF20. If Godzilla is forced to endure colder climes, customers may also order all-season run-flat tires as part of the Cold Weather Package.

Stiffening of the chassis has been accomplished by adopting a carbon composite strut support bar in the engine bay (connected just behind the front strut towers). The dampers are now fitted with aluminum free pistons, and the front caster and rear geometry have been altered to slightly lower the roll center height.

In addition to the aforementioned increased airflow to the brakes, the coupe's standard Brembo monobloc six-piston front calipers clamp down on slightly larger 15.4-inch rotors (up from 15-inches), while the rear four-piston calipers and rotors are carried over from last year. The system utilizes a full-floating cross-drilled two-piece rotor with special low-steel high-stiffness brake pads.

Saving the go-fast news for last, Mizuno explains how his team of engineers made several significant changes to the VR38DETT twin-turbocharged 3.8-liter six-cylinder engine. To increase power, boost pressure was increased and modifications were made to both the valve timing and mixture. The intake and exhaust system was also opened up to improve breathing. The result is a big jump in output, now 530 horsepower and 448 pound-feet of torque. The torque curve has also been widened, with peak twist now available from 3,200 rpm all the way up to 6,000 rpm. And it's not a coincidence that the horsepower rating is identical to the Porsche 911 Turbo S. And, if you are one of those debating between a Nissan Leaf and a Nissan GT-R, fuel economy for the 2012 model is up to 16 mpg city / 23 mpg highway (the 2011 was rated 15 mpg city / 21 mpg highway).

The engineering team also tweaked and massaged the GT-R's dual-clutch six-speed transmission. Most of the work focused on eliminating the brutal shock of engagement during periods of maximum stress (leaving more than a few early owners with shattered gearboxes). According to Mizuno, software remapping upgraded the vehicle's so-called "clutch control" to deliver launches that were quicker, yet less traumatic to the mechanicals. That said, owners of the 2012 model are offered "launch control" with a 4,000-rpm launch, with one caveat: The software will allow only four sequential runs back-to-back. After that, the car must be driven one-and-a-half miles to reset the system (the pause is said to allow the system time to cool down). The last minor change: The transmission's lethargic "snow mode" has been replaced with a "fuel economy mode" for wishful eco-boosting hypermilers. Suuuuurrrre.

In a rare move for Nissan, the automaker has released performance figures (well, at least Muzuno has). Thanks to the increased power and torque, and the subtle mapping tweaks to the dual-clutch transmission's software, the 2012 GT-R will crack 60 mph in 3.0 seconds. Its top speed is now 197 miles per hour (up from its predecessor's 193 mph). The evening before we arrived, Nissan engineers were at the track trying to improve the already impressive acceleration number. Their best was a reported 0-60 sprint in just 2.88 seconds. It may be difficult to repeat, but the lesson learned is don't mess with the GT-R.

Nissan dropped trim levels last year, but two will be offered in 2012. All models receive new carbon fiber accents on the center console and re-sculpted sport bucket seats. Standard models are labeled GT-R "Premium" – they come loaded with everything including navigation, heated seats and the Bose audio package. A new-for-this-market GT-R "Black Edition" (the dark blue vehicle in our gallery) features red-trimmed Recaro seats with accenting red and black interior trim and a dark headliner. To further differentiate it from its Premium sibling, the wheels on the Black Edition coupes are unique six-spoke forged-aluminum Rays (wrapped in the same tires as found on the Premium models). In addition to the standard exterior colors (Solid Red, Gun Metallic and Pearl White), Nissan has added Deep Blue Pearl and Jet Black to the color palette for 2012. A sixth color, the four-stage metallic Super Silver, is still offered in limited volumes.

While the 2009 Nissan GT-R arrived with an aggressive base price of just $69,850 three years ago, the 2012 Nissan GT-R commands a significantly thicker wallet. The Premium model is priced at $90,950. The sole option is the Cold Weather Package (with Dunlop SP Sport 7010 all-season run-flat tires and a 30/70 coolant/water mix). The Black Edition models have a base price of $96,100.

