It’s hard to believe, but automotive technology has been changing so rapidly that, these days, even the cheapest econoboxes have more sophisticated electronics (traction control, engine management, etc.) than the exotic cars from just a couple of decades ago. One thing hasn’t changed, though: Formula 1 racing is still where the latest engineering breakthroughs are created and proven, and these costly, cutting-edge, rolling research rockets are where high-performance is expressed in its most advanced form. In this environment, engineering rules the day, and victory in this class owes as much to the power of the technology as it does to the phenomenal skills of the drivers.

If only you could buy a Formula 1 car for the road, right? How cool would it be to translate all that futuristic engineering to your own
personal ride, wrapped in a wicked hot body that looks like it’s blasting through a chicane in Monaco, even when parked?

Naturally, we wouldn’t tempt you with all this if that vision had not come to pass. McLaren, one of the most prestigious names in motor sports, is not only launching a new supercar, but a whole new retail auto company as well. McLaren was started by New Zealander Bruce McLaren in 1966, and the British racing company has become one of the most successful legacies in Formula 1 racing, as well as a name synonymous with high-performance.

The flagship of this new global car company is the street-legal MP4-12C (with a GT3 racing version also available for track-only competition). The 12C is a revelation in that McLaren can literally build the car the way it wants without being limited by what may be available from outside suppliers. This is a group that invents as it goes with its own proprietary engineering, and in the case of the 12C, this starts with the McLaren-designed 3.8-liter Twin Turbo V-8.

“We wanted low weight, low rev-range tractability, potent mid-range performance, and extensive high-rev reach,” explains Powertrain Function Group manager Richard Farquhar. “All that, and a level of refinement and efficiency from a V-8 that perhaps you might not expect.”

The engine uses a dry-sump lubrication system, along with the latest anti-friction advancements, to achieve 592 horsepower. The mid-engine placement is low in the chassis to help optimize handling, and response is tuned to deliver smooth, accessible power throughout the rev range to give the driver supreme control. The transmission is likewise carefully optimized through McLaren’s years of experience in getting thrust to the road as efficiently as possible, and uses a dual-clutch design called a Seamless Shift Gearbox. Normal, Sport, and Track settings (along with Winter, Launch Control, and Automatic modes) help the driver use the fingertip-rocker controls behind the steering wheel to imitate the immediacy of full-on Formula 1 shifting.

Obviously, the drivetrain is spectacular, but the true genius of McLaren’s engineering is in the company’s carbon MonoCell chassis—as unique to a production car as it is strong and light. It can handle all that power and keep you in control, even on the most challenging roads. The primary, one-piece molded carbon-fiber chassis element weighs a mere 165 pounds, and serves as the anchoring point for McLaren’s Proactive Chassis Control with adaptive damping. The double-wishbone suspension aims to deliver not just razor-sharp handling but a luxury car-style ride. These things have typically been mutually exclusive when it came to true, track-ready supercars, but McLaren has strived to raise the bar in every aspect of this masterpiece. Vehicle Dynamic manager Paul Burnam puts it best: “It is not enough just to be fast. The 12C has to innovate in every area.” Given the peerless design and engineering talent the folks at McLaren have thrown into this project, they not only are rewriting the book on how exotic hardware performs, they may well have put a new kind of world champion in their stable.

It’s a tired truism, but you really do get what you pay for. That said, there is still such a thing as a bargain, and when Hyundai launched its 2010 Genesis sedan, the company slapped the luxury-car class in the face with a supple, elegantly crafted Korean glove. This feature laden, full-size car was equipped with either V-6 or V-8 rear-drive power trains, and was as pleasant and painless to drive as it was satisfying to gaze at, while undercutting the competition’s pricing by thousands of dollars. The designers at Hyundai decided to deliver a luxury car with everything owners accustomed to being pampered would want, expressed with understated class instead of ostentatious ornamentation. The 2011 models brought expected refinements but no drastic changes in performance, leaving the competition to think that more powerful flagships were safe from this invading interloper.

But Hyundai is full of surprises, and under the cover of darkness the designers have been toiling in the skunk works like the quiet (yet manically focused) mad scientists they are. And now, from out of the fog, bright LED-tinged Xenon headlights announce the arrival of the Genesis R-Spec—low-key in styling yet betrayed by 19-inch machined-alloy wheels and high-performance tires.

