2011 Ferrari 458 Italia

Personal view: Three words I could describe this Ferrari. Awesome, sexy and brilliant. Nothing else. The sound is just fantastic.
Rating: 19/20

Ferrari 458 Italia - Technical specifications

* Dimensions
o Length: 4527 mm (178.2 in.)
o Width: 1937 mm (76.3 in.)
o Height: 1213 mm (47.8 in.)
o Wheelbase: 2650 mm (104.3 in.)
o Dry weight: 1380 kg (3042 lbs)
o Weight/power ratio: 2,42 kg/CV (7.16 lbs/kW)
o Weight distribution (front/rear): 42%/58%
* Engine
o Type: V8 - 90°
o Displacement: 4499 cc (274.5 cu in.)
o Maximum power: 570 CV (425 kW) @ 9000 rpm
o Maximum torque: 540 Nm (398 lbs/ft) @ 6000 rpm
o Specific power output: 127 CV/l
o Compression ratio: 12.5:1
* Tyres
o Front: 235/35 ZR20 8.5"
o Rear: 295/35 ZR20 10.5"
* Performance
o Maximum speed: >325 km/h (>202 mph)
o 0-100 km/h: <3.4 s
* Fuel consumption + emissions
o Fuel consumption: 13.7 l/100 km
o Emissions: 320 g CO2/km
* Gearbox
o Dual-clutch, 7-speed F1
o Electronics
o E-Diff3, F1-Trac, high-performance ABS

2011 Mercedes Benz SLS AMG

Personal view: Possibly one of the coolest Mercedes Benz around. 300SL Gullwing inspired doors were brilliant. Great engine noise as well from the AMG unit.
Rating: 17.5/20

Technical specifications

* Engine
o No. of cylinders/arrangement: 8/V, 4 valves per cylinder
o Displacement: 6208 cc
o Bore x stroke: 102.2 x 94.6 mm
o Rated power output: 571 hp (420 kW) at 6800 rpm
o Rated torque: 650 Nm at 4750 rpm
o Compression ratio: 11.3 : 1
o Mixture preparation: Microprocessor-controlled fuel injection, HFM
* Power transmission
o Drive: Standard drive
o Transmissions: AMG SPEEDSHIFT DCT seven-speed sports transmission
o Ratios
o Final drive: 3.67
o 1st gear: 3.40
o 2nd gear: 2.19
o 3rd gear: 1.63
o 4th gear: 1.29
o 5th gear: 1.03
o 6th gear: 0.84
o 7th gear: 0.72
o Reverse: -2.79
* Chassis and suspension
o Front axle: Aluminium double wishbone suspension, anti-dive, coil springs, gas-filled shock absorbers, stabiliser
o Rear axle: Aluminium double wishbone suspension, anti-squat and anti-dive systems, coil springs, gas-filled shock absorbers, stabiliser
o Braking system: Composite disc brakes, internally ventilated and perforated at the front; disc brakes, internally ventilated and perforated at the rear; electric rear parking brake; ABS; Brake Assist; 3-stage ESP®
o Steering: Rack-and-pinion power steering with parameter function, steering damper
o Wheels: Front: 9.5 J x 19; rear: 11 J x 20
o Tyres: Front: 265/35 R 19; rear: 295/30 R 20
* Dimensions and weights
o Wheelbase: 2680 mm
o Tread front/rear: 1682/1653 mm
o Overall length: 4638 mm
o Overall width: 1939 mm
o Overall height: 1262 mm
o Turning circle: 11.9 m
o Boot capacity: 176 l
o Kerb weight acc. to DIN Kg: 1620 kg
o Payload (basis ready-to-drive according to EC): 240 kg
o Perm. gross vehicle weight: 1935 lg
o Tank capacity/incl. reserve: 85/14 l
* Performance and fuel consumption
o Acceleration 0-62 mph (0-100km/h): 3.8 s
o Top speed: 200 mph / 317 km/h (electronically limited)
o Fuel consumption NEDC comb.: 21.4 mpg
o CO2 emissions: 314 g/km

2009 Chevrolet Corvette ZR1

2009 Chevrolet Corvette ZR1
Personal View: probably my most favourite American Muscle car. Great engine sound, superb engine. Cool design on the hood showing the engine. Handling... not as good as any European car today. Speed is unbelievable.
Rating: 17.5/20

The Chevrolet Corvette ZR1's basic stats:

* All-new LS9 supercharged 6.2L V-8 targeted at producing at least 100 horsepower per liter, or 620 horsepower (462 kW), and approximately 595 lb.-ft. of torque (823 Nm)
* Six-speed, close-ratio, race-hardened manual transmission
* New, high-capacity dual-disc clutch
* Higher-capacity and specific-diameter axle half-shafts; enhanced torque tube
* Specific suspension tuning provides more than 1g cornering grip
* Twenty-spoke 19-inch front and 20-inch rear wheels
* Michelin Pilot Sport 2 tires - P285/30ZR19 in front and P335/25ZR20 in the rear - developed specifically for the Chevrolet Corvette ZR1
* Standard carbon-ceramic, drilled disc brake rotors - 15.5-inch-diameter (394-mm) in the front and 15-inch-diameter (380-mm) in the rear
* Larger brake calipers with substantially increased pad area
* Standard Magnetic Selective Ride Control with track-level suspension
* Wider, carbon-fiber front fenders with Chevrolet Corvette ZR1-specific dual vents
* Carbon-fiber hood with a raised, polycarbonate window - offering a view of the intercooler below it
* Carbon-fiber roof panel, roof bow, front fascia splitter and rocker moldings with clear-coated, exposed carbon-fiber weave
* ZR1-specific full-width rear spoiler with raised outboard sections
* Specific gauge cluster with boost gauge (also displayed on the head-up display) and 220-mph (370 km/h) speedometer readout
* Only two options: chrome wheels and a "luxury" package
* Curb weight of approximately 3,350 pounds (1,519 kg)