After an early breakfast with Mizuno, a convoy of GT-Rs left Atascadero for the three-hour back road drive to Buttonwillow Raceway, just west of Bakersfield. Our scenic route took us to the Pacific coast at Morro Bay, then back over the hills to Buttonwillow via California Highway 58. Settled into the new front seats (noted for their additional bolstering and firmer cushions), the ride was comfortable without being awkwardly harsh. The brakes are strong and squeak-free, and the steering is nicely weighed. The sound level within the cabin is loud, attributed to the noise from the performance tires. Visibility to the rear quarters is challenging and the transmission still makes an unpolished rattling noise at crawling speeds (somehow, it doesn't seem to affect gearbox operation). The reality is that none of those irritants would have deterred us from driving all the way to the Atlantic coast, had that been the assignment.

When driven with temper and patience, the powertrain quickly shifts through its gears to maximize fuel economy. Again, no worries from the driver's seat as instant acceleration is but a quarter-throw of the accelerator pedal away. The GT-R is much, much more enjoyable when driven hard.

A simple three-finger salute is required to activate "Launch Control" mode. The easy one-handed operation refers to the process of lifting the trio of console-mounted switches from their standard neutral resting position into "R-Mode" (simply hold them for two seconds). Press the brake firmly with one foot and floor the accelerator with the other. Once the engine speed levels off at 4,000 rpm, situate your skull against the head restraint and side-step the brake pedal. The tire-shredding act feels a bit childish after a dozen or so times, but it never gets old. Watch a demonstration of it in action in our Short Cut video above.

Spending the afternoon on Buttonwillow's West Loop reinforced favorable memories of the GT-R's competency, and its voracious appetite for devouring a road circuit. It's not easy to hide a curb weight of 3,829 pounds (identical to last year), but Nissan's flagship overcomes the handicap with savage power and all-wheel-drive grip. Speeds are fast, easily passing triple digits on each of the short straights. I personally have been fortunate to run dozens of cars on this exact track over the past decade, but none have propelled me with such velocity.

Nissan thoughtfully provided us with some 2011 models to compare against the 2012 GT-R. It offered excellent back-to-back driving impressions, but it also almost cost me some pride. After grabbing a random key at the start of the session, I drove the new model first. It seemed nearly unflappable at speed on the circuit. Any slight error in trajectory was easily corrected with the steering wheel or accelerator pedal. Lifting mid-corner would bring the tail around, and Nissan's ATTESA E-TS all-wheel drive worked full-throttle miracles on the exits. I tried the identical moves in the 2011 model and ran out of track (dropping the two outside wheels in the mud) with frustrating understeer exiting the Sweeper. It doesn't take an expert to notice the 2012 upgrades to both power and handling.

As it was before, the 2012 GT-R is still faster around the track when driven in manual mode (with the column-mounted paddle shifters). With all settings in "R" mode, the dual-clutch gearbox does a decent job grabbing the next higher gear when coming out of a corner, but it still lacks the anticipation needed to be in the thick of the torque band and get a jump on the exit. Subjectively speaking, Porsche's PDK (a seven-speed dual-clutch gearbox) still feels faster and seems to deliver more effective neck-snapping shifts in performance mode.

The brutality of this particular road circuit took its toll. The GT-R's upgraded brakes were overly taxed at the limit. More than once I found myself at the end of a straight coming up on 120 mph, pressing the brakes as hard as I could (according to the multi-function digital display, they were maxed at 100 percent), yet I couldn't activate the ABS. The tire's rubber compound afforded plenty of stick but the street-compound brake pad material just couldn't deliver the friction against the expansive rotor surface at the limit. Pro Tip: Those who track the GT-R will need to invest in some race-compound brake pads.

