Ferrari 488 GTB Review 2017

2017 Ferrari 488 GTB Review

The 2017 Ferrari 488 GTB and 488 Spider are sensual beauties, with shattering performance amped up by a new turbocharged V-8.

The 2017 Ferrari 488 GTB and Spider are just the latest in a family tree of mid-engined, V-8-powered Ferrari two-seaters that dates back decades.

Just a few years ago, the 488 was conceived as the 458 Italia, but that was before turbocharging made a forceful appearance across the entire Ferrari lineup. With some careful visual progress and a major boost in power thanks to turbos, the car became the 488, and adopted a Spider convertible model.

Today it's one of the best-reviewed Ferraris in recent memory, one of the most memorable sports cars we've driven. It's more influenced by the racing heritage of the Italian automaker than by the luxury-car needs of the modern Ferrari brand—but it's still accessible without being too compromised.

Ferrari 488 styling and performance

The sex appeal oozes from the 488, from its technical front end to the evocative curves that run down its flanks. It's a marked departure from the 458 in a few ways: there's more depth in its rear quarters and side panels, compared to the more flat-sided 458. The voluptuous, organic look is still there, just amplified in the way the sheet metal carves itself out; it gives the design far more presence when you’re right up next to it.

And while the 488 GTB and 488 Spider cut in with a look that’s traditionally Ferrari, the design in back has plenty of nods to F1 racing, including flaps that actively change the purpose of the rear diffuser depending on whether more downforces are needed, and a subtle rear spoiler that helps cut drag at lower speeds while pushing downward at higher ones.

The 2017 Ferrari 488 models pack the latest 3.9-liter turbocharged V-8, making 660 horsepower at 8,000 rpm and 560 pound-feet of torque at 3,000 rpm. That’s 63 more hp and 162 more lb-ft than the former naturally aspirated powerplant in the 458 Italia, and the turbo engine's peak torque at half the revs than before. It’s as before mated to Ferrari’s 7-speed dual-clutch automatic transmission.

It’s the most powerful Spider engine ever for Ferrari, and it has the highest torque in its segment, Ferrari says. The GTB can get to 60 mph in less than three seconds or to 124 mph in 8.3 seconds—also best-in-segment times. And if you care about mileage, the EPA rates it at 15 mpg city, 22 highway, 18 combined.

Ferrari says that it spent tremendous engineering effort in making the new engine one with near-instantaneous responsiveness. The automaker says that at 1,000 rpm, in third gear, you only have to wait for 0.8 seconds for maximum torque delivery.

All the right sounds are there, too. Despite having a turbocharged engine, the 488 sings louder and with more urgency as revs rise and power output builds. It’s lacking a few revs at the top end, with a power peak of 8,000 rpm versus the previous 9,000 rpm, yet there’s no personality and charm missing from this experience.

The 488 lineup offers more accessible handling near the limits, too. There’s an enhanced version of the side slip angle control system that originally made its debut on the 458 Speciale. Now called Side Slip Control 2, or SSC2 for short, it works with the electronic differential, and stability control system to help the driver slip quicker out of corners. The system works together with the active dampers. It can all be changed in well-coordinated fashion via a small "manettino" thumb lever on the steering wheel, which provides five different drive modes.

Spider models have a different exhaust system, and produce about 1 dB more across the rev range; yet with careful engineering and aerodynamics Ferrari says that you can carry on a conversation at a comfortable level in the cabin, with the top down, well above typical American highway speeds.

488 comfort and features

Compared to the 458 Italian, the 488 GTB and Spider have a distinctly different cockpit. The separation still exists between the dashboard and tunnel; the 488s still have a multi-function steering wheel, a control switch bridge and plush bucket seats. Most of the controls either are part of the steering wheel (yes, push-button turn signals) or are on control pods within a short reach away, provided your hands are at their proper place on the steering wheel. But the shape of the air vents is new, as are upgraded trims throughout, to give this interior a thoroughly more modern and better-detailed look than that of the 458.

The 488 Spider offers a two-piece retractable hardtop. The Spider includes a glass rear window, and the top can be raised or lowered in less than 15 seconds. It also includes a different design treatment altogether behind the rear window—adding up to an abbreviated roofline plus an extended engine cover (with more prominent engine-compartment vents) instead of the long rear window.