2010 Jaguar XFR

2010 Jaguar XFR
Personal View: One of my favourite Jags. Brilliant car for a four door and looks way better than S-Type.
Rating: 16/20

The most advanced Jaguar V8 engines ever

The supercharged 5.0-litre V8 that powers the new XFR is Jaguar's new flagship engine, but it is only half of the petrol engine story - a naturally-aspirated version of the all-new engine brings additional advanced technologies and performance to other models in the XF range.

Light, robust and very strong

The all-new 5.0-litre V8 petrol engines are built around a stiff, all-new, aluminium block with cast-in iron liners and cross-bolted main bearing caps to reduce noise, vibration and harshness. For the first time at Jaguar the blocks are high-pressure die-cast, providing a superior finish and greater dimensional accuracy. The engines use aluminium heads, with four valves per cylinder and strong, spheroidal-graphite cast-iron crankshafts and forged steel connecting rods. The cylinder heads for the first time are specified with a secondary (recycled) aluminium alloy, reducing the environmental impact of manufacturing the new engine.

The new 5.0-litre V8 engines are more compact than their predecessors. Overall engine length has been reduced by 24mm by relocation of the oil pump within the engine architecture. This length reduction improves engine bay packaging in support of enhanced safety cell performance while ensuring overall engine weight is virtually unchanged.

Direct injection - power with economy

One of the key features of the new petrol engines is an industry-first, centrally-mounted, multi-hole, spray-guided fuel injection system, delivering fuel at a pressure of up to 150bar directly to the cylinder. This substantially contributes to improved low-speed, dynamic response. The positioning of the injectors ensures fuel is precisely delivered to the centre of the combustion chamber, maximising air-fuel mixing, and improving combustion control. Fuel is delivered via twin, high-pressure fuel pumps that are driven via an auxiliary shaft in the all-new engine block.

The charge-cooling effects of the direct-injection fuel system have allowed the compression ratio of the naturally aspirated engine to be raised to 11.5:1, further improving the engine economy. The supercharged engine also benefits from an increase from 9.1:1 on the previous 4.2-litre version to 9.5:1.

During the engine warm-up phase, the combustion system employs multiple injection mode strategies to deliver 50 percent more heat for fast catalyst warm-up and substantially reduced emissions.

Torque-actuated Variable Camshaft Timing improves efficiency

A new type of variable camshaft timing system (VCT) introduces another new technology. The four VCT units are activated by the positive and negative torques generated by opening and closing the intake and exhaust valves, instead of by oil pressure. This has allowed the engine oil pump to be reduced in size, saving energy and reducing fuel consumption.

VCT units work independently on all four camshafts with 62 degrees of authority on the inlet cams and 50 degrees of authority on the exhaust cams. Timing is optimised by the engine control unit for torque, power and economy at every point in the engine's speed range.

The response rate of the new VCT units is up to three times faster than before, with actuation rates in excess of 150 degrees per second. This delivers a more immediate engine response to the driver's demand.

The naturally aspirated engine is also equipped with camshaft profile switching (CPS) on the inlet camshaft. Depending on the engine's running conditions and the demands of the driver, the CPS will switch between a profile that is ideal for low-speed driving, and another which gives increased valve lift for high performance.

Variable Inlet Manifold optimises torque through the rev range

A new variable inlet manifold (VIM) can vary the length of its eight inlet tracts to optimise power and torque throughout the rev range on the naturally aspirated engine. Vacuum-operated actuators open valves to select a longer, 680mm inlet tract at low revs, increasing the rate of both the airflow and the engine torque. As the revs climb beyond 4700rpm, the actuators select a shorter, 350mm path allowing a greater volume of air into the engine to optimise engine power. The actuator position is optimised by the engine control unit for improved torque throughout the engine speed range.

Improved efficiency through new technology

Minimising internal friction is key to improving fuel consumption and CO2 emissions, and as such was a key aim when it came to the design of the engines. As a result, the new Jaguar AJ-V8 Gen III engines achieve another best in class, setting a new industry benchmark for cranktrain efficiency.

All engine bearings were the subject of an extensive optimisation programme, reducing friction without compromising reliability. Diamond-Like Carbon Coating (DLC) has been used to reduce friction on the fuel pump tappets and a solid film lubricant has been used to coat the piston skirts.

Jaguar has developed a unique, intelligent oil-pump pressure relief valve (PRV) which senses oil pressure deep in the engine's oil galleries to control the oil pump delivery. As a result, oil pump frictional losses are reduced during the warm-up period. New engine oil has a lower viscosity, contributing to an extension in service intervals from 10,000 miles to 15,000 miles or 12 months. Both V8 engines are now fitted with an electronic oil level sensor feature for added peace of mind.