Something potent this way comes. Are we seeing the dawn of elegant hooliganism?

The answer, as always, lies in the driv ing. Climb into the roomy cabin, which surrounds you with the delic ious aroma of ultrapremium leather, and push the start button. In place of the old 4.6 V-8, there’s a rompin’, stompin’ 429-horsepower five-liter unit, bolted to an eightspeed Shift ronic automatic trans mission that smoothly doles out power to the rear wheels.

To correctly deploy an earthmover of an engine in such an upscale environ ment, you have to make the man ners match the muscle, so Hyundai has masterfully civilized the most powerful “Tau” V-8 it’s ever put on the road. This marvel is reinforced to reduce vibration and harshness, and sports direct fuel injection for greater power and efficiency. The exhaust note and intake snarl strike that tough balance between class and chaos, in that you know you have the lightning at the ready but the thunder won’t unduly interfere with the Lexicon 17-speaker sound system.

Accelerating under full power produces an elegant rush that blurs the scenery, and while the suspension feels almost big-boat soft, the sport tuning (fortified by Sachs Amplitude Selective Damping shock absorbers) keeps things under control. Both the steering and transmission are calibrated for the R-Spec’s more athletic personality, which sharpens this luxury sedan to a finer edge compared to the standard Genesis. A heavy, fast cruise missile like this also needs substantial braking power, and my numerous aggressive tests revealed rock-solid stopping performance without a loss of dignity through excessive nosediving or other untoward, embarrassing behavior.

This is important not only from a driving-dynamics standpoint, but this is, after all, a representative of the luxury class. And as great as the perform ance side of the R-Spec is, its most satisfying feature is how the styling and design reflect upscale quality and an appreciation of function over frippery. This isn’t to imply this is a spartan luxury/sport automobile, for the latest bells and whistles are well represented. Smart Cruise Control, lane-departure warning, adaptive headlights, heated/cooled seats, and Hyundai’s Ultimate Navigation System keep you safely in the fast lane, and most infotainment and cabin-comfort functions can be guided with a multimedia controller in the center console. No modern convenience is lacking, but unlike a lot of the competition, Hyundai makes the technology simple to access and operate.

Which brings us up to the very attractive bottom line. The R-Spec delivers performance and luxury on par with the famous marques it’s competing with, yet does so for less than $50,000. This not only makes this gate-crasher an attractive alternative to the other guys, but a smart one as well.

It sounds simple: Take a potent V-8 engine, bolt it to a rear-wheel-drive power train, adorn it with some neo-retro bodywork, and—huzzah!—instant ponycar goodness. But there’s clearly more effort necessary if you want to deliver a machine that gets hearts pounding and reaches the motorhead soul deep within us. The new Chevy Camaro, Dodge Challenger, and Ford Mustang have all been decent efforts to this end, and have proved to be very entertaining neo-retro muscle cars that combine the style of the past with the technology of our high-tech present. But in my view, nobody nailed it yet, even though they came close—until the new Boss waltzed in, that is.

Ford has resurrected a revered name from the past, and, unlike many times when this strategy has just been a marketing exercise, this time it actually means that something special is under the decals. The Mustang Boss 302 is not just a fitting tribute to the original; it may just be the hottest, tightest, best all-around Mustang ever to roll out of Flat Rock, and a benchmark for the other guys to aspire to.

Why so much adoration for this new pony, you ask? More than anything else, it’s how all the pieces work together to turn a foal into a stallion. From the moment you slide into the superb (optional, albeit must-have) Recaro sport seats and strap in, you feel like a part of the car instead of just a human sitting inside it. The Alcantara suede covered steering wheel feels solid and purposeful, like it’s aching to get worked hard, lock to lock, as you know you’ll do when performing a nasty burnout the second you fire the beast up. The “302” is for 302 cubic inches, of course, which is the displacement of Ford’s venerable five-liter V-8. Unlike the Mustang GT’s version of this mill, though, it’s been massaged and polished with performance enhancements to generate a numerically harmonious 444 horsepower, along with 380 footpounds of Pirelli-melting torque.