The infotainment system that’s included in the 488 GTB and 488 Spider has Apple CarPlay capability, as well as some sport-driving functionality, and an optional, full-fledged racing telemetry system (a version of the one developed for LaFerrari). Another option is a high-end audio system with 12 speakers and a 1,280-watt amp. The 488 also now includes keyless ignition (no longer requiring the turn of a key first), and between various trims, wheel and brake upgrades, and accessories, all part of a personalization program, there are plenty of ways to add exclusivity (and up the price tag).

AUDI RS3

2017 New Audi RS3 review: Part racing car, part Sportback and Sedan

The Audi A3 is one of the best compact cars you can buy in 2017. It’s understated, practical and comes with a great interior, but you wouldn’t call it an 'exhilarating' car. Add a touch of madness, though, and the A3 becomes the RS3 – an all-out racing car that’s still somehow road legal.

It might look a little like the A3 from the outside, but the RS3’s stats are on a different level entirely. Listen: 0-60mph in 4.1 seconds, a top speed of 174mph – yet still boot space for a family shop, and Bluetooth for pairing your phone. To see just how silly but practical the new Audi RS3, I drove the A3’s crazy cousin on roads around Oman’s Dhofar mountains.

Audi RS3 review: Design

As you’d expect, the new Audi RS3 looks a lot like a standard A3, but on a strict diet of protein shakes. To increase stability, the sportier Audi RS3 uses a track 20mm larger than the standard model, muscular flared wheel arches, and a suspension that sits the car 25mm lower. From the side, the new RS3 looks more powerful and hunched-over than the normal A3, but it’s actually 26kg lighter.

The front of the RS3 Sedan and Sportback looks quite different to the standard model. Audi has placed a huge quattro logo on the more sharply designed front-end, harking back to the brand’s motorsport pedigree – while reminding you it has four-wheel drive to get the most out of its power.

The rear of the new RS3 is dramatically different, too. This car has a diffuser – something you’d usually see at the back of a fully fledged supercar – and both the Sportback and Sedan models also feature a RS-specific spoiler lip and serious dual-exhausts.

From every angle, both the RS3 Sportback and Sedan look meaner and more aggressive than the standard A3. When combined with innovations such as Audi’s Matrix LED headlights, and the Fast & Furious-esque paint my car was finished in, the RS3 is certainly eye-catching.

Audi RS3 review: Performance

Of course, the RS3’s extreme bodywork would be pretty embarrassing if it didn’t have the performance to match, and to that end the Ingolstadt-based manufacturer has carried out some serious work under the hood. The RS3 comes with a monstrous five-cylinder, 2.5-litre turbocharged TFSI engine and it’s easily the best thing about the car.

Audi says it can deliver 400hp – 33hp more than last year’s model – 480Nm of torque and can propel the car from a standing start to 60mph in just 4.1 seconds. The figures only tell part of the story, however. Sure, it’s extremely fast and gives you pretty much instant speed, but what you’ll remember is the sound the five-cylinder engine makes, and the sheer drama this generates.

Audi RS3 review: Drive

This RS3 is the first German sports-tuned car I’ve ever driven, so I’ll update this review when I’ve had more to compare it with, but so far it’s unlike anything else I’ve driven. Although it looks comparable to an A3 inside and out, as soon as you hit the throttle the difference is clear – and it’s quite hard to comprehend.

Driving the RS3 is an often violent experience; although the cabin is luxurious and sporty, it can’t quite bend the rules of physics. Sheer acceleration pushes you back in your seat, and even when throwing the RS3 around hairpin bends, you’ll find the car is settled while you’re being tossed around inside like a ragdoll.

The brutish acceleration is particularly evident when it came to the car’s launch-control mods. To activate this, you turn off traction control and place the car into Sport mode, then put one foot on the brake and the other on the throttle. After the revs build to around 4,500rpm, simply lift your foot off the brake and the RS3 will launch itself to 60mph in just over four seconds. In practice, it feels like you’re about to take off, and even after 60mph, there’s no drop in the rate of acceleration. Check the GoPro footage below to see what I'm talking about.

