Buggati Veyron Super Sport 2012

     A few years ago, Bugatti had set out to create the world’s fastest convertible car. They wanted "a car that would redefine the boundaries of technology in automotive construction while appealing to the aesthetically inclined and connoisseurs of exceptional automobiles." This idea gave birth to the Veyron Grand Sport which debuted at the Pebble Beach Concours in 2008. Then, in 2010, Bugatti revealed the Veyron 16.4 Super Sport which had already been entered into the Guinness Book of Records with an average top speed of 431 km/h (267 mph). These two Bugatti models have had a successful go around in the automotive world, but at the tail end of the Veyron’s production, Bugatti has decided to smash these two vehicles together for one last and unforgettable special edition. World, meet the Bugatti Veyron Grand Sport Super Sport.

     The full Bugatti Veyron Super Sport specs list together with a new line of photos of the new hypercar have been released recently. the Bugatti Veyron Super Sport specs list is available after the jump. However, we will detail comes of the Bugatti Veyron Super Sport spceifications, which are quite impressive. For starters, the output. The Bugatti Veyron Super Sport develops 882 KW (1,200 hp) at 6,400 rpm and 1,500 Nm of torque at 3 000-5 000 rpm. The top speed of the Bugatti Veyron Super Sport, which is also the record for a production model, is 415 km/h. The car can actually go
a lot faster, but it's limited for customer safety. The Bugatti Veyron Super Sport needs 2.5 seconds to reach 100 km/h, 7.3 secodsn to reach 200 km/h and 16.7 seconds to reach 300 km/h. Its gearbox shift time is 0.1 seconds.

 
     The official Bugatti Veyron Super Sport specs say the car has a fuel consumption of 37.2 liters / 100 km in the urban cycle and 23.2 liters / 100 km in the combined cycle. Don't be surprised if the actual, day-to-day use figures a higher.

Bugatti Veyron Super Sport specs list: 

As measured by EC Directives 1999/94/EG TOPSPEED For very high-speed driving (over 375 km/h), manually selectable with separate key. (Flaps in front diffusers closed) HANDLING For open roads and highways or manually selectable for race tracks (Flaps in front diffusers open) Bugatti Veyron 16.4 Super Sport Technical Specifications For town traffic and speeds of up to 180 km/h. From 180 km/h, automatic configuration switches from Standard to Handling (Flaps in front

diffusers open) Power output 882 KW (1 200 hp) at 6 400 rpm Max. torque 1 500 Nm at 3 000-5 000 rpm Bore 86 mm Stroke 86 mm Tank capacity 100 l Cylinder capacity 7 993 cm3

Lateral acceleration 1.4 g Braking distance 31.4 m 100-0 km/h Motor Type/Number of Cylinders W16 DRIVE TRAIN Acceleration 2.5 sec 0-100 km/h 7.3 sec 0-200 km/h 16.7 sec 0-300 km/h Max. permitted laden weight 2 200 kg 1 190 mm Curb weight 1 838 kg Wheelbase 2 710 mm Width 1 998 mm Height (normal position) GENERAL PERFORMANCE Length 4 462 mm Top speed 415 km/h Rear axle with transverse differential lock Compression ratio 9:1

Drive Allwheels FUEL CONSUMPTION* Urban 37.2 l 14.5 l 23.1 l 867 g/km Combined Extra-Urban SUSPENSION Wheel suspension Double wishbone front/rear 348 g/km 539 g/km AERODYNAMICS Power distribution Front axle differential with Haldex clutch Tyres, rear 365-710 ZR 540A (108Y) Tyre pressure 3.0 bar front Max. weight per axle 990/1210 front/rear (kg) Tyres, front 265-280 ZR 500A (99Y) Standard 115/115 front/rear (mm) Handling 80/95 front/rear (mm) 3.0 bar rear SUSPENSION HEIGHT Top speed 65/70 front/rear (mm) Brake disc diameter 400 mm front BRAKES Handling 0.42 Topspeed 0.36 Cw-VALUE Standard 0.39 Standard Retracted/6° cool-down position Handling 18°/ 27° Airbrake 0.68 WING/SPOILER ANGLE Special features Central hydraulics THREE SUSPENSION HEIGHTS Top speed 3° Brake setting 55°/ 27° 380 mm rear STANDARD Number of brake pads 4 front 2 rear Number of wheel brake cylinders 8 front 6 rear Brake disc material front/rear Carbon/Ceramics front/rear Gearbox shift time 0.1 sec Gearbox 7 Gear DSG Fuel type Super lead free 98 RON/ROZ Combined Extra-Urban In town CO2 EMISSION