Unique, Jaguar sound quality

Sound quality is a key characteristic of all Jaguars and is one particular aspect that customers relish. With that in mind, Jaguar engineers have deliberately accentuated the acoustic feedback into the cabin in order to further increase driving pleasure.

The Jaguar XFR has received special attention to deliver the required V8 intake sound character commonly absent on supercharged engines. Intake manifold pressure pulsations are fed into an acoustic filter at the rear of the engine that is tuned to "tenor C", with the output from the filter ducted into the cabin. The filter is controlled by the engine management system which allows the acoustics to enter the cabin only under certain conditions, such as when the engine is accelerating hard, thus maintaining the desired sound quality at all times.

New supercharger optimises power

A sixth-generation, twin vortex system (TVS) supercharger is fitted to the Jaguar XFR's 510PS engine. It is a compact Roots-type unit, feeding air through twin intercoolers, which in turn are water-cooled by their own discreet cooling circuit. The high helix rotor design improves the supercharger thermodynamic efficiency by 16 percent. It also improves noise quality to the point where the unit is now virtually inaudible (making supercharger whine a thing of the past). The intercoolers reduce the temperature of the pressurised intake-air and so optimise power and efficiency.

The new air intake has been radically redesigned compared to the previous V8. The intake air path is a direct feed to the supercharger inlet from the centrally mounted front throttle body. Air is delivered through twin air boxes, which reduce flow loss and further increase efficiency.

Mechanically, the new supercharger and its intercoolers are efficiently packaged in the 'V' of the engine to deliver a low overall engine height in support of pedestrian safety requirements.

Advanced six-speed transmissions

The all-new 5.0-litre AJ-V8 Gen III and the 3.0-litre diesel AJ-V6 D Gen III engines transmit power through an enhanced version of Jaguar's acclaimed ZF 6HP28 electronically controlled, six-speed transmission. Additional clutch plates and an uprated torque converter have been added for the supercharged V8 to facilitate the extra power.

The transmission has a fully-adaptive shift system which delivers extremely smooth gear changes and optimises performance and economy at all times. The Jaguar Sequential Shift™ suffers no torque interrupt resulting in a smoother more powerful shift feel and an almost instantaneous shift from the time the driver touches the shift paddle to the completion of the shift event. It also continually adapts to suit driving style, which can vary from sporting to more economical. The 'mechatronic' control module incorporated inside the transmission includes the software for the semi-automatic Jaguar Sequential Shift™ function, selected when the driver operates either of the two steering-wheel paddles.

The high levels of torque produced by the new engines make it possible for the torque converter lock-up feature of the transmission to be used even at low speeds, without slip. This approach provides competitive fuel consumption, contributing to the official combined fuel economy of 22.5mpg (12.5l/100km) in the Jaguar XFR and 25.4mpg (11.1l/100km) in the naturally aspirated V8-powered XF. The advanced design of the transmission includes a torsional damper to absorb firing impulses from the engine, further smoothing the driveline. The transmission is designed to be maintenance-free and the fluid is 'filled-for-life.'

Driving Dynamics

The headline advances made by Jaguar's new engines are hugely significant and impressive. They take Jaguar's philosophy of 'intelligent power' to another new level and that means instant responses, seamless power and smooth, refined performance with comparable fuel economy and better emissions - all thanks to intelligent use of the most advanced technologies. And, of course, in Jaguar XFR guise, it makes for the quickest XF yet.

In line with the additional performance, Jaguar XFR adopts the largest brakes fitted to the XF range, with 380mm diameter internally ventilated front discs. Jaguar XFR's unique 20-inch wheels and tyres were specifically chosen to enhance the dynamic character of the car, and in particular to optimise wet weather grip.

Jaguar's Emergency Brake Assist is standard on XF and Adaptive Cruise Control (ACC) is now available as an option all models. Advanced Emergency Brake Assist is a new attribute of the ACC system on the new 3.0 V6 diesel and 5.0 V8 petrol models; it uses the ACC radar to calculate distance from and speed of approach to the vehicle ahead and pre-charges the brake-line pressure to minimise impact speed if a collision is predicted - as well as giving an audible warning to the driver.

To improve handling and steering responses, the Jaguar XFR is fitted with a 'fast ratio' steering rack, and additionally benefits from the further improved front-to-rear aerodynamic balance offered by a new boot lid spoiler and deeper front bumper. This is a significant gain as XF's lift balance was already best in class, and its low overall aerodynamic drag coefficient of only 0.29Cd contributes to both low wind noise and inherent high-speed stability.

The XF's body shell is already extremely stiff - in fact the stiffest in its class. This is key to the XF delivering superb ride and handling based on taut body control and precise, responsive steering. The bodyshell for the new MY 2010 Jaguar XF is even stiffer, thanks to a new rear subframe and the adoption of a boot cross-brace that was previously only fitted to the XF SV8 supercharged model.

Latest computer-controlled suspension and differential

The biggest changes in chassis dynamics for the Jaguar XFR, however, come from two new advanced technologies, Adaptive Dynamics and Active Differential Control, which are both incorporated as standard.