The most notable part of the whole RS3 experience, however, might be its engine noise. Although the Audi is a five-cylinder turbo, its engine note is full of character and sounds more like a V10. The RS3 Sedan I drove was fitted with an even louder sports exhaust, but part of the reason it sounded so good is because of the engine’s novel ignition timing.

Every brush of the accelerator is accompanied by mechanical hissing of a turbo, and the roar of the Audi five-cylinder engine, and changing down for hairpins and roundabouts (shown in the GoPro video below) causes the RS3 to pop and bang on the over-run. Throughout my time with the car, the engine felt a bit like an ever-present co-pilot, rearing its head whenever I felt like going a little faster. If the noise doesn’t sound like something you could live with, I’d suggest getting another car. The RS3 does allow the engine noise to be turned down, but even in quiet mode it’s far from subtle.

Fortunately, the ceramic brakes are equally impressive. In fact, it takes a while to get accustomed to just how powerful they are, and at the beginning of my time with the car I’d often brake much harder than I needed to. Spend time with them, however, and you’ll find they’re actually quite user-friendly: allowing you to brake more progressively and shed just the right amount of speed at just the right moment.

Audi says the aluminium and magnesium 2.5-litre powerplant in the RS3 uses a 1-2-4-5-3 ignition sequence, which helps give it a more melodic, vocal sound than you’d expect. Starting up the car gives meaty roar, notifying everyone you’re about to drive – but it’s ever present when you’re driving around, too.

If that sounds like your thing, you’ll find driving the RS3 extremely fun. On twisty mountain roads, the Audi RS3 feels composed and planted – and it’s a calm, considered cruiser on the motorway when it wants to be. Pop it into Comfort mode and engage the cruise control, and you’d be forgiven for thinking you were driving a normal A3.

Audi RS3 review: Interior and infotainment

The Audi RS3’s interior treads a similar path to the exterior; essentially, it’s a sportier version of a traditional A3 with the same infotainment and control system. That means it’s compatible with Audi Connect as well as Android Auto and Apple CarPlay.

The RS3 also comes with the Virtual Cockpit, which is one of our favourite infotainment virtual dashboard systems, and here it comes with a few extra features. Alongside the usual maps, media and settings screens, the RS3’s Virtual Cockpit can also show the percentage of power used, torque levels, a boost gauge, and the amount of g-force you’ve pulled. There’s also a lap timer for track hounds.

The fit and finish of the interior is again like a tweaked A3, but made sportier. Every RS3 has a flat-bottomed steering wheel, snug sport seats and aluminium pedals, but there’s also scope to add things such as red stitching on the dash and seat belts. An as you’d expect from a German performance car, the RS3 is available with carbon-fibre inserts.

Audi RS3 review: Verdict

In a world of efficient hybrid and electric cars, the RS3 represents a throwback to the world of big spoilers, huge bodykits and turbocharged engines – and that’s one of the reasons it’s so attractive. Despite being based on the somewhat sensible Audi A3, the RS3 will punctuate every drive with bangs, pops and hisses from its 2.5-litre turbocharged engine. And if that doesn’t turn heads, the paint job will.

However, just like the other RS models, the RS3 retains a small shred of practicality. It still has a boot, it can seat four adults, and it’s laden with innovative tech such as the Virtual Cockpit and semi-autonomous safety features. Combine that with incredible performance, and the RS3 is a circa-£55,000 supercar with all the practicality of family hatchback. While that clearly represents a specific niche, it’s one the RS3 absolutely nails.

RANGE ROVER Velar

2017 Range Rover Velar Review

Designed to fit between the popular and rather stylish Evoque and the more traditional Range Rover Sport, the new Range Rover Velar will be the most advanced Land Rover ever. And it’s coming to the UK later this year.

It’s the car I’ve been waiting for from JLR, because although it’s not as fast or as pretty as something like the Jaguar F-Type, it features a cutting-edge interior that could match the likes of Mercedes and Audi.

“The new Range Rover Velar is a stunning addition to the Range Rover family. It enhances a model lineup that originally defined the luxury SUV segment and continues to do so,” said Jeremy Hicks, managing director of Jaguar Land Rover UK. “Velar brings increased choice to new and existing customers in a growing SUV market. The whole team is enormously excited about bringing the new Range Rover Velar to customers across the UK.”