The engine’s auditory attributes include both a satisfying intake growl and a low, powerful exhaust rumble that is vocal, yet somehow understated to the point of perfection. The engine is matched to a short-throw, six-speed manual transmission, with a light clutch and lithe shifter that makes quick, smooth shifting easy, as long as you don’t park your Big Gulp in the cup holder right behind the shifter (it gets messy).

The ergonomics of the driver’s perch let you exploit the muscle to the fullest with a spot-on driving position, and the adjustable suspen sion is both stiffened and lowered to aid handling, yet still delivers a smooth, compliant ride. The icing on this cake starts with the electrically boosted steering, which is amazingly communicative, perfectly weighted, and (wonder of wonders) adjustable. The final garnish comes from massive Brembo brakes that stay strong and fade-free, even when you flog your pony mercilessly. There’s a build qual ity here that will make you confident that this coupe can take what you dish out, and you’d have to be one sloppy jockey to get into trouble, for this Boss is very forgiving, even right up to the limit.

The solid feel of the chassis is complemented by the strong, quietman styling, which extends under the hood, where the engine is naked and nasty-nice to gaze at, thanks to some sharp detail work (and the absence of cheap plastic shrouds). The paintwork is similarly classy and well-executed, so it attracts attention subtly, without a lot of pretense. What isn’t at all subtle is the way the Boss 302 can explode out of the starting gate and rocket around tight bends, especially on track days. A limited edition Laguna Seca version tightens the knot even more, as it’s designed to make an easy transition to a full-on race car. Imagine that: a Boss that gets your blood boiling, but in the best way imaginable.

Lexus spares no expense and launches a very special supercar. Even the cockpit is an example of functional sophistication and enhanced performance.

There is a category of automobile that defines the nexus of design dreams and reality, a place where some of the most creative engineers can freely practice their art and leave no performance avenue unexplored. This is the realm of the ultra-exclusive supercar, and the members in this tiny family include the likes of Ferrari, BMW, Jaguar, Lamborghini, McLaren, and even Ford with its GT. In this exclusive society, the cars are hand-built in very small numbers, have amazingly high top speeds, and sport equally lofty price tags. In a bold move, Toyota’s upscale Lexus division is joining this choice group by creating something very special to compete with the aforementioned machines. The question is, can the Lexus engineers really run in the rarefied air that these ultradesirable rockets explore?

There’s certainly room for initial skepticism, but the Lexus LFA has the chops to elbow its way into the club. True, in the past the Lexus name has been associated more with luxury than performance, and you may think that in the realm of überexclusive hardware the company might have challenged Rolls-Royce or Bentley instead. But F-series Lexus performance sedans have helped clear the way for its new flagship, and the LFA is a serious platform that was tested and developed in competitions like the Nürburgring 24-hour race. The final machine that goes on sale as a 2012 model is the result of taking a completely clean design slate and applying all the considerable technological assets contained in the Lexus stable to satisfy the most ambitious performance goals. Chief engineer Haruhiko Tanahashi puts it best: “From the very beginning of automobile history, supercars have represented dreams, hopes, and aspirations. Over the past decade, we have pushed every boundary in the pursuit of this goal. I believe that we have created the most driver-oriented car we possibly could.”

The technical résumé of the LFA proves Tanahashi was not exaggerating. The heart of this stunning ride is a 4.8-liter V-10 that delivers 552 horsepower without any kind of turbo or supercharging. How? Think of this mill as the Rolex of engines, as every internal component is optimized for efficiency and composed of the most advanced low-friction materials available. The 72-degree V-angle ensures perfect primary and secondary balance, which helps facilitate a stratospheric (and silky-smooth) 9,000 rpm redline. Front-mid-engine placement along with mounting the six-speed, multimode sequential automatic transmission in transaxle fashion at the rear differential contributes to ideal 48:52 weight distribution (critical for both sharp handling and stability at 200 mph). The chassis surrounding this propulsion system is quite unique, and features carbonfiber- reinforced-plastic (CFRP) con struction for the ultimate in stiffness and light weight.