Active Differential Control (ADC) with traction-only functionality and handling functionality is an electronically controlled alternative to the traditional, wholly mechanical differential, offering more subtle control strategies.

ADC can vary its locking torque (and therefore the proportion of torque to each driven rear wheel) depending on surface conditions and power applied. Its control strategies optimise traction at each wheel, improving acceleration on low-grip surfaces while also enhancing cornering ability.

ADC has no adverse effect on either refinement or stability - where the traditional, mechanical differential can compromise stability under hard applications of power, demanding more corrective input from the driver. Whereas a mechanical differential is a permanently active part of the drivetrain, the Jaguar XFR's new ADC system is switched off when not required, so does not create undesirable understeer and creates no issues with NVH at lower speeds.

The differential is operated by an internal electric motor and 'ball-and-ramp' mechanism, and contains a multiplate clutch, which transmits or 'vectors' torque to the wheel with most grip. The multi-plate clutch assembly is designed to prevent excessive differential slip, but differs fundamentally from a conventional traction control which uses the brakes to counteract slip after it has occurred.

Continuously variable damping

Adaptive Dynamics, which replaces Jaguar's proven Computer Active Technology Suspension (CATS) on the Jaguar XFR, is a highly sophisticated active damping system which automatically adjusts suspension damper settings to suit both road conditions and the way in which the car is being driven. By removing the need for compromise between a fixed, softer setting for ride comfort and a fixed, firmer setting for tauter body control and handling, Adaptive Dynamics allows the balance between ride and handling to be optimised whatever the circumstances. Unlike earlier systems with only a small number of steps in the damper settings, it offers a progressively variable damping strategy between wide extremes, to deliver a comfortable but sporty ride with impressively sharp handling.

The three primary functions of Adaptive Dynamics are to control vertical movement, roll rate and pitch rate of the body. It does this by analysing induced body motions one hundred times a second, and setting each damper to an appropriate level in order to maintain a constant and level body attitude, thereby optimising control without compromising ride. Also one hundred times a second, it predicts the roll-rate due to steering inputs, and selectively increases damping forces to reduce that roll-rate - improving feel and driver confidence - as well as analysing fore and aft pitch rate due to throttle and braking inputs, and again varies damping forces to reduce pitch, further improving comfort and control.

Additionally, Adaptive Dynamics improves ride by monitoring wheel position 500 times a second and automatically increasing damping rate as the suspension approaches the limits of its travel. Similarly, it controls wheel 'hop' by varying damping to move any wheel out of a natural bouncing frequency, again benefiting ride comfort, handling, and even grip.

Jaguar XFR also features Handling Functionality, which is unique in this class. In conjunction with the DSC Off option and JaguarDrive Control™ with Dynamic Mode, this supplements all the advantages of Traction Only Functionality with a number of more driver-focused dynamic characteristics. When selected, Dynamic Mode (which is also standard on the new naturally aspirated 5.0-litre V8 petrol and new 3.0-litre V6 diesel models) modifies the throttle, stability and transmission parameters, and on Jaguar XFR only it also modifies the Adaptive Dynamics responses. The combination of ADC and Dynamic mode with DSC Off allows controllable power-on oversteer, and improves off-throttle stability, allowing quicker, more spirited cornering. It can also improve stability in situations such as an emergency lane-change manoeuvre at high speed and, in combination with DSC, reduce the brake interventions which the more enthusiastic driver might see as intrusive.

So, working with DSC, the TCS traction control system and ABS braking function, ADC can significantly improve overall vehicle performance, and provide even more precise driving feel. Together with its very high performance potential, that is what defines the new Jaguar XFR as a perfect home for Jaguar's 'R' philosophy, and the sportiest of all XF models.

2008 Nissan GTR

2008 Nissan GTR
Personal view: my favourite Japanese car of all time. Cyborg looks are interesting. Speed is great and handles well.
Rating: 17/20

Exterior Design

The design bears a close resemblance to the Nissan GT-R Proto shown at the 2005 Tokyo Show and, in turn, has much in common stylistically with the 2001 Nissan GT-R Concept.

'We wanted to design a car that looked uniquely Japanese - it is very definitely not a European or American fast car,' says Shiro Nakamura, Senior Vice President, & Chief Creative Officer, Design and Brand Management, Nissan Motor Co. Ltd. 'We also wanted to highlight the functionality of the car - it is a car that is easy to use and easy to drive - and continues the proud heritage of the GT-R.'

The new Nissan GT-R is a muscular, distinctive looking car. Chunky, edgy, wide shouldered, ground-hugging and flat-sided, it is also one of the most aerodynamic cars in the world (Cd 0.27) as well as being one of the most distinctive.

The style is based closely on the GT-R Proto shown at the 2005 Tokyo Motor Show to great critical acclaim. The only significant styling difference - apart from small details - is to the front styling, changed mostly to allow for superior crash test protection.

This is the first GT-R not based on a mass-volume Nissan vehicle (the last GT-R was based on the Skyline). That gave design director Shiro Nakamura, Product chief designer Hiroshi Hasegawa and their team a great deal of freedom to create Japan 's ultimate supercar.