So, how much will you have to pay for a new Range Rover Velar, when will it get here, and just how good is the tech inside it? Below we’ve put together all the key facts about the Range Rover Velar.

Range Rover Velar: Design

The Range Rover Velar is designed to fit between the existing Evoque and Range Rover Sport models, and its design appears to be a combination of both. Size-wise, the new Velar fits in between the two models, and features the same boxy but rounded styling of its siblings – even down to the Matrix LED headlights and door handles that are flush to the rest of the bodywork.

Range Rover Velar: Price and release date

According to Range Rover, the new Velar will start at a cost of £44,000, putting it in the high- to middle-range area of the SUV market. According to Land Rover, the Range Rover Velar will be available to buy very soon, too, with official information pointing to a sale date in summer 2017.

Range Rover Velar: Interior

The outward design of the new Range Rover may be eye-catching, but it’s inside where Land Rover appears to have put the most effort. Until recently, JLR has arguably been behind the curve when it comes to in-car tech, and the Velar looks to change that.

The interior of the Velar is a mass of leather and stitching – as you’d expect from a car that costs around £40,000 – but it’s also dominated by the Velar’s new Touch Pro Duo infotainment system.

Range Rover Velar: Infotainment

The new Touch Pro Duo takes up the entire centre console, and consists of two 10in touchscreens that are designed to work together to offer a range of functions. Land Rover says the system will be able to display all the functions you’d expect, but can also be customised.
The first screen looks to be the one you’ll use most, and interestingly it’s tiltable by up to 30 degrees – not something you tend to see. The upper screen should act as more of a traditional infotainment console, while the latter is primarily used for air conditioning and other vehicle handling settings.

Although we haven’t been able to have a go with the Touch Pro system yet, with any luck it will soon begin to appear in JLR’s other cars, which could use a technology-focused boost.

Elsewhere in the cabin, Land Rover appears to have borrowed a page out of both Mercedes’ and Audi’s book. The new Velar, includes a 5in TFT screen between the dials, but more interestingly, it also includes an optional 12.3in Interactive Driver display.

Land Rover says the Touch Pro system is powered by a 60GB SSD and Ethernet network, so in theory, it should be faster than the often laggy systems we’ve seen in other JLR cars.

It will feature everything from speed to navigation details, and can be used in conjunction with a heads-up display, and steering-wheel-based controls. When we get hold of one of these new Velars, it will be interesting to see just how well it does compared to the German carmakers’ versions.

Connectivity and audio also appear to be a focus for the new Velar, and the new car has a Wi-Fi hotspot for up to eight devices (two less than the new BMW 5 Series), as well as a range of high-end audio systems.

Range Rover Velar: Semi-autonomous systems

The new Range Rover Velar also has a range of semi-autonomous functions, including autonomous emergency braking,  lane-departure warning and lane-keep assist, which will help guide the car into the centre of the lane.

Alongside the other functions we’ve come to expect from this sector of car, the Range Rover Velar also features some interesting driver-condition monitoring software. Simply put, this will analyse the driver’s inputs, and if an algorithm decides the driver is drowsy – with erratic steering, for example – a coffee cup symbol will appear on the dash.

ASTON MARTIN Vantage V8 AMR

2017 Aston Martin Vantage V8 AMR review

First vehicle to be produced for the AMR sub-brand

Aston Martin is getting ready to introduce its first vehicle under the new AMR sub-brand. The race-inspired Aston Martin Vantage AMR will reach 300 customers around the globe by the end of the year.

The model is available in four color schemes: Stratus White with orange graphic, Ultramarine Black with Blue graphic, Zaffre Blue with Red graphic, and Scintilla Silver with Grey graphic. A special “Halo Pack” pays homage to the WEC-winning #95 Vantage GTE with a Stirling Green paint job and Lime Green accents. Just like on last year’s GTE, this model is available with a special Union Jack-enameled wings badge.

Both coupe and roadster versions will be available. Inside the cabin, coupes feature a combination of leather and Alcantara while roadsters stick with an all-leather interior. The interior color scheme is matched to the exterior colors selected by the customer. In this tradition, the Halo Pack features lime green accents.