Innovative production techniques are as key to the LFA as its potent power train, such as the use of novel methods of joining the CFRP body to the aluminum-alloy multilink suspension components. No expense has been spared, no aspect overlooked, and a truly welcome example of this attention to detail is the latest in carbon-ceramic brakedisc technology, which not only sheds heat like nothing else out there, but also reduces unsprung weight.

The cockpit really seals the deal in terms of this being a true driver’s car, in that the positioning of the driver and passenger is part of an integrated philosophy where every detail is focused on enhancing performance. This is still a Lexus, so creature comforts are all part of the environment, too, and the interior is designed with three “zones” in mind: mechanical, human, and driving. This approach results in a cozy, futuristic, and remarkably safe and functional cabin, topping off a peerless jewel of an automobile hand-assembled in a production run limited to 500 units.

For the rest of us, be assured that the incredible technologies developed for this creation will find their way into the Lexus playbook, and maybe even Toyotas and Scions down the road. One thing is for sure, though: The LFA stands out even in the exotic fraternity of supercars.

When the legendary Camaro sedan finally returned to the market after a lengthy absence, there was much rejoicing. Over the years, the Camaro had lost its teeth and evolved into more of a touring car than the snarling boulevard nemesis of old. But the redesigned Camaro went back to its muscle-car roots, and the result was a taut package with styling that recalled the glory of the original, while packing serious modern muscle under the hood. But still, something was missing. Or rather, something that was permanent needed to be more temporary, meaning the option of a retractable top was needed to make the car the ultimate open-air hot rod.

Patience is a virtue, and now the true potential of the reborn Camaro has been realized. The convertible version has hit the streets, and this new drop-top Chevy comes in two trim levels: the LT and the SS. We say appreciate the former (especially with the RS package), but embrace, and then acquire, the latter. True, the LT-RS is a beautiful, capable Camaro convertible with a perfectly acceptable 312-horsepower V-6 engine. But the SS is the soul of the make with a 6.2-liter V-8 that, when equipped with the standard six-speed manual transmission, belts out 426 tire-smoking horses, and sounds like the great SS Chevys of old. You can get an automatic transmission of course, but it lowers horsepower to 400, and you’re denying yourself the perfect marriage of a stout V-8 to a sweet-shifting gearbox. This combo lets you completely control the herd, whether you’re rumbling quietly through speed traps or torturing the Pirellis off the line (easy to do with all the low-end torque). Clutch release is light, and the only ergonomic hiccup with the shifter is the proximity of the cup holder. If you load this receptacle with a large latte, it can interfere with your elbow when shifting, and you don’t need that, for it messes with your total enjoyment of the open road.

Given that total enjoyment is what a car like the Camaro is all about, naturally things are always better when you go topless. The engineers have put a lot of work into the electric soft top, which takes about 20 seconds to raise or lower. In the rare instances when you need to have the top in place (like when it’s raining or snowing), you’ll find it’s surprisingly quiet. But when spring returns, the open-air experience is wonderfully inspiring as you embrace nature with all that horsepower and the music of the cranked-up Bose sound system.

Also cranked-up is the Camaro’s chassis, now fortified to handle the roofless life. Camaro Chief Engineer Al Oppenheiser explains, “To compensate for the reduced structure of an open car, engineers often will make the suspension softer, making the convertible a boulevard cruiser. Instead, we took the more difficult but better path of bolstering structure rather than softening the suspension. We didn’t change a strut, bushing, or spring rate from the Camaro coupe.”

There’s some shake of the windshield cowl over rough roads (like most convertibles), but otherwise the SS handles crisply, and the fully independent suspension handles bumpy corners better the harder you push it. But all that becomes moot when you take a moonlight cruise with that perfect passenger, and the burble of the dual exhaust and the sound of the wind take over. The interior lighting is accented with LED light-pipe technology, which puts a cool blue glow on your nocturnal interior experience. You can roll along in a sedate manner, yet know you can blur the stars light-speed style should you desire to put the V-8 into hyperdrive. The only downside of the convertible version is that the already small trunk is made even smaller when the top is down and tucked away, reducing cargo capacity to minuscule. But hey, a bikini, suntan lotion, a couple of towels, and a brace of wine glasses take up very little room, right?