'The mission was to achieve a distinctive car, a supercar, but not a normal fast car - it's chunkier, more practical and more muscular,' says Nakamura. 'The element of functionality is core to the GT-R. It's not too low; it's easy to get in and out of, has good visibility and is easy to drive. That functionality is reflected in the design. It is clearly not an Italian, German or American car - it is unmistakably Japanese. It is very mechanical, almost like an animated robot - it is obviously made from metal, has big shoulders and looks strong and muscular. The previous R34 GT-R had the same image. It's like you could be playing this car on a video game.

'We didn't want a nice elegant shape - we wanted an original shape. Some people who buy this car will also have a Ferrari and a Porsche. This car must be different from all others. I see it as a car influenced not by feminine beauty, like Italian cars, but by masculine beauty - it is strong, well toned, well muscled. It has big deep flanks and is very toned - that's part of the muscled stance.'

Overt functional touches include the kink in the rear pillar - 'it is highly distinctive and helps rear airflow,' says Nakamura, 'and it also gives the GT-R a really unusual roof line, which I like.' The side front fender air scoops also improve the car's aero performance by improving airflow around the tyres, are highly distinctive and almost animalistic. They also help cool the big chested twin-turbo V6. Nakamura also feels those deep flat sides are highly functional. 'They're flat like a well toned stomach but they also help when judging the car's width plus they're very aerodynamic.'

Good aerodynamics was a key requirement for the high-speed Nissan GT-R. 'Designing a car is always a balance between engineering and aesthetics. But with the Nissan GT-R we had very little conflict. We knew this car had to be Nissan's technological showcase. Our designers worked very closely with the aerodynamicists to ensure excellent air flow and good downforce essential for a car that has such a high top speed and such excellent high speed stability.'

The new car also continues the proud GT-R design lineage. 'It's quite square and edgy at first glance although full of interesting curvatures and subtle shapes when you look closer. Like all great designs, the closer you look, the more you see.'

The pillars are quite upright, emphasising that this is not an impractical low-slung supercar. There are the four round tail lamps mirrored in the four chunky round exhausts directly below. Specific styling cues, borrowed from great Nissans of the past, include the edgy boxy shape of the PGC10 GT-R of 1969, the four round tail lamps of the KPGC110 GT-R of 1973 and the long thin slit grille opening of the R34 GT-R of 1999.

Interior design

Like the exterior, the Nissan GT-R's interior is stylish but highly functional. The cabin is unique, sharing no major components or design features with any other Nissan model. The Nissan GT-R is a bespoke supercar, new from the ground up.

Instruments are large, clear and simple, all directly in front of the driver for maximum legibility. The circular analogue instruments are ringed in chunky bezels and there is a tachometer in pride of place, red-lined at 7000rpm. Within the tachometer is an easy-to-see gearshift position display.

More unusual is a multi-function display in the centre of the dash, that not only gives you a detailed log of your driving behaviour - speed, g-force, fuel economy etc - but also gives details of the car's mechanical information - turbo boost, water and engine oil pressure, transmission oil, front/rear drive distribution plus steering angles, braking and acceleration pressure, and also optimal gearshift mapping for best fuel economy. The design of the multi-function display, which also includes the satellite navigation and audio controls, was done in conjunction with Polyphony Digital Inc, designer of the Gran-Turismo video game series for Sony PlayStation.

In the centre of the dashboard, below the multi-function display, is a cluster angled towards the driver. It contains switches for the air conditioning, audio and set-up switches, used to change the tuning of components including dampers, gear shift and VDC.

The centre console, which sweeps through the middle of the cabin, contains a red start button, leather shift lever (the same leather used for the steering wheel, to help tactility) and parking brake, which aligns with the centre armrest. The shift lever selector chooses Park, Reverse, Neutral, Automatic or Manual, and manual gear shifts are via paddles directly behind the steering wheel. There is a full automatic gear change provision, useful in heavy traffic or when relaxing rather than sporty driving is desired.

The steering wheel is small, comfortable to hold and trimmed in soft hand-stitched leather. Switches have been placed on spokes in an orderly, logical manner.

Seats are especially designed for the Nissan GT-R. They're heavily side bolstered for maximum lateral support and comfort. It is particularly better for supporting the body and reduces any slip. To relax the lower legs during longer drives, the front edge of the seat is unusually flat; it also makes getting into and out of the seat easier.

Access to front or rear seats is easy and visibility is excellent. Though the car fully engenders a special 'sense of occasion' once behind the wheel - thanks to the sporty cabin, dynamic performance and handling - it is a also a very 'normal' car in many ways, not so different from an everyday sedan. It's roomy, comfortable, light and airy. It is much more practical and user friendly than other cars in this performance bracket.

The Nissan GT-R has the greatest range of seat adjustment of any supercar, to ensure that virtually all drivers can get comfortable behind the wheel. The driver's seat is designed so that anyone from 144cm-190cm will feel comfortable behind the wheel. The seat slide is long (228mm), the seat is height and rake-adjustable and the steering wheel also has a wide range of adjustments (60mm tilt, 60mm telescopic), the better to allow almost all drivers to find the perfect driving position. The fulcrum for the tilt mechanism is at the bottom of the steering shaft, to keep the steering wheel angle optimised.