Buyers can also choose between different wheel finishes, and lightweight carbon fiber seats are also offered. Carbon fiber can also be found on the front grille, side strakes, mirror caps, door handles, instrument surrounds, and other areas. An optional AMR Aero Kit for coupes, produced with the help of Aston Martin Racing and constructed from carbon fiber, offers a unique front splitter and dive planes, side sills, and a fixed rear spoiler. A feature borrowed from the Vantage AMR Pro Concept shown at this year’s Geneva auto show is the design of the forged aluminum wheels.

Now to the important part: the engine. A total of 200 copies will come with a V-8 engine, while the rest will come with the V-12. The V-8 models make the same 430 hp as the non-AMR models, but V-12 models get an additional 30 hp for a grand total of 595 hp.

Earlier this year, Aston Martin announced it would create the new AMR sub-brand to accommodate high-performance variants of standard vehicles. At the time, Aston Martin said the new sub-brand was the next logical step after seeing the success of other limited-edition, high-performance models like the Vantage GT8 and Vantage GT12. Aston Martin said it would bring out an AMR version of the Rapide.

Prices start at 97,995 pounds in the U.K. and 126,995 euros in Germany. Deliveries will begin in the last quarter of the year. Unfortunately, Aston Martin has confirmed no copies will be available in the U.S.

ASTON MARTIN Vanquish

2017 Aston Martin Vanquish Review

The 2017 Aston Martin Vanquish is a beautiful car, for discerning tastes, for ultra-luxury buyers.

The 2017 Aston Martin Vanquish is the company's most-expensive model and a flagship for the brand, one of the most impressive grand touring cars in the world. The 2017 model is largely unchanged from the previous year, aside from an updated infotainment system. The car was most recently updated in 2015, when it received a new transmission, engine management software, and a suspension update.

The Vanquish is offered as a coupe or convertible, which is called the Vanquish Volante, and is exclusively powered by a V-12. In June, Aston announced a special run of 99 Vanquish coupes styled by Italian coachbuilder Zagato, which were quickly snapped up by collectors.

The Vanquish earns a 7.8 out of 10 on our scale thanks to its beautiful style and excellent fit and finish. As you'd expect for a V-12, gas mileage isn't much of a priority.

Styling and performance

The look and feel of the Vanquish is more closely aligned with the outgoing DB9—rather than the all-new DB11—but Aston Martin officials insist the car will be updated within the next few years and sit higher atop the sports car range than the current model.

From the outside, the Vanquish is classically beautiful with the same unmistakable proportion Aston Martin uses in most of their two-door cars. The long hood and iconic nose of the Vanquish are made from carbon fiber (all of the car's body panels are carbon fiber) and is more muscular than the old DB9. Wide rear haunches direct air to a decklid spoiler that pushes the massive tail down.

The car's interior is similarly elegant, with a long "waterfall" dash cascading down the middle, where the Vanquish's signature gear selector and crystal ignition button are displayed. Quilted or stitched leather, solid metal trim, and carbon fiber make up the materials array. While the styling of the interior is growing a bit dated in some Astons, the Vanquish looks the part of the modern super-GT. It also feels like a million bucks—or at least $300,000.

The Vanquish is powered by Aston Martin's naturally aspirated V-12 that makes 568 horsepower and 465 pound-feet of torque, which is exclusively mated to an 8-speed automatic. The result is a car that can rocket up to 60 mph in under 4 seconds, and can crest 200 mph. In 2015, Aston Martin added the ZF-sourced Touchtronic III 8-speed automatic transmission, which makes the most of the V-12's power. It feels very lively during sporty driving, smooth around town, and always pleasant and engaging to operate, whether you’re driving in automatic mode or using the paddle shifters.

If you choose to use the paddle shifters, some cool features enhance sporty driving. Multi-ratio downshifts are possible merely by holding the downshift paddle, allowing the car to select the lowest possible gear during braking. The car will also adapt its shift points to the driver’s style through the Adaptive Drive Recognition system. However, the transmission programming is never high-strung like it is in rivals with dual-clutch transmissions and Sport Plus modes. To get the most out of the power, it is necessary to use the steering wheel shift paddles.