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Toyota Camry Hybrid

     In 2012 Toyota will release a luxury hybrid cars are environmentally friendly because it is fuel-efficient Toyota Camry Hybrid.

     Driving the all-new 2012 Toyota Camry Hybrid is pretty much like driving the all-new gas powered 2012 Camry. Now I don’t expect you to take my word on this so, I would like to throw out a challenge. When the 2012 Toyota Camry rolls into dealerships in November, take both cars out for a test drive. But, when you slip behind the steering wheels, you can’t know which version of the car you are testing.
After you’ve driven both cars I’m willing to bet—not large sums, well, a few pennies to be exact—that unless you’re among the most perceptive of drivers, you found little if any difference in the driving experience between the two cars.
      Camry has been America’s top-selling car nine out of the last 10 years, but competition is brutal with Ford, Hyundai, Kia and even Volkswagen making significant inroads with their midsize entries. As for the Camry Hybrid, it has taken a beating. Introduced in 2006 as a 2007 model, it quickly became the second best-selling hybrid behind the Prius. By the end of 2010, it dropped to fourth best selling hybrid. For the first six-months of this year, it has slipped to eighth, with the Hyundai Sonata Hybrid and Ford Fusion Hybrid the big gainers.
      Toyota is confident the seventh-generation Camry will continue its streak of being the best seller. It is equally confident the 2012 Camry Hybrid will double its sales in its first year to around 50,000 to reclaim its sales ranking. Here’s why.

More Power And More MPG

      The 2012 Camry Hybrid boasts the latest incarnation of Toyota’s Hybrid Synergy Drive. The hybrid system again teams a four-cylinder engine, a small high torque electric motor and nickel-metal hydride batteries. Power continues to be directed to the front wheels through the transaxle’s continuously variable transmission.
      The first half of the Camry Hybrid drivetrain is a new Atkinson-cycle version of the base Camry’s 2.5-liter four-cylinder engine. (An Atkinson-cycle engine gives up a little power output in exchange for improved fuel efficiency and reduced emissions.) The engine produces 156 horsepower, nine more than the 2.4-liter in the 2011 Camry Hybrid. The larger displacement and more efficient combustion boosts torque to 156 pound-feet, 16 more than the outgoing model.

      The second half is a 105-kW electric motor and a revised 245-volt battery pack. The battery pack
consists of 34 nickel-metal hydride modules, each of which contains six 1.2-volt cells. Although smaller in size, the battery pack stores and delivers more power.
Combined power output of the hybrid powertrain is 200 horsepower, a gain of 13 horsepower compared to the previous version. (Toyota does not publish a net hybrid torque figure, though it states the electric motor alone spins out 199 pounds-feet.)
Fuel economy for the previous generation Camry Hybrid—31 mpg city/35 highway/33 combined—was first eclipsed by the Ford Fusion Hybrid and then Hyundai’s Sonata Hybrid. But the 2012 model demonstrates Toyota’s expertise in gasoline-electric hybrid technology, delivering a 43/39 mpg EPA fuel economy rating with a combined average of 41 mpg. That’s a whopping 12 mpg increase in city driving and an impressive gain of 8 mpg for combined driving cycles, numbers that elevate the Camry Hybrid to again claim the title of most fuel-efficient midsize sedan.
So, how did the automaker produce a car with more power and more miles per gallon?
Weight is a major nemesis of fuel economy, and engineers cut around 250 pounds from the new hybrid. This includes trimming the size and weight of the battery pack.
Aerodynamics plays an important role in fuel economy and the 2012 Camry Hybrid achieves a notable 0.27 coefficient of drag (Cd) wind resistance. (The Toyota Prius registers 0.25 Cd.) To reach that number, underbody aerodynamic cladding was strategically placed and, the side-view mirrors and taillight lenses have integrated small fins that create a buffer around the car, helping the vehicle to slip through the air. This aero design trick was culled from Toyota’s Formula One days.