Like many high-performance four-seat coupes, the rear seats are more 'occasional' seats than full-size chairs. Though perfectly comfortable for most adults on short journeys, they are better for children or for carrying bags, jackets and other goods. The centre console sweeps through the middle of the cabin, dividing left and right rear seats. Between the seats there is the provision for optional two BOSE sound system woofers.

The trunk is large (VDA: 315L), easily big enough for two sets of golf bags or for substantial holiday luggage. Luggage space is further improved by the car's run-flat tyres which obviate the need for a spare tyre in the trunk.

The seat has three colour schemes: black, black with red highlight or grey.

Shiro Nakamura, Senior Vice President & Chief Creative Officer, Design and Brand Management, Nissan Motor Co. Ltd: 'An underlying philosophy of the Nissan GT-R is that it is a fast car that's easy to drive fast. So there is nothing intimidating about the controls. Everything feels instantly familiar, apart from the novel multi-function meter - which is also highly intuitive and we believe will prove very popular with owners.'

Engine

Nissan's VR38DETT is a brand new engine specially developed for the Nissan GT-R. The 3.8-litre unit uses twin IHI turbochargers. Its maximum power is 480 PS (353 kW) at 6400rpm. This makes the Nissan GT-R one of the most powerful Japanese road cars and the most powerful production car ever built by Nissan.

'More important than absolute power, is the manner in which it is delivered,' says chief vehicle engineer Kazutoshi Mizuno. 'The engine's very tractable and that means it's very easy to drive, a key quality of the Nissan GT-R.' Maximum torque of 60kgm (588 Nm) is delivered seamlessly from 3200-5200rpm.

It is also a very efficient engine, reducing emissions and fuel consumption. The Nissan GT-R is the world's most efficient supercar in balancing speed, acceleration and fuel consumption. Environmental performance is further reinforced by its satisfying Japan 's U-LEV (ultra low emission vehicle) standards.

The engine's high environmental standard is partly due to the innovative plasma-coated bores, which improve cooling, boosting fuel efficiency and power. The plasma sprayed cylinder liner bores are just 0.15mm thick, compared with conventional cast iron liners of 2.6mm. Not only are they much better at dissipating heat, improving efficiency, they're also lighter - saving about 3 kg in a V6 engine. To ensure sufficient lubrication of this sprayed-on cylinder liner in the aluminium block, special synthetic engine oil is used (Mobil-1 RP OW-40).

In addition, the fully independent intake and exhaust systems produce a higher output and a faster response. These fully symmetrical intake and exhaust systems increase air intake and reduce exhaust resistance, producing a smooth and fast gas flow. The twin IHI turbochargers are highly responsive.

Emissions are improved by a secondary air system, featuring an air pump, which promotes a faster catalyst reaction.

The Nissan GT-R's advanced electronic controls respond quickly to climate and altitude changes, ensuring maximum performance at all times. Precise monitoring of the air-fuel ratio further improves fuel efficiency and emissions. This precise control improves high-performance fuel consumption by five percent. During ordinary low-rev driving, the Nissan GT-R will typically generate about 40 kgm (392 Nm) of torque - sufficient for excellent pick-up and acceleration - and this high output allows for an optimum air-fuel ratio, significantly improving fuel efficiency and exhaust cleanliness. 'When driving on moderate throttle openings - in other words, in normal everyday driving - the Nissan GT-R proves to be especially ecologically friendly,' says Mizuno. 'Its fuel economy advantage over rivals is magnified in such normal everyday driving situations.' In automatic mode, the transmission quickly chooses high gear ratios, allowing the engine to ride along on a wave of low-rev torque.

Other technical innovations include a thermostatically controlled air-cooled oil cooler system, for greater cooling efficiency. The engine oil is cooled by an oil cooler system and in extreme cornering - of which the Nissan GT-R is easily capable - a scavenger pump maintains turbocharger oil flow. The oil collecting structure inside the engine is optimised by a lateral wet and dry sump system, which helps secure stable oil collecting and oil pressure in various driving scenes.

A collector tank inside the fuel tank always stores enough fuel to maintain fuel flow even under strong g forces.

The engines, like the transmissions, are all hand made. One craftsman hand-assembles the entire engine. The dedicated engine builders work in a special Nissan GT-R 'clean room' area of Nissan's Yokohama plant.

Transmission

The Nissan GT-R uses an all-new GR6-type transmission, exclusively developed for the car. The paddle shift six-speed twin clutch gearbox is highly efficient - unlike an automatic transmission with conventional torque converter, there is minimum power loss so response and fuel economy is improved.

In M range (for manual transmission mode), the paddle shift gives exceedingly quick changes. Such quick gear changing maintains the turbo boost, so acceleration is one strong powerful seamless burst.

The twin clutches make a significant contribution to shift speed. There are separate clutches for the odd (1,3,5) and even (2,4,6) gears. When the car is running in an odd number gear, the adjacent even numbered gears are pre-selected and are ready to make the shift immediately in the sequential-shifting gearbox. When downshifting, a synchronised rev control 'blips' the throttle precisely to synchronise engine speed for extra-fast downshifts. Borg-Warner triple cone synchronisers are used.

When R range - the sportiest setting - is chosen on the set-up switch, a computerised control predicts the driver's next gear change, based on throttle opening, vehicle speed, braking and other information.