From behind the wheel, it’s impossible to forget the car’s width and mass. It's also impossible not to wear a face-splitting grin. Raucous sounds, incredible thrust, potent grip—all are available in spades. The steering feel isn’t as tuned-in as a pure sports car, which takes some confidence out of the driver, but the mellower feel is welcome on longer highway drives. As for the curb weight, the Vanquish tips the scales at a tick over 3,900 pounds, despite the carbon fiber body. The weight is noticeable in corners, but it’s never a burden thanks to that brilliant V-12 under the hood and carbon ceramic brakes at all four corners.

Adjustable dampers help iron out a ride that is generally quite firm. Sport and Track settings firm things up even more, but may be too harsh for everyday driving.

Comfort, safety, and features

The Vanquish is a comfortable grand tourer, although it's not hugely adjustable due to the snug confines. Head room shouldn't be a issue for most occupants—not in the coupe, and most certainly not in the Volante. The vestigial rear seat can be replaced with a much more functional parcel shelf, making the most of in-cabin storage with a cargo net to secure items during spirited driving. If you choose the Volante, you can go topless in about 14 seconds, and at speeds of up to 30 mph.

New for 2017, the Vanquish is equipped with Aston Martin's latest infotainment system, dubbed AMi III. Apple's CarPlay is standard and every Vanquish gets a 1,000-watt Bang & Olufsen sound system with 15 speakers loud and crisp enough to treat passers-by to their own Justin Beiber concert. Options include a rearview camera, heated seats, and embroidered headrests, something normally available as standard on $300,000 cars.

Like other Aston Martin models, the Vanquish can be personalized through the carmaker's bespoke Q program, which allows buyers to personalize their car. The Vanquish Carbon Edition isn't available after last year's successful run.

Neither the NHTSA nor the IIHS are likely to crash test the car due to the 2017 Aston Martin Vanquish's limited sales volume and prohibitive price. With its state-of-the-art construction, very good on-road dynamics, and modern safety equipment list, buyers can expect it to offer good protection in an accident, as well as the inherent poise to enable the driver to avoid many on-road hazards.

FERRARI LaFerrari

2017 Ferrari LaFerrari Review

When we take a look on LaFerrari which had his first generation released in 2013 we know that he`s produced primarily to be successor of Enzo and F50 as two great Ferrari`s models. LaFerrari was the first model that received his power from hybrid engine and that`s something that makes the customers remember him. This new 2017 Ferrari LaFerrari will receive a lot of upgrade, mostly in engine compartment but we can`t forget to mention amazing exterior design that he`s going to have.

2017 Ferrari LaFerrari Exterior and Interior

Exterior design of new 2017 Ferrari LaFerrari is typical Ferrari, something that everybody will imagine when you mention Ferrari. It will have amazing shape and his shape will do great business because it`s going to help him increase power and speed, what Ferrari`s engineers wants him to do, to become world’s leader in sport cars markets. One of the most beautiful headlights ever seen on a car will be placed on new LaFerrari and they`ll use newest LED lamps inside for better visibility. The thing that is most visible on his exterior, especially on his front part are huge air intakes which will definitely cool the engine effectively. As every new sport car do, new Ferrari LaFerrari will had it`s chassis made primarily from carbon fiber with help of aluminum.

Interior design of new 2017 Ferrari LaFerrari is huge mystery for all of us because we haven`t had an opportunity to see it or to hear something about it. What we know about it is that he`s going to have enough room for two passengers inside and both of them will enjoy in great sporty designed seats, made of leather probably. Entire cabin should have all of it`s functions driver oriented and simpler to use them.

2017 Ferrari LaFerrari Engine

Most of the details about his engine are just a speculations because Ferrari still didn`t revealed anything about it. We`ve heard that new 2017 Ferrari LaFerrari will be powered by 6.3-liter V12 engine that will work together with two electric motors.
This great combination will give him power of around 963 horses. Using this kind of engine, new LaFerrari will go from 0-120 mph in just 6.7 seconds. Those are all information`s we have about the engine compartment of new LaFerrari but we`ll keep you in touch.

2017 Ferrari LaFerrari Price and Release date

As you could imagine, new 2017 Ferrari LaFerrari will be produced in limited series, only 500 pieces will be produced, and we think that he can`t be available before the summer of 2017 while his starting price is estimated to around USD $1.7 million.