FORD, CHEVY, AND DODGE HAVE BEEN AT ONE ANOTHER’S THROATS FOR DECADES in a brutal grudge match to prove who builds the toughest full-size pickups. Chrysler has dropped the Dodge nameplate to go solely with Ram to further enhance the ass-kickin’ image, and the company has created very rugged, advanced truck platforms for both the half-ton and heavy-duty pickups. To further make waves in the marketplace, the company decided to balance ruggedness with the best in Western country-club-style luxury living by introducing an ultraluxurious trim level called the Laramie Longhorn. This is designed to set new standards for upscale comfort, while complementing Ram’s unique engineering features, to create the ultimate class-act pickup.

While the Longhorn’s elaborate trimmings are available on the 1500, 2500, and 3500 Rams, the real gentleman’s high-class hauler is the 1500 Crew Cab 4×4, for it has a smooth ride and civilized presence that the heavier trucks just can’t match. The hard parts include Ram’s unique coil-spring multi-link rear suspension—a setup that handles a 1,470-pound payload with ease, yet delivers a ride that rivals some automobiles when it comes to comfort and smoothness. The standard engine is the much-admired 5.7-liter HEMI V-8, teamed with a five-speed automatic transmission. While you will undoubtedly get attacked by trolls if you attach this noble steed to some grotesque rental trailer, should you have something truly worth towing, you can haul up to 9,950 pounds behind this muscular machine. Of course, you must opt for the clever RamBox cargo system, which uses the usually empty rear fender sides as lockable, illuminated, drainable storage bins.

The exterior of the Longhorn is a study in nonexcessive opulence (like 20-inch chrome wheels and white gold paint treatments), but the real trip comes when you climb into the cab. Think of Dorothy entering the Land of Oz, except this time you don’t just get Technicolor visual delights; you also get the rich, deep aroma of a first-class Western saddle shop. “We took Ram Laramie Longhorn’s design cues from traditionally handcrafted, time-tested wares, such as the antique pocket watch, a fine pair of hand-tooled leather cowboy boots, a collector’s-grade shotgun, or a horseman’s saddle,” explains Chrysler’s Ryan Nagode. “The metal and leatherwork are second to none.” There’s a herd’s worth of classic cowhide accented by burled walnut, and the bark-brown seating option includes “laser-etched filigrees” with a handworked appearance. You might think twice about hauling compost in the bed of a pickup with filigrees, but rest assured this is still one very tough, albeit civilized, truck.

Longhorn Hides, Meet Mr. Hyde
If the erudite Ram Longhorn is Dr. Jekyll, then the Power Wagon is its ultimate dark-side alter ego. This is literally a lumberjack of a truck, built to conquer any and all obstacles in your path while hauling serious hardware and the crew you need to use it. Just climbing into the cab requires effort, but once you’re there, the rugged 4×4 drivetrain (with a traditional straight axle up front and electronic locks for both differentials) and vast ground clearance don’t just conquer what lies ahead; they will embarrass the terrain if it dares to impede your progress. Unlike the Longhorn’s leather smokingjacket interior, the Wagon is all business, with tough rubber mats and durable fabric, even in the glove box, with no filigrees to be found. The Ram 2500 Heavy-Duty is the starting point for this marvel that features a custom-built 12,000-pound Warn winch, full skid plates, Bilstein shocks, 32-inch off road tires, and an electronic disconnecting front sway bar to facilitate wheel articulation when climbing over lesser pickups. This is a hard truck that rides like one, but there’s one excellent nod to civilization: the optional 506-watt Alpine sound system.

You know that ugly sensation: You look in the rearview mirror because something shiny got your attention, and it turns out it’s the rolling lights of a cop car pulling you over. Only a certified idiot would try to elude such a law enforcement encounter, as they’ll nail you anyway, and you’ll ultimately pay a high price for such tomfoolery.

But maybe you think your badass ride can outrun the heat. Chevrolet has just made things much bleaker for your criminal aspirations, and much more satisfying for the boys and girls in blue. Finally fed up with Ford’s domination of law-enforcement vehicle fleets, General Motors has built a cops-only pursuit machine to alter the Crown Victoria–dominated landscape that’s ruled the roost for nearly two decades. The fact that the Crown Vic is now out of production will help, but no matter. The Chevy Caprice Police Patrol Vehicle (PPV) is the auto equivalent of bringing a howitzer to a knife fight, and the baddest dude on the block when it’s time to put the hammer down and whip out the badge.