The Nissan GT-R uniquely offers exceedingly quick gear shift speeds and full automatic transmission. In A (automatic transmission) range, the car changes gear automatically, in the most fuel efficient manner. Higher gears are used whenever possible, benefiting from the car's massive 588 Nm of torque, and its long and flat torque curve. The car can be driven in sixth gear for long periods at low speeds, and still offers good throttle response. Such docile behaviour is at odds with most equivalently fast supercars and is one of the many unique aspects of this technology flagship.

The E-TS electronic traction control and rear final drive with limited slip differential (for better power delivery) are both integrated into the surprisingly compact and light rear transaxle. By placing the input/output shafts diagonally, the transmission is flat and the car's centre of gravity can be lowered.

One highly useful and unusual feature is the Nissan GT-R's Hill Start Assist. On an uphill gradient, which the car automatically recognises, the system maintains brake pressure for about two seconds after the release of the brake pedal, making hill starts easy.

Suspension

The Nissan GT-R has a new type of suspension offering excellent straight-line stability, even over 186 mph (300 km/h), plus top-class handling and braking in all situations - from urban commutes, to snowy and slushy roads, to the racetrack. The suspension is designed around the new 'Premium Mid-ship' package, and takes advantage of the perfect load balance of all four wheels.

A set-up switch allows the driver to access three different suspension modes: R (high performance), Sports (the normal setting) and Comfort (for city driving to absorb road bumps). The set-up switch electronically changes the settings on the Bilstein DampTronic dampers, specially developed for the Nissan GT-R.

In R mode, the Bilsteins ensure flat, hard cornering for high-speed and maximum feedback. In the other two modes - Sport and Comfort - the dampers are electronically controlled to produce the best possible handling/ride balance (depending on which setting is chosen). Special sensors measure 11 vehicle elements including vehicle speed, lateral acceleration speed, steering angle speed, demand torque, estimate torque, engine rpm, brake fluid pressure, normal acceleration, ABS anti-lock braking behaviour and vehicle stop information.
Brakes

The Nissan GT-R has huge front and rear Brembo fully ventilated drilled steel disc brakes (φ380). They give superb pedal feel as well as immense stopping power.

The full floating rotors stabilise braking while also preventing heat distortion. The inner parts of the rotors have diamond-shaped ventilated ribs, to ease cooling, while the rotors are also cross drilled to run as cool as possible.

Brembo monoblock six-piston callipers are used in front and rear four piston type. To generate strong braking force and prevent calliper distortion, racing-style three bolt structures are used.

Four-wheel drive

The new Nissan GT-R uses probably the most advanced four-wheel drive system on a road car ever used. The all-wheel drive (ATTESA E-TS) optimally distributes power to the front wheels when and if necessary. Though naturally rear-drive biased, up to 50 percent of torque can be fed forwards improving traction in difficult conditions - such as rain, frost, ice or snow. Front drive is also utilised to improve cornering performance on Tarmac, improving traction and stability.

Special computerised control automatically alters the front/rear torque split from zero torque at the front wheels, to 50 percent of total torque. The control is varied continuously, as various sensors on the car measure speed; lateral and transverse acceleration, steering angles, tyre slip and other road surface and yaw rate.

On the new Nissan GT-R an additional sensor is the yaw-rate feedback control, which measures the difference between the target yaw rate calculated from the steering angle, the actual yaw rate detected by the yaw-rate sensor and G sensor. Front and rear torque is automatically corrected accordingly.

The four-wheel drive system includes a Vehicle Dynamic Control (VDC-R), the Nissan GT-R's electronic stability control system. This continually monitors the vehicle's behaviour. If off balance behaviour is detected - such as sliding or skidding - torque to the wheels will be altered to help stabilise the car. Electronic traction control is also fitted to rear mechanical limited slip differentials, preventing wheelspin and improving grip.

Hill Start Assist Function is added for assisting starts gradients. (On an uphill grade, the system maintains brake pressure for about two seconds after release of the brake pedal).

2006 Koenigsegg CCX

2006 Koenigsegg CCX
Personal view: One of my personal favs. Its fast, its mad, and it looks awesome. Love it because of its insanity. Again, too mad to be on the road
Rating: 18.5/20

Body & Interior

The CCX features a completely new set of body and interior parts. The new body incorporates a new front bumper design, engineered to function well in the stringent 2.5 mph bumper test, including enhanced brake cooling, fog lamps and US side position lights. The front lamps have been slightly redesigned to suit the new bumper line.

There is a new scoop on the front bonnet acting as a larger fresh air-intake for the occupants and new air vents have been added behind the front wheels in order to further evacuate air from the cockpit. The frontal shape revisions now allow for effective track use options to be added.

The side rocker panels feature side skirts in order to further enhance downforce by increasing underbody area. The new exterior of the car has been created using the industry leading Icem Surf CAD software, guaranteeing a perfect fit and finish as well as optimal highlights.

The car is 88 mm longer in order to comply with the US rear impact regulations and in order to free up space around the rear muffler. The rear clamshell now features a glass window over the new CCX engine, clearly showing off the bespoke and unique Koenigsegg Block casting. The mufflers have received improved cooling, by incorporating grill vents above in the clamshell. The number plate area is now adapted to suit both US and Euro size number plates.