KOENIGSEGG One 1

2017 Koenigsegg One 1 Review

When someone mentions Swedish automotive market, the very first considered of most of us is definitely the Volvo Corporation. Even so, there is certainly also a company that makes a little something various vehicles, much more precisely supercars. It title is Koenigsegg, and was founded in 1994. The final model, which caused the great interest even in advance of making is Koenigsegg One 1. This supercar is probably the most strong within the planet, and why is this so, you might read beneath. For any start off it ought to be noted that the auto is sold out though it’s not at all developed. Yes, it truly is achievable! Thinking about that production will cover only six units, not surprisingly, it had been straightforward to uncover rich men and women who genuinely want this automobile. In accordance to rumors circulating, two vehicles were sold in Britain, as well as the remaining four in China. The model is named soon after the proportion – one particular HP per kilogram. With massive engine strength, uncommon identify and minimal volume production, this motor vehicle is now some type of a legend from the automotive globe.

Let’s start from your name, which can be meant to get pronounced as being a ratio, as in one-to-one, as an alternative to one-one. The title is ambiguous, considering that it refers to each the car’s metric electrical power output of one megawatt (or 1341 horsepower, when running on that E85 alcohol-gasoline blend) and its perfectly balanced power-to-metric-weight ratio – as in 1.0 kilogram to 1.0 PS (or Pferdestarke, which equals 0.986 horsepower).

2017 KOENIGSEGG ONE1 EXTERIOR INTERIOR

With Koenigsegg A single 1, the manufacturer has managed to cut back the vehicle’s fat, significantly maximize bottom end torque, top rated end electrical power and braking efficiency. They’ve also introduced new tire engineering and even more than 500kg added downforce.
The One particular one is outfitted with sophisticated large modulus carbon fibre chassis with F1 type honeycomb core and integrated fuel tanks for optimum fat distribution and security.

The vehicle’s monocoque torsional rigidity is 65,000 Nm/degree. It’s double wishbones, lively trip height handle and bevel carbon fibre springs with variable spring ratio.
It sits on Koenigsegg Aircore carbon wheels (front – 19” x 9.5”, rear – 20” x 12.5”) with center locking.
Another options the 1:1 si equipped with are triplex damper inside the rear, needle bearings and o-ringed wishbone bushings, entirely machined aerospace grade aluminium uprights with SKF LeMans specification 150mm angle get hold of ball bearings, GKN hollow/gun-drilled driveshaft and Z-style progressive and lightweight anti-roll bars front and rear.

The rich interior of your Koenigsegg One 1 consists of light-weight glass process, electrical power windows, adjustable pedals and steering column, One 1 stitching, adjustable light fat race seats, carbon ceramic brakes, Sport ABS, ESC, energetic trip height, power steering, power brakes, six level racing seatbelts, intelligent LifePo4 battery, USB connection, climate control, digital warning and information method, G sensor, alarm, tire monitoring system, proximity important, automobile cover in addition to a rear view camera.

2017 KOENIGSEGG ONE 1 ENGINE AND SPECS

The One 1 is powered by aluminum 5.0-liter 4-cylinder V8, double overhead camshafts with flex-fuel capability. It delivers more than one thousand Nm from 3000 to 8000 rpm of torque (greatest torque becoming 1371 Nm at 6000 rpm).
The vehicle’s capable of creating acceleration of 0-400 km/h (0-250 mph) in jaw-dropping 20 s, 0-60 mph(0-100 km/h) in 2.5 sec. It decreases the speed of 400-0 km/h in only tens, and its braking distance is 28 m (100-0 km/h).

Another engine and functionality functions that may curiosity the enthusiasts comply with: the compression of 9.0:1, one.eight bar increase pressure, sequential, multipoint fuel injection and carbon-fiber consumption manifold with optimized intake tracts.

Only six units of Koenigsegg One 1 were released and instantly offered through the price of $2,500,000,

LAMBORGHINI Sesto Elemento

2017 Lamborghini Sesto Elemento Review

The world expected Lamborghini to unveil its Murciélago replacement at this year’s Paris auto show—production of the wildest bull has already ended—but the supercar maker chose instead to tease us with this concept, saving its new flagship for next March’s Geneva auto show. Ah, you must now be thinking, so this smaller car previews a Gallardo replacement! Nope, it’s not that either.