Nearly three years ago, we reviewed Godzilla and concluded that the fresh young two-door coupe delivered "robot-like mechanized perfection," yet it lacked the subtle qualities that help to create a bond between man and machine. Its individuality has improved with the arrival of the 2012 model. Now in its fourth year, the GT-R has matured and aged well. Emerging after an extensive list of focused upgrades and refinements, the sports car demonstrates poise, confidence, authority and continues to show no signs of fear. We'd go so far as to argue the GT-R finally possesses something that it lacked in the past: character.

2012 Mercedes C-Class officially unveiled

After several leaks and a Super Bowl teaser, Mercedes has officially unveiled the 2012 C-Class Coupe.

Featuring an elegant design, the coupe sits one and a half inches lower than the sedan and has an expressive front fascia, an upward sweeping beltline, and a kinked rear window. Unfortunately, to maximize chassis rigidity, engineers were forced to install a traditional B-pillar which a bit of a bummer as the pillarless design is a trademark of Mercedes coupes.

Inside, the cabin echoes the rest of the C-Class lineup and comes nicely equipped with a flat-bottom steering wheel, aluminum trim (Burl Walnut and Ash Olive Matte are also available), metallic accents, and a 5.8-inch COMAND display. Options include heated front seats, a Harman/Kardon audio system, and GPS navigation.

The European engine lineup hasn't been announced, but U.S. models will be offered with a 1.8-liter four-cylinder and a 3.5-liter V6. The entry-level engine produces 201 hp (150 kW / 204 PS) and 229 lb-ft (310 Nm) of torque, which enables the car to accelerate from 0-60 mph in 7.1 seconds and hit a top speed of 130 mph (209 km/h). If that sounds a little weak, the V6 churns out 302 hp (225 kW / 306 PS) and 273 lb-ft (370 Nm). It allows the C-Class to dash from 0-60 in 5.9 seconds and top out at 130 mph (209 km/h). Regardless of what engine is selected, both are connected to a seven-speed automatic transmission

First Drive: 2012 McLaren MP4-12C

Let's see now. You've got your Ferrari 458 Italia, your Porsche 911 GT2 RS and 911 Turbo S and Lamborghini Gallardo Superleggera 570-4. After all, if we're setting the scene properly on the most important supersports car inauguration in quite some time – the 2012 McLaren MP4-12C – we should, in this first privileged go, at least be keeping our minds on sub-12-cylinder mid- and rear-engine road beasts. For now, that is. So if anyone brings up the 2012 Nissan GT-R or Dodge Viper SRT10 ACR, that'll be us snapping your back side with a wet towel at the health club. You've been warned.

Before we've dropped into the Recaro support-o-rama seats of the MP4-12C, one of the Queen's lairds of the realm announces, "Be prepared to drive the best handling sports car in history." What do you say to Sir Ron Dennis, boss of the newly formed McLaren Automotive Company (a.k.a. the MAC daddy), when he puts pressure on like that? It's like Bill Gates looking at us and asking enthusiastically, "So, don't you just love that Windows 7?" What happens if you don't?

But as luck would have it, the 2012 McLaren MP4-12C is quite possibly the best handling supersports road and weekend track car in history. Yes, this will certainly take some 'splainin', but bear with us. We're just pleased that no royal beheadings will now be called for, as Sir Ron is not renowned for his merciful treatment of dissenters.

Continue reading...


Gallery: 2012 McLaren MP4-12C: First Drive

* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C


Photos courtesy McLaren Automotive


One thing that does need explaining is the rather unconventional gallery of photos we've lined up. First, the three cars we were handed over to drive in southern Portugal were not finished cars and they were not even considered pre-production units. North American deliveries begin at the start of September 2011 following the UK/Western Europe launch in mid-May.

These three MP4-12Cs were specifically set up to be dynamics verification mules. Regardless, we didn't care, since they seemed pretty finished to us and we felt like geeked lottery winners. Trouble is, McLaren didn't want too many close details of the cabin, exterior or engine. Between this and the limited time we had to grab on to each of these three alphanumeric Brit bullet cars, we trust you'll forgive and forget this bad form. We'll make it up to you with heartfelt conformity from here out.