      Under the hood, the engine features a roller-rocker type valvetrain and a variable-output oil pump that help reduce internal friction, boosting economy. Another fuel-saving strategy is a water-cooled exhaust-gas recirculation (EGR) system. This feature boosts fuel economy by reducing engine pumping losses. Also, accessory drive belts have been eliminated, replaced by electric driven accessories, including the air conditioning compressor, water pump and power steering pump.
Software engineers are credited for helping to increase the mpg numbers by enhancing the hybrid system’s power management; the Hybrid’s electronic sensors precisely determine what blend of gas and electric propulsion best balances power and fuel economy. And finally, Toyota says lower rolling resistance tires also help boost fuel economy.

Exterior

      Like the gasoline models, the 2012 Camry Hybrid rides on an all-new platform, though wheelbase, length, width and height are carried-over dimensions. The result is a familiar looking vehicle, even though designers clad the sedan in all-new sheetmetal from bumper to bumper.
Except for those who work at a Toyota dealership, most people when they see the new car won’t say, "Wow, that’s the new Camry." And surely there will be a host of auto critics who will berate Toyota for their conservative redesign, pointing to the Hyundai Sonata with its swoopy lines and sharp creases. But their livelihood isn’t dependent on Camry sales.
      Toyota says that 50 percent of new Camry buyers will be current Camry owners. With a projected 360,000 first year sales—50,000 hybrids—the automaker wisely won’t risk alienating that many loyal customers with polarizing styling. Granted, this seventh-generation Camry’s sheetmetal clothing bears more than just a little kinship to the previous model, the styling, while not stirring or striking, is clean, handsome and safe.
      The most noteworthy change is up front where a new chrome grille sweeps upward to a refreshed headlight design. Below, an expansive air inlet is flanked by trapezoidal chrome fog light recesses. The design fools the eye and gives the impression of greater width. In the rear, chrome taillight accents were discarded and replaced by a more curved design that wraps into the rear side panels and extends into the trunk.
      There is little to distinguish the Camry Hybrid from the gasoline models. Small hybrid badges adorn the front fenders and trunk. The front Toyota emblem has a blue background rather than black, borrowing a design element from the Prius.

Interior

      Toyota heeded remarks about the hard, cheap looking interior plastics of the previous Camry. The 2012 Camry’s cabin is nicely furnished and is now on par with competitors. Soft-touch plastic on the upper dash is given an upscale appearance with genuine cloth stitching. Soft textures are also used on the upper door trim, door and center console armrests as well as kneepads on either side of the console.

      Exclusive interior design touches differentiate the 2012 Camry Hybrid from other Camry models. The Hybrid’s "metallic-tech grain" trim is a combination of a black dashboard with brushed-aluminum highlights and light gray or ivory seat fabrics. Unique to the Hybrid is a three-gauge instrument cluster with an analog fuel economy gauge plus, a power-flow display graphically shows energy flow, cruising range and real-time fuel economy.
      Seating is all-day comfortable, and not just in the front row. Camry seats are kind to the gluteal portions of the anatomy, important in a car with a fuel range of 650-plus miles. Designers reshaped interior components to make it more spacious, with big gains in rear seat leg and hip room.
There’s also more trunk space. The trunk mounted battery pack was reduced in size and the DC-to-DC converter was moved from the trunk area to under the hood. That increased cargo room to 13.1 cubic feet, a 2.5 cubic feet gain. For long items, the right rear seatback folds forward.