What, then, is the Sesto Elemento? Let's have a look at the exterior first. Despite the mid-engine layout, this concept seems compact, with a very short rear overhang. Wedgy shapes are typical for Lamborghini, but this car is even more extreme than the super-angular Reventón, the ultra-low-volume Murciélago spinoff from a few years ago. A plethora of spoilers, air vents, and triangular elements protrude from or perforate its body. There is a racing-type quick-refueling system. The rear end is open, to give spectators a clear view of the transmission and the exhaust system, the latter of which, remarkably, exits through the engine cover above the taillights.

The front end and roof are marked by sharp, seemingly folded creases, and the rear part of the roof is graced by two intake ducts and two parallel lines of five holes arranged above the cylinder banks. Below the ten openings sits, obviously, a V-10. The hexagonal shape of these elements is a nod to an obsession of former Bertone designer Marcello Gandini, who penned the Miura and Countach.
Seems Familiar and Futuristic

Despite an overt familiarity to its shape, the Sesto Elemento is nevertheless detached from the brand's current styling language. The wild details turn it into something you’d expect only in a video game, or in some crazy tuner's showroom, but not quite from Lamborghini, not after the brand has been working hard to overcome the styling clichés of its past. In fact, we hear there was a considerable amount of discussion within Lamborghini and at parent Audi about showing such an extreme concept car. In the end, the view prevailed that it wouldn't hurt to deviate a bit from the production models' somewhat aloof and architectonic proportions and design—traits that will apply to that Murciélago replacement, by the way.

One of the most striking features of the Sesto Elemento is that its entire body is constructed from visible, matte-finish carbon fiber (the so-called "sixth element” indicated by translating the concept’s name from Italian), as expensive a material as it is light. In fact, the curb weight of the entire car is claimed to be a mere 2200 pounds. That's 1100 fewer than our estimated curb weight for the supposedly “superlight” Gallardo Superleggera.
Wicked Quick
Combine the low weight with the V-10’s 570 hp at 8000 rpm—torque stands at 398 lb-ft at 6500 rpm—and performance should be explosive; Lamborghini says the car is capable of reaching 62 mph in 2.5 seconds. Top speed—only mentioned, says Lambo, "in the interests of completeness,” as top speed has been downgraded to the fourth-highest priority for its products—is said to be “well over 185 mph.” We suspect this modesty belies a terminal velocity north of 200 mph.

The use of carbon fiber extends beyond exterior panels: The passenger-holding monocoque, front subframe, crumple zones, and wheels are made of the material as well. The rear subframe, by contrast, is made of aluminum. Most anything else has simply been omitted. There is no dashtop—the underlying structure itself is laid bare—and the seat cushions are glued to the monocoque. One element we wish had been included is a clutch pedal. The Sesto Elemento is equipped with the e-gear six-speed automated manual transmission; power runs through it to Lambo’s all-wheel-drive system.
Foreshadows Future Lambos
If the sinister design won’t redefine Lamborghini styling, the Sesto Elemento is nevertheless significant as a rolling testament to the brand’s commitment to carbon fiber; all future Lambos will make extensive use of the stuff. AWD systems and heavy, ten- and twelve-cylinder engines take their toll on curb weights, and eliminating hundreds of pounds through the use of carbon fiber will give Lamborghini a potent weapon in the fight to create the most extreme supercars.

It's good politically for the brand within the VW Group, too. With its sales numbers taking a dive, Lamborghini needs another leg to stand on, and carbon-fiber expertise will for the first time make the raging bull a technology leader among VW’s brands. Lamborghini is working with the University of Washington in Seattle to develop its carbon-fiber tech, and aircraft maker Boeing is a partner in the university's Lamborghini Advanced Composite Structures Laboratory, too.
Yes, we were hoping to see the next Murciélago, but we’ll admit the Sesto Elemento is one hell of a substitute, and it further raises our expectations for the next production Lambo. This thing is so over the top, it’s almost too much—just as any proper Lamborghini should be.