2012 McLaren MP4-12C front 3/4 view

The track to which we were airlifted is the fairly new 2.9-mile, 17-curve autodromo at Portimão. If we were looking for a challenging layout with a myriad of ups, downs and several blind crests, by gum, we've found it in Portugal. On this day, too, we had every type of weather from sunny dryness to unseasonably cold windy drizzle. This was as complete a test as we can remember having in a car this extreme.

So, the scene is set. But first, what do we all think of the looks of the car? Our answer could take up this entire first-encounter review. The man responsible for overseeing the McLaren MP4-12C to completion is renowned multi-national Frank Stephenson of Mini Cooper and BMW X5 fame, among others. As with any of these big moments, Stephenson and his team have heard every single "From that angle it looks like a..." comment you can come up with, so we spared them. Honestly, in our eyes, the MP4-12C looks comfortingly most influenced by the legendary McLaren F1 built from 1993 through 1998. We imagine a few mouthbreathers criticizing the design as a "total rip-off of the Ferrari 458 Italia and Lotus Evora." We take comfort in the fact that these individuals are wrong.

2012 McLaren MP4-12C front 3/4 driving view2012 McLaren MP4-12C rear 3/4 driving view

These bold lines can be polarizing, we know. Such aggression – for us the gaping twin side air intakes to the engine radiators stand out – are bound to cause both heated and cooler reactions. But, c'mon, it's mostly hot. The only other spot where we paused, folded our arms, and acted like we were pondering something we knew a lot about, was the rear fascia. Its flushness of all elements seems a bit out of rhythm with the rest of the car. Not even a slightly protruding exhaust blunderbuss. Still, it's pretty hot...

Since the default comparo with this first 21st-century McLaren with 592 horsepower aboard will, right from the start and maybe for its whole life cycle, be the 570-hp 458 Italia, we need to see how their physical dimensions differ. In length, width, height and track widths, the McLaren is anywhere from 1.1 inches (overall width) to half an inch (overall height) smaller than the Ferrari. However, the McLaren is eight tenths of an inch larger in its wheelbase. Cargo-wise, the 458 Italia is a veritable Winnebago when compared with the MP4-12C: 8.1 cubic feet compared to the Brit's 5.1, just a bit smaller than the Lotus Evora at 5.7 cubed feet.

For those of us driving Earth-bound cars, the McLaren is roughly the same length as a Dodge Nitro, impertinent though that fun fact may sound.

2012 McLaren MP4-12C front 3/4 view2012 McLaren MP4-12C wheel2012 McLaren MP4-12C rear detail

The challenge for the McLaren immediately becomes how to make the cabin not feel pinch-y and not feel short of headroom. Notice first the very skinny lower center console and tunnel with only cleanly consolidated chassis and powertrain controls, along with transmission buttons for the dual-clutch Seamless Shift Gearbox. Half of what is normally found in the middle has been split off and placed on the swooping and wide-enough outer armrests. Not only does this make human comfort normal, but it also shifts that ballast of flesh toward the center of the car, which can only benefit driving dynamics. Very clever.

The center of gravity and yaw point of the MP4-12C are both lower down than either Ferrari or Porsche can achieve currently, so something good is bound to come of this out on the autodromo. One immediate help is that there turns out to be plenty of headroom and also plenty of outward visibility in most important directions.

2012 McLaren MP4-12C interiorc

We need to check out the command center at our right hand. There are two chief clusters: "H" means Handling and it sets the suspension, steering and ESC between normal, sport and track; "P" means powertrain and has the same modes for throttle-engine mapping, gearshifts, as well as management of the intake plenum tone inside the cabin. To play around with these settings – including the "Aero" button at the center of the H cluster for fixing the air-brake rear wing at 15 degrees and the "Manual" button of the P cluster for the transmission – you always need to first poke the "Active" button right at the center of all things.

One more sign that we're dealing with a work-in-progress is that the onboard diagnostics/calibrations/sat-nav screen is frozen on a line drawing of the Portimão circuit. When our next drive happens in May, we'll be able to tell you whether it thrills or stinks.