More Car For Less Money

      For the first time, the Camry Hybrid will be offered in trim levels, LE and XLE. The Camry Hybrid LE has a sticker price of $25,900, that’s $1,150 less than the outgoing model. And, this is no stripper model. Standard features include: keyless access with push-button start; power windows, locks and outside mirrors; cruise control; dual-zone automatic climate control, tilt/telescoping steering-wheel; and an audio system with Bluetooth and USB/iPod connectivity.
Step-up to the XLE and the base price of $27,400 is a decrease of $800 compared to last year’s model with upgrade package. The additional $1,500 for the XLE adds a power driver’s seat, a touch-screen stereo display and 17-inch alloy wheels.

      A blind-spot warning system is an option on the XLE as is a JBL audio system, two separate navigation systems and Toyota’s Entune multimedia system. Entune includes apps like OpenTable, and Movietickets.com so you can book a restaurant or buy movie tickets, as well as iheartradio that offers different streaming radio stations from across the country.
      The average age of Camry Hybrid owners is 64 and it would seem they would be more likely to own a Jitterbug cell phone than a smart phone, which is required for Entune. For the hip baby boomers, the apps are free but the smart phone data time will cost you.
      Completing the Camry Hybrid’s resume are all the biggies when it comes to standard safety systems. For active safety, Toyota’s Star Safety System integrates stability control, anti-lock disc braking system and traction control. Passive safety features 10 passenger airbags that include, in addition to head-protecting curtain side airbags, driver and passenger front knee airbags and torso-protecting rear-seat-mounted outboard-side airbags.















 

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Lamborghini Gallardo LP560-4

Lamborghini Gallardo LP560-4

he Style

Powerful elegance

     A Lamborghini is and always will be a highly efficient athlete. Its extreme sensuality is based upon precision, performance and on spontaneous action. A Lamborghini's elegance is that of stark, purist strength. This DNA of the Lamborghini brand is being continuously developed by the Centro Stile in every new car. Thus the Gallardo LP560-4 displays the precise lines and clean surface edges in its distinctly minimalist design. Ornaments or embellishments of any form are alien to it.
     Evolution of form systematically follows the demands of function: the newly designed front of the LP 560-4 squats deeply to the ground which contributes to its aerodynamic efficiency. The enlarged and clearly accentuated cooling intakes meet the demands of augmented engine power thus increasing the air circulation vital to a vehicle as powerful as this. The spoiler, positioned low between the air intakes, improves aerodynamic equilibrium at high speeds.

Characteristic LED - Daytime running light

     he new headlights have a characteristic 'daytime' running light integrated beneath the Bi-Xenon lamps: 15 diodes (LED) have been positioned in a Y structure. The same motif appears again in the rear tail-lights. The stop and brake lights have been inspired by the Miura Concept, the Murciélago LP640 and the Reventón and display the Y form three times over.
     The completely redesigned rear gives the definition "powerful elegance" a new meaning: rear lights, air cooling vents, bumper and diffuser are arranged in precise positions on the car's exterior, which make the LP560-4 appear extremely wide and bonded to the road surface. In addition, the streamlined covers left and right of the engine hood accentuate the powerful shoulders and lengthened, stretched lines of the new Gallardo.

Clearly improved aerodynamics 

     The rear diffuser has been newly designed, is more efficient with respect to its predecessor and, together with the smooth underbody, contributes to the excellent steering stability even at extremely high speeds. In sum, the aerodynamic efficiency with regard to output compared to that of its predecessor has been increased by 31 %. The Gallardo LP560-4 takes fast curves even more supremely.
     The designers in Sant'Agata Bolognese have excelled themselves with the clear-cut, pure, stark lines of the Gallardo LP 560-4. They also have demonstrated distinct attention to detail; the elaborate aluminium cap for petrol and motor oil are testimony to this, as is the rear camera which has been integrated in a small fin in the independent rear spoiler as well as the finely-crafted grille in the exhaust pipes.