Space

There is a further 50 mm in headroom, making the CCX the most spacious super car on the market, truly considering the taller drivers needs. Koenigsegg believes to have found a unique market niche by enabling really tall drivers to fit well inside the car, still with its highest point only 1120 mm above the tarmac.

Seats

In corporation with Sparco, and Koenigsegg test driver Loris Bicocchi, Koenigsegg has developed a new seat design for the CCX. The structure of the seat are still carbon fiber, but now feature fully padded front surface and a tilting backrest. The striking and very comfortable Tempur padded CCR seats can still be fitted in the CCX on special order.

Wheels / Brakes

The optimal ceramic 382 mm front discs are coupled to 8 piston calipers and in the rear the 362 mm size is retained with 6 piston calipers. The optional industry first carbon fiber wheels save another 3 kg per wheel compared to the already lightweight magnesium wheels that comes as standard. The ceramic discs save another 2 kg per wheel, giving the Koenigsegg CCX lower unsprung weight than any other super car.

Koenigsegg now also offers the ceramic disc and carbon wheel upgrade to all previous Koenigsegg models.

Aerodynamic Enhancement

Between the raised speedster humps there is a new type of vortex generator originally conceived and patented by Torbjörn Gustavsson at Vortaflow and implemented as a Ram Air engine booster by Christian Koenigsegg on the CCX. Due to the fact that there is a fresh air engine intake right below the rear window, the vortex generator redirects the air directly into the air intake and thereby creating a positive pressure in the air box. To normally obtain this phenomenon in a mid engine car a roof scoop is required, increasing frontal area. In the case of the CCX, the small frontal area can still be kept and rearward visibility is unaffected, even though it has now got true ram air intake over its mid mounted engine.

Electronics

The CCX now features, wholly digital, intelligent fuse and relay unit. This means that there are not physical fuses or relays as such. The unit is programmable and is can-bus connected to a display unit which sends crucial information to the driver. The main advantages of this system are its reliability, light weight, small physical size, programmability and direct information to the driver. The system is prepared for future upgrades and functions.

Unique Koenigsegg Engine

The engine in the CCX retains the incredible performance and power of the CCR engine, while running on US 91 octane fuel and complying with California emission regulations. In order to reach this challenging goal, extensive rework had to be done to emission related items, such as new cylinder heads with larger valve area and more optimally flowing cylinder head ports. Dual smaller injectors per cylinder were integrated, as well as new camshafts, a new carbon fiber individual runner intake plenum, a new engine management system, updated fuel and EVAP system. New exhaust system where the catalytic converters are moved closer to the engine for earlier light-off time. A returnless fuel system has also been implemented with pumps integrated into the new fuel tank. All in all, a heavy rework in order to retain the unique performance of the CCX engine and at the same time comply with the strictest emission regulations in the world.

The new and cleaner CCX engine also incorporates the first engine block design that is specifically created and cast for Koenigsegg, with the Koenigsegg shield embossed in the casting on both left and right side of the engine block. The new block design is an all aluminum construction made out of 356 aluminum with T7 heat treat that has undergone a High Intensity Pressure process in order to further enhance block integrity as well as cylinder bore chill during casting. The new block reaffirms the future development of Koenigsegg engines and makes Koenigsegg stand out among low volume supercar manufacturers, due to the fact that Koenigsegg engineer the engine completely in house in combination with the fact that it is also built, assembled, and dyno tested in the Koenigsegg production plant. The Koenigsegg Engineers also incorporated the most powerful internal piston coolers in the industry - bringing down the piston temperature, by as much as 80% more than competing systems, which was a must in order to run high cylinder pressure with 91 octane fuel.

2008 Lamborghini Reventon

2008 Lamborghini Reventon
Personal view: Eye popping fabulous. Blistering performance, cutting edge design. As heroic as a fighter jet. Too mad to be on the road.
Rating: 18/20

Lamborghini Reventón - Technical data

* Frame
o High strength tubular steel structure with carbon fibre components.
* Bodywork
o In carbon fibre, except roof and door external panels (steel)
* Steering
o Type: Mechanical (rack and pinion) power-assisted
o Right-hand turning circle: 12.55 m (41.17 ft)
* Wheels and tyres
o Front: 245/35 ZR 18
o Rear: 335/30 ZR 18
* Engine
o Type: 12 cylinders at 60°
o Bore and stroke: 88 mm x 89 mm (3.46 in x 3.50 in)
o Displacement: 6496 cc (396.41 in3)
o Compression ratio: (11 ± 0.2):1
o Maximum power: 650 HP (478 kW) at 8000 rpm (guaranteed through the engine selection)
o Maximum torque: 660 Nm (487 lb-ft) at 6000 rpm
o Engine position in vehicle: Longitudinal central-rear
o Cylinder heads and engine block: Aluminium
o Intake system: Variable geometry with 3 operating modes
* Performance data
o Top speed: 340 km/h (211.3 mph)
o Acceleration 0-100 km/h (0-62 mph): 3.4 s (before: 3.8 s)
* Fuel Consumption (according to DIR 1999/100/CE)
o Urban: 32,3 l/100km
o Extra-urban: 15,0 l/100 km
o Combined: 21,3 l/100 km
o CO2 emissions: 495 g/km