2012 McLaren MP4-12C center console

And then we start the all-British brand's new engine, a 3.8-liter bi-turbo that sits in a sturdy aluminum cradle at our back. Being a bi-turbo, the McLaren doesn't scream or holler at us like a Ferrari or Lamborghini. Track dry and emotions gushing, we set everything in Track mode in short order, also lighting up both the Aero and Manual buttons. After a learning-permit lap, we set loose aiming for apexes and the occasional rumble strips.

What happens next is a lot like seeing the light.

There is so much about the McLaren MP4-12C that's working with the driver to make certain that he or she has a thoroughly amazing experience, its perfectly designed steering wheel moving fast, cutting left and right, braking hard and learning the throttle strategies on curve exits.

2012 McLaren MP4-12C engine

The chief bit of amazingness here is the McLaren ProActive Chassis Control. The MPCC system's adaptive dampers with hydraulic roll control perform sensational duty under the highest lateral g-forces and with no help from any anti-roll braces front or rear. In the same sense, there is no nose-dive under the most torturous braking, nor any lift while exploring launch control.

As revelatory to the seat of our pants as the dynamic tech of MPCC is the sensation of the chassis under us talking swiftly between the four corners. There's a constant feeling of grappling – very rapidly, mind you – for the asphalt, because the more the Pirelli P Zeros (19-inch front, 20-inch rear) stay on land, the faster we will certainly be going for a whole lap. It takes time to get used to, but after a while we were just using it for all it was worth. In a few curves, we actually had images of an Ariel Atom V8 flash through our head. It's that good and liberating once you're at one with it.

2012 McLaren MP4-12C driving on track2012 McLaren MP4-12C driving on track2012 McLaren MP4-12C driving on track2012 McLaren MP4-12C driving on track

A secondary player to MPCC is the rear-axle Brake Steer, a direct carryover from McLaren's deep Formula One experience. This electrically-activated torque-vectoring-like system lightly brakes the inside rear wheel on curve exits if it senses wasteful wheelspin wanting to happen. The result is that the car stays perfectly on line and faithful to the driver's steering trajectory. We were starting to impress ourselves, whereas in a 458 Italia (while massively impressive) there is always a sense that this next curve could be overcooked and rather expensive. The differences are ever so slight, but at least at first blush, the McLaren wins it outright. A normally humble chief test driver Chris Goodwin on a hot lap says to us after scorching through the very technical first sequence of curves and elevation changes at Portimão, "There's no other car that could do that section that quickly." And this, under no pressure from Lord Dennis.

Amidst all of this barreling along and exhilaration, the A-Number-1 ingredient is lightness. Talking the lightest trim of the car while it is drained of all fluids and just sitting there as a finished work, the MP4-12C weighs 2,868 pounds. The best the 458 Italia can currently do is 3,042 pounds. This particular difference is palpable since both cars share a fore/aft weight distribution of 42.5/57.5 percent. Our last Mac-Ferrari comparison: the fastest MP4-12C trim gets to 60 mph from a stop in just 3.0 seconds flat, while the 458 Italia makes it there in 3.2. Let out to 125 mph (200 km/h), the Ferrari needs near 10 seconds, while the two 21.8-psi turbos of the McLaren and with 443 pound-feet of torque cranking between 3,000 and 7,000 revs, make it there in a stunning 8.9 seconds. That's quicker than a Ferrari Enzo ever did it, leaving only the Bugatti Veyron as the Mac's only straight-line competition.

2012 McLaren MP4-12C powersliding

The SSG seven-speed is a pleasurable learning experience as well. With the hand-shifts happening through a clever (and very racy) rocker arm fixed to the steering column, up and down the gears we go. Once we got cozy with the Pre-Cog feature, we were practically creating excuses to use it a lot. It's just like an auto-focus stop on your digital camera. On upshifts especially, we were pre-cogging at around 7,000 revs, which sets up the next gear, and then taking the shift at 7,500 revs. Instantaneous is as instantaneous does, Bubba. Get the hang of it and it's not just entertaining, but you're, once again, shaving time off laps.