The body

      Weight is undesirable in a sports car and a lightweight model encourages the dynamics of such a vehicle. Aluminium is much lighter than sheet steel and this is why the Gallardo LP560-4 is produced with a body in a much lighter but nevertheless more stiff structure: the two-seater car measures 4.34 metres in length, 1.90 metres in width and a mere 1.16 metres in height. It weighs in dry at 1410 kilograms - which is, effectively, 20 kilograms less that that of the previous Gallardo.
     The construction of the Gallardo LP560-4 utilises what is known as a 'spaceframe construction method'. Integrally moulded node elements and extruded parts create its frame, and sheet metal plates made out of aluminium have been neatly and securely integrated to form the body. The body is not only extremely light but also torsionally stiff and displays the highest safety characteristics. Thus the basis for the extraordinary handling characteristics of the LP560-4 is formed.

Integrated Pedestrian Protection system

     The body of the car also demonstrates extremely high levels of 'passive security'. The Gallardo LP560-4 fulfils the not yet obligatory European directives regarding the protection of pedestrians. Furthermore, the geometry of the entire front of the car has been optimised with the addition of a special combination of materials behind the front bumper which serve to absorb any impact energy.

The Interior

Luxurious individuality

     Despite its low exterior height, the Gallardo LP560-4 welcomes its passengers with a spacious interior. The sports seats are covered with either fine leather or Alcantara® (upon request) and provide secure adherence and support. The position of the seats is very low, typical for sportscars. There is space behind the seats for luggage which complements the 110 litre front trunk.
     The wide middle console is one of the elements which characterizes the impression of sporty dynamism in the interior. It accommodates the standard Lamborghini multimedia system as well as the air conditioning which can be regulated on both the driver's and passenger's sides. Between both of these elements lies a newly designed module consisting of classically elegant flip switches. Seven round instruments in the cockpit with a new graphic provide the driver with essential engine data and a multifunctional display between the speedometer and revolution counter provides the driver with important information.

Workmanship of the highest quality

     The Miura and the other models of the 60s were already characterized by the excellent quality of workmanship which lay far and above the general standards of that time. Lamborghini has continued this tradition and even today delivers automobiles of the highest standards. The Gallardo LP560-4 indulges with the highest quality, aesthetically pleasing materials. With regard to the leather interior, an array of different colours and stitching (also in contrasting colours) are available. As an optional, Lamborghini can deliver the Gallardo LP560-4 with a further choice of leather and Alcantara® interiors as well as Carbon Fibre Packages. Here, elements such as the air-conditioning surrounds, the control panel, the handbrake handle and the gear-stick surrounds are available in carbon fibre.
     Furthermore, the individualisation program, Ad Personam, enables the customer to create any combination of colour and trim, thus creating a highly personalised vehicle. After all, the new Lamborghini should perfectly reflect the owner's lifestyle.

The Engine

Extreme power in every situation

     The engine of the Gallardo LP560-4 is a completely new development. All that remains of the original V10 is the number of cylinders which, in this performance category, create a perfect and unique synthesis of torque, force of movement, sporty nimbleness, compact size and low weight.
     The engine has a 5204 cm3 volumetric displacement which, with 8.000 rpm creates the extreme 560 PS (412 kW). This results in the excellent performance per litre of 107.6 PS/lt. At maximum torque output, the engine yields 540 Newtonmeter at 6.500 rpm. The ample torque curve guarantees outstanding thrust from every engine speed. With an acceleration of 3.7 seconds from 0-100 km/h and a maximum speed of 325 km/h, the Gallardo LP560-4 shoots into the orbit of the most extreme and powerful sports cars.

     Despite the clearly improved driving performance of this super sports car, Sant'Agata's engineers were nevertheless able to achieve a reduction in fuel consumption and CO2emissions by 18 per cent. Measured by engine power and performance, the Gallardo LP560-4 e-gear's average fuel consumption of 13.7 litres per 100 kilometers, is extremely low.