As is so often the case, though, there’s a dark side for us civilians. Once you see what’s really going on here, you’ll realize the cops are getting something we used to have, but has been taken away. Frankly, we have a right to be pissed off. Remember the excellent rear-drive Pontiac G8 GT back in 2009? That hot V-8 muscle car with four doors was basically a reworked Holden Commodore, which was built deep in the heart of Australia. The GT (like Pontiac itself) is gone, but its six-liter V-8 has found a home in the new Caprice PPV, which is directly based on the Holden Caprice (re-badged for police duty in the United States, of course) and built in Elizabeth, Australia.

Oh, fine.

So why did GM hand the police this renegade from the outback, with its 355 horsepower and growling predator attitude? Maybe they realized Mad Max was a cop (or started out as one in the first movie, anyway) and wanted to somehow repeat history. Max would love this thing, too, as it’s designed from the ground up to be everything the cops ask for, and more. The triedand-true rear-drive architecture is still preferred in most performance driving situations, as it makes the car easier to handle at the limit. The six-speed automatic transmission is reinforced against the hammering it will undoubtedly get while on duty, and a standard limited slip differential helps keep the law moving, even under slippery conditions. In the interests of durability, there are engine-oil, transmission, and powersteering coolers, as well as electric cooling fans and high-strength EPDM (ethylene-propylene-diene monomer) coolant hoses.

The new Caprice has a sizable interior (112 cubic feet, they say), so as to “provide officers with more comfort for long hours on patrol. The front seats are sculpted to ‘pocket’ the equipment belt, which greatly increases the comfort for a great range of police-officer sizes.”

Indeed, and another benefit included in this big-ass sedan is the fact that even the more massive gendarmes out there will never look as if they’re emerging from a clown car when they arrive at a crime scene (a problem with some smaller patrol vehicles in the past). No doubt the K-9 version of the car will make the German shepherds who serve happy, too, as they’ll have more room in the back to stretch out and nap during a long shift. The trunk has a whopping 17.4 cubic feet of space for all the lovely bundles of ordnance, SWAT gear, and other bits of paraphernalia cops desire.

Speaking of things cops like, I’ve described this new police vehicle without ever mentioning any small fried cakes of sweetened dough, and I think that’s laudable. Maybe when one of these awesome PPVs pulls me over, I’ll just get a warning, right? I know, fat chance.

Super Sport doesn’t begin to describe the muscle behind the 2011 Bugatti Veyron. With two tons and 1,200 horsepower at your disposal, you’ll feel like you rule the world.
By Nick Hall

At one time, the Bugatti Veyron was the fastest, most powerful, most expensive, most near-perfect production car in the world. It was considered a landmark in engineering and the best of its class. Not anymore.

Bugatti has topped itself with the Super Sport. According to the French marque, this new creation was a direct response to customer demand for a more extreme machine. It doesn’t hurt that Pierre-Henri Raphanel took it to 268 miles per hour, reclaiming the production car speed record that was briefly snatched by the Shelby Super Cars Ultimate Aero in 2007.

And though this Super Sport is a middle finger to the world as it stands right now—an economic and environmental Antichrist—that’s a problem for lesser minds to worry about. The Veyron Super Sport isn’t so much a car as it is a teleporter, as a mere tickle of the throttle makes it eat up road. Mash the right pedal and 1,183-brake horsepower (that’s 1,200 horsepower) is unleashed on the road. Most 1,000-brake horsepower cars would simply spin into the nearest tree if handled that way. The Super Sport measures every ounce of the 1,106 foot-pounds of torque and takes off like a bullet.

But it’s so much more than the headline numbers. It storms past 62 mph in 2.5 seconds, 125 mph in 6.7 seconds, and 185 mph in 14.6 seconds—four seconds faster than the “stock” Veyron. Customer cars, sadly, are limited to 258 mph to save the tires, which will cannibalize themselves in 15 minutes at full speed. Perhaps it’s lucky that the car runs out of fuel in 12. The Veyron Super Sport’s majesty lies in the fact that you will run out of nerve, police goodwill, and freedom long before the car runs out of puff.