We want more noise from the twin exhausts, so we'd opt for the sport pipes that raise the racket. It's the price one pays for the muffling effect and lower overall rev patterns of a bi-turbo. In sport or track modes, at least, an acoustic tube runs from the intake plenum to the rear wall and that makes for great orchestrations while slicing and dicing along.

2012 McLaren MP4-12C paddle shifter2012 McLaren MP4-12C tachometer

At the heart of the chassis is an all carbon-fiber MonoCell for the entire cockpit. This piece weighs just 165 pounds and provides rigidity in all directions that current Ferrari and Porsche models cannot approach. Besides the bolt-on front and rear aluminum structures, the body is made up of a combination of aluminum and resin composites – both being cheaper to fix than any ooo-la-la carbon fiber panels. The beetle-wing cantilevered composite doors open with a caress via sensors. Yes, we said caress.

She stops, too. Standard brakes are aluminum-lead compound platters (14.6- and 13.8-inch front and rear) that had us a little worried at the outset. They worked fine, however, mainly because of the overall lightness, but also because of the quite effective Air Brake that juts up from the rear spoiler (and which, while up like that, effectively blocks all rear-view visibility). After performing its duties, it juts back down to place. We felt no fading during our mad dashes, but the cars with the optional Brembo carbon ceramics were a plus all around. Not in any weight-saving capacity, but in just plain being able to hammer the brakes at the last possible moment all day and get on with world domination.

2012 McLaren MP4-12C carbon fiber MonoCell2012 McLaren MP4-12C brakes

The list of lightening options includes: "superlight" wheels, the carbon-fiber sport seats (not yet available at launch), Pirelli P Zero Corsa tires, carbon ceramic brakes, carbon fiber splitter and diffuser and lighter sport muffler. The price on these remains TBD at the time of this writing. There are 18 total of color choices, five of these being of the optional Elite range.

It was about damn time that McLaren got into serious series car production. Only they and Ferrari have been part of every single F1 season since 1966, and now the battle royal can come to the streets, endurance races and weekend clubsport barbecues. And the MP4-12C is cheap at just $231,400 keys-in-hand before taxes and options. Bargain basement, oh, yeah.

2012 McLaren MP4-12C rear 3/4 view

Total customer-destined production this year from Woking will be just 1,000 cars, one-third of those coming to the United States' nine giddy dealers. By 2015, so they say, full capacity of 4,000 per year will be reachable, that total being split between three separate models.

Does the MP4-12C beat all comers at the Nürburgring Nordschleife, though? No times were told, but all the Woking kids grinned a lot, saying even they were blown away at the margin of advantage. World-beater then? One thing's for certain: King Dennis will not be embarassed.

Lincoln debuts new MKT Town Car and Limousine

The Lincoln Town Car is a the ride of choice for limousine companies and car services around the world. One problem, we're rapidly approaching the official death knell of the panther platform, and that means that soon enough no more new Town Cars are going to be built. Lincoln is ready to fill that upcoming void and is using the 2011 Internation Limousine, Charter and Tour Show as a platform to debut its MKT Town Car and Limousine.

Comfort is the name of the game with livery operators, so Lincoln has pushed the rear seats of the MKT further back to add 1.5-inches of legroom. The rear seats can also recline and the right rear can access even more legroom by controlling the front passenger seat.

Cargo room is improved compared to the outgoing Town Car. The MKT Town Car offers 39.6 cubic feet of space, which means passengers can cram in more luggage, golf clubs or cases of cheap beer for post prom-night activities.

In addition to the MKT Town Car, Lincoln has an MKT ready to do serious limo duty thanks to a a heavy-duty chassis that can be streched up to an additional 10 feet in length. The MKT Town Car is available with either front or all-wheel drive while all-wheel drive comes standard on the MKT Limo.

Read more about both versions in the full press release after the jump. You can also check out photos of the MKT Town Car's interior in the gallery below.


[Source: Lincoln]