Perfect weight distribution, class-leading dynamics

     The engine in this new model lies lengthways in front of the rear axle - hence the model description Longitudinale Posteriore. The concept of the mid - rear engine is unbeatable in sports car production, with the centre of gravity being displaced next to the vertical axis, thus creating the car's exceptional dynamics. Furthermore, it creates the basis for the Gallardo LP560-4's perfect weight distribution with 43 per cent on the front axle and 57 per cent on the rear. In combination with the permanent four-wheel drive transmission, superior driving stability and road adherence are guaranteed in all situations.

Reduced weight for inspirational torque

      The crank case of the new ten cylinder of Lamborghini Gallardo is produced with an aluminium alloy. Separate cylinder liners are not necessary with this technology: instead, the liners, due to their exposure to the hard silicone crystals during the production phase, are bored directly out of the material. The connecting rods are made out of wrought steel and the pistons are produced from an aluminium alloy. The consequent reduction in weight, inertia and in friction losses contributes to the car's inspirational torque.

      The engine is unusually wide for a V10, with a cylinder angle of 90 degrees. A definite advantage of this construction is the low centre of gravity. The reduction of the gravity centre height comes also from the dry sump layout of the lubrication system which also guarantees the reliability of the oil supply even during lateral acceleration and on the race-track.

Direct fuel injection improves efficient combustion

     The new V10 uses the direct fuel-injection system "Iniezione Diretta Stratificata" as an innovative way to optimize performance results in part-load conditions. Here, the fuel is injected directly into the combustion chamber through the laterally positioned injector. Combined with the use of a 'tumble flap' in the intake manifold runners, this solution guarantees an optimized distribution of the gasoline in the combustion chamber (higher gasoline density around the spark plug, leaner mixture close to piston and cylinder liners) and delivers the basis for a highly efficient combustion system even with stoichiometric mean mixture composition. The direct injection boosts the extremely efficient 'full load' performance of the V10, reduces its knock sensitivity and thus enables the very high compression ratio of 12.5:1. The cylinder heads have been optimised to deliver a very quick gas exchange and the variable valve control system on all four camshafts improves the charge efficiency across the entire engine speed range.

Transmission

Superior control four-wheel drive

     Such extreme power must be brought onto the streets with extreme reliability. The driver of a Gallardo LP560-4 can thus rely on the four-wheel drive Viscous Traction (VT) system, with the '4' in the model name a reminder of this. Lamborghini already introduced this system with the Diablo VT in 1993 - and for good reason: four actuated wheels achieve more grip than two and permit acceleration earlier in the curve exit.

     The protagonist in the transmission is the central viscous-coupling which requires no electronic control. In this special Lamborghini configuration, the driving torque is distributed between front and rear - generally with a 30:70 front to rear ratio and, within milliseconds, adapts to even the slightest variations in road conditions. A mechanical differential on the rear axle provides up to 45% limited slip and an electronic differential lock at the front complete the four-wheel drive system.

Superior traction and handling

     Not only does the maximum traction take advantage of the permanent four-wheel drive system, but also the car's clearly superior handling. Each wheel can only transfer a certain amount of torque to the road. As the propulsion power is distributed onto all four wheels through the viscous traction system, more potential for directional control remains - and reserves in every situation distinguish a perfectly made sports car.

     Despite all the engine thrust, changing gears in the Gallardo LP560-4 is one of the most exciting experiences of driving this vehicle. It is still the customer's personal preference as to whether he wishes to change gears manually through the exact 'gate' guides of the six-speed gearbox via the short gear stick, or whether he prefers to let his fingertips control the e.gear's paddle-shift system located behind the steering wheel: the latter solution becoming the preference of the majority of Lamborghini customers.

Gear change time reduced by 40 per cent

     The automated e-gear transmission has been completely redesigned and improved in all aspects. The complete system has not only been reduced in weight, but the time employed to change gears has also been reduced by 40 per cent in "CORSA" mode. The driver may choose between five different driving and changing programs: in addition to the 'normal' mode, the Gallardo LP560-4 offers a SPORT programm with its even more rapid gear changing times and increased number of revolutions.