There is a new aero setup, and under the skin the car gets four bigger turbos, revised cooling to cope with the W-16 (a 16-cylinder piston internal-combustion engine), a quad turbocharged furnace mounted in the middle, a new exhaust, and trick suspension. Even the monocoque sports a lighter, more expensive variety of carbon fiber. They may be small changes, but they add up.

The eight-liter powerhouse explodes into life with noticeably more aggression than the old car. While the 1,001-horsepower version settled into a near-sedate idle, the Super Sport pulsates, throbs, and cusses. But when it comes time to roll and you shift into drive, the Super Sport pulls away smoothly, which is incredible considering how much torque it must contain.

Within minutes we’re doing stupid speeds on single-track roads, but the car is imperious and hides its more than two tons of mass (that’s 4,052 pounds). The weight evaporates at the apex and the car dances through bends with Olympic grace.

Though you’d never even think of driving the Veyron sideways (it’s just too good for those shenanigans), it will crush each corner and blow through faster than any other car could manage. And that’s without sinking into handling mode, which drops the front end to the deck, lifts the rear wing, and opens up a whole new can of crazy.

When we hit the long straight, my passenger, development legend Loris Bicocchi, gives me the metaphorical wink. I plant it; the car kicks down three gears and launches down the road. We hit the 1,200-hp point, and apart from a vicious shudder at 5,000 rpm as the traction control stops the turbo boost from melting the tires, the acceleration is like a constant, violent wave.

With the traction control off, apparently, all four wheels will pour out smoke at this point and melt the Michelin rubber. Then again, if you can afford the $2.2 million price tag for the base car, $2.5 million for the naked carbon-fiber car I drove, or $2.73 million for one of five black and-orange World Record editions, fuel and rubber costs are little-people problems.

It’s a sad fact that only 300 Bugatti Veyrons will be built (only 30 of those will be Super Sports), and as the original was well beyond the driving skills of mere mortals, the extra speed is more about bragging rights than necessity. Still, this is a new landmark, the new benchmark by which all other cars will be measured. Not one will come close.

Cadillac shows the world how to change a good sports machine into a brilliant one.
By Bill Heald

If there’s one thing that can be difficult to overcome, it’s a long-standing reputation. For decades, GM’s Cadillac division was the brand of choice for old codgers, and never factored into the conversation when it came to real performance automobiles. These were big, floaty beasts that featured overstuffed upholstery and acres of interior real estate, ideally suited for a winter trek to Florida or hauling your buds and several sets of golf clubs to the country club. These loungers-on-wheels were supremely comfortable, but handled like aircraft carriers, and were laughed at by the sporting luxury efforts from across the pond.

After a few disappointing attempts to try to add some athleticism to the product line, Cadillac finally said enough already; in 2002, it created the CTS. The auto world was initially shocked, then delighted. Here was a Cadillac the likes of which had not been experienced before, and while it was still a creature of comfort, it also had a seriously sharp chassis and a stout rear-drive (or all-wheel-drive) power train suitable for aggressive driving. It also had something perfect for a breakthrough change for Cadillac: cutting-edge styling that gave it a unique presence and a break from the past.

But as good as the original CTS was, in order to really mess with the status quo this new stud needed something really special under the hood. The V-6 engine the company initially used was good but not great, so Cadillac decided to drop in a Corvette-sourced 5.7-liter V-8, creating the CTS-V. Better, yes, but still not there yet. Finally, the company went the full red-meat route with a 6.2-liter unit with an intercooled supercharger that pummels the pavement with 556 horsepower and 551 foot-pounds of torque. That transformed this second generation CTS-V into one sweet, nasty, velvet-lined sledgehammer that gets under your skin the moment you fire the big mother up. The sheer size of the V-8 is enough to get the job done, but by adding the ultra-sophisticated supercharger (an Eaton Twin Vortices Series unit), magical things happen. This is one of those rare automobiles that literally takes your breath away the first time you plant the accelerator to the floor, and even with the six-speed automatic transmission (a six-speed manual is also available), zero-to-60-mph times in the low-four-second range are effortless. Not only is this the most powerful Cadillac ever, but it’s also the most entertaining one by a country mile.