      The CORSA program directs the engine to optimum acceleration. It permits a greater slip angle and also allows - with maximum safety - the full dynamism of the LP560-4 to be enjoyed even on a race-track. The 'Thrust Mode' ensures maximum acceleration from neutral while the angle of the throttle valve and the clutch are here optimally adjusted to one another. Finally the Automatic mode: here the engine changes gear in total independence and permits a particularly comfortable mode of driving.

The Suspension

High-tech parts with Lamborghini know-how

      Even the Gallardo LP560-4's predecessor was one of the world's best super sports cars with regard to handling, precision and driving stability. However, the latest model provides an even more intense driving experience: the new suspension improves the car's handling, its driving comfort and its directional stability at high speeds.

The Gallardo LP560-4's space frame is uncompromisingly high tech. Its technical production was conceived from motor sport technologies. The double wishbones made out of aluminium with newly designed kinematics, while the springs and shock absorbers are tightly adjusted for grip.
     The rear axle now has an additional track rod which further improves the excellent control of this super sports vehicle. Newly developed elements are the rubber-metal bearings - authentic high-tech parts - which clearly improve the special Lamborghini driving dynamics with well-chosen material combinations and cleverly defined assembly.

Extreme road adherence

      The steering rack works with relatively little assisted steering support, thus bonding the driver closely to the road. This in turn provides him with an intense experience of power and impulse. The steering has its own cooling system for the power steering fluid.

     Precise, breathtakingly fast, whilst stable and free from surprises, the Gallardo LP560-4's dynamics assures a sensuous experience. The LP560-4's tyres (format 235/35 ZR 19 front and 295/30 ZR 19 rear) appear to bond with the asphalt. Specially developed Pirelli P-Zero series tyres are fitted: these have a particularly low roll resistance which also maintains tyre wear at a minimum without, of course, any reduction in their performance quality. At a speed of over 120 km/h an independently extended rear spoiler increases the downforce on the rear axle It acts in association with the specially formed underbody which directs the airstream under the car.

Optional Carbon Ceramic Brake system

      The new braking system acts with brute force. At the front, eight 'Brembo specialist' cylinder callipers grasp the 365 mm diameter brake discs. At the rear, four cylinder callipers act on the 356 mm brake discs. In addition, the new disc ventilation system improves the stability in extreme situations. Optionally, discs made out of Carbon Ceramic are offered. At the front the CCB (Carbon Ceramic Brakes) discs measure 380mm in diameter and at the rear 356mm. They deliver much improved performance at a reduced weight. In total, the CCB braking system is lighter in weight that, at the wheel, improves driving dynamics and comfort.

The interior and trim

     With the Gallardo LP560-4 Lamborghini provides its customers with a generous and sporty standard equipment package. Direct from the production line, a customer will find included in his vehicle passenger and lateral air-bags; a two-zone air-conditioning system with sun regulation; The Lamborghini Multimedia System including an USB connector; and sports seats with an electronically operated backrest. In addition to this, the interior trim includes fine leather and Bi-Xenon headlights with LED daytime running light. The car is supplied with new Apollo wheels as standard.

     A large variety of options increases the interior comfort of the vehicle, including a navigation system and a module for TV reception, a hands-free Bluetooth® phone set, an anti-theft device and a rearview camera. A further option is the lifting system control of the front of the vehicle which, at the touch of a button, is raised to enable driving over obstacles. The new polished cross wheel rims 'Cordelia' or the black Y-rims 'Callisto' complete the options range. Finally, the engine hood made from glass creates a showcase for the heart of the Gallardo LP560-4..

     The possibilities and different combinations available in the Individualisation Program Ad Personam are almost inexhaustible. Behind this program stands the philosophy that a super sports car of this nature should, after all, reflect the personality of its owner by enabling him to completely indulge his expectations and wishes. As a consequence, extreme exclusivity is the trademark of Lamborghini's individualisation program. "Think the Impossible" states the motto. Ad Personam offers a host of options in order that a customer may give the car an imprint of his own style with respect to the interior trim and exterior. A new highlight in the program are the following three exclusive matt colours: Nero Nemesis (matt black), Bianco Canopus (matt white), Marrone Apus (matt brown). The new matt colours underline the clearly defined and purist precision of the Lamborghini design.