That mile will fly by before you know it, so it’s a damn good thing the engineers included world-class suspension components and brakes to help limit visits to the body shop. The Magnetic Drive System that governs both chassis control and ride quality is described by Cadillac as “the world’s fastest-reacting suspension technology.” Allow me to summarize: The CTS-V gobbles up bumps, corners flat, and even lets you select a Touring or Sport mode to fine-tune the suspension to your mood. It does all this with nary a rattle or harsh response, and keeps you in charge of that substantial herd of horses under the hood. Italian Brembo brakes top off the package and deliver amazingly short stopping distances.

As much as this sedan (and, for 2011, a coupe and even a wagon) differs from the old Cadillac stereotype, there’s still the old luxury and golfbag-hauling ability should you require it. There are also the latest electronic amenities onboard, including a killer Bose 5.1 Surround Sound system. It almost sounds as good as that incredible engine. Almost.

Through the years, even some of the hottest, most exotic sports cars on the road have relied on a certain degree of conventionality in design and construction. But there have been radical innovations as well, like when Mercedes-Benz launched a production version of its 300SL race coupe in the mid-fifties. This beautiful (and eminently collectible) two-seater was not only one of the fastest production cars of its day, it had one of the coolest features ever seen on a sporting automobile: “gullwing” doors. These doors pivot from the roof instead of the body and rise straight up, and yes, when open they look like a seagull’s wings in flight. They are not only wicked-cool stylistically, but functional as well, making access simple (like climbing into the cockpit of a vintage fighter plane).

In an inspired case of being true to the spirit of the original while building the most advanced and powerful coupe possible, Mercedes has graced us with the SLS AMG. This gullwinged flagship supercar is not only exquisitely engineered, meticulously assembled, and extremely exclusive, it also manages to ooze sensual power from every metallic pore. The car’s styling has to be seen in the flesh to truly be appreciated, for like its ancestor it is a deceptively large vehicle with an impressively long hood and a very wide stance. Striking form follows intense function, though, as every aspect of the car is carefully engineered for crisp handling, superb aerodynamics, and ultrastable road manners at extreme speeds.

Weight management is critical in any racing-derived design approach, and the SLS uses both lightweight materials and innovative architecture to keep the center of gravity as close to the pavement as possible. Critical in this approach are both the design and placement of the massive, 563-horsepower, 6.3-liter V-8 engine (which is built by a single technician whose nameplate adorns it). This mill is located behind the front wheels and the oil is located in a separate tank instead of a conventional sump, allowing for much lower engine mounting than with a conventional oil-pump system. The seven-speed transmission is located behind the seats in true transaxle fashion, and channels power to the rear wheels using a double-clutch system that delivers the precision of a manual gearbox with the effortless operation of an automatic. This allows full-power shifting, or, as Mercedes puts it, “The two clutches control power to shafts that hold seven pairs of drive gears. As a result, shifts can be made without interrupting power by electronically applying one clutch exactly when the other is being disengaged.” This wild gearbox also boasts four modes: Comfort, Sport, Sport Plus, and Manual. Sixty mph arrives in less than four seconds, and the top speed is governed at just under 200 mph. The huge AMG racing-derived two-piece brake discs help haul you in when it’s time to land, or you can order the optional (and ultratrick) ceramic brakes for the ultimate in stopping power.

Finally, if you really want to make a statement that even the SLS can’t fulfill with a mere gasoline engine, Mercedes is developing the SLS AMG E-Cell—a zero-emission version of the coupe that omits the engine and instead uses an electric motor powered by a lithium-ion battery pack at each wheel. Performance roughly equals the “regular” SLS AMG, and it may well see limited production by 2015. For now, though, you’ll have to make do with that incredible 6.3-liter V-8, and the knowledge you’re driving one of the most unique, desirable, and potent machines ever made. It’s also hand-built by a dedicated group of experienced technicians with an almost pathological attention to detail. Kind of makes the $185,000 price tag look like a bargain, doesn’t it?