     Technical data Frame & Body Frame: Structural aluminium spaceframe, based on aluminium extruded parts welded to aluminium casted joint elements. Body: Aluminium with thermoplastic ?hang on? parts Rear Spoiler: Electronically controlled Mirrors: External mirror with electrical closing system Suspension: Double wishbones front and rear suspension system, antiroll bar anti-dive and anti-squat ESP 8.0: Full ESP System with ABS,ASR and ABD Airbags Front: Front Dual Stage driver and passenger airbags, side Head-thorax airbags Wheels/Tyres Tyres (Front rear): Pirelli Pzero 235/35 ZR 19 - 295/30 ZR 19 Wheels (front-rear): Aluminium alloy, 8.5? x 019?- 11?x 019? Steering: Power- assisted rack and pinion Kerb-to-kerb turning circle: 11,50 m Brakes Steel brakes: Power vacuum, aluminium alloy callipers :8 cylinder front callipers and 4 cylinder rear callipers; Ventilated discs (front-rear) ø 365 x 34mm front -ø 356 x 32 mm rear CCB brakes: Power vacuum, aluminium alloy callipers :6 cylinder front callipers and 4 cylinder rear callipers; Ventilated discs (front-rear) ø 380 x 38mm front -ø 356 x 32 mm rear

     Engine Type: 10 cylinders V90°, DOHC 4 valves, common-pin crankshaft Displacement: 5204 cc Compression ratio: 12,5 : 1 Maximum power: 412 kW (560 ps) at 8000 rpm Maximum torque: 540 Nm 6500 rpm Engine management system: Bosch MED 9 Cooling system: Engine and Gearbox radiator Cooling system oil: Oil to Water cooler Cooling system water: Two water radiators Emission control system: Catalytic converters with lambda sensors Lubrication system: Dry sump Drivetrain Type of transmission: Permanent 4-wheel drive with viscous traction system Gearbox: 6 Speed + reverse, A optional, robotized sequential e-gear system with actuation by paddles on the steering column Clutch: Double plate ø 215 mm Rear Differential: 45% limited slip Front Differential: Slip limitation by ABD function Performance Top speed: 325 km/h Acceleration (0-100 km/h): 3,7 sec. Acceleration (0-200 km/h): 11,8 sec. Dimensions Wheelbase: 2560 mm Overall length: 4345 mm Overall width: 1900 mm Overall height: 1165 mm Track (front- rear): 1632 mm - 1597 mm Kerb Weight: 1500 Weight distribution (front-rear): Front 43% - rear 57% Capacities Engine oil: 10 litres Fuel tank: 90 litres Engine coolant: 20 litres Consumption with E-Gear Urban: 21 L/100 km Extra urban: 10 L/100 km Combined: 14 L/100 km Emission: Euro 4 CO2: 327 g/km Consumption with manual transmission Urban: 22 L/100 km Extra urban: 10 L/100 km Combined: 14,7 L/100 km Emission: Euro 4 CO2: 351 g/km

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Nissan GT-R 2012

Three years. Those were the words Kazutoshi Mizuno kept saying when the original R35 GT-R was introduced in 2008 (as a 2009 model). He told us then that while he was happy with how the car turned out, we would see its real potential in three years. Well, three years have passed, and true to his word, Mizuno-san brought along a new revitalized 2012 GT-R to the States, one with a significant power increase and more refined manners.

Under the new GT-R’s hood is the same VR38DETT 3.8-liter twin-turbocharged V-6 as before, but output has been increased from 485 bhp to a whopping 530 bhp, while torque gets raised from 434 lb.-ft. to 448. Mizuno attained these new figures by elevating boost pressure of the turbocharger from 0.75 bar to 0.90 bar, tweaking the engine’s valve-timing system and altering the air/fuel ratio. He also improved breathing by enlarging the inlet pipe diameter and a section of exhaust pipe.

These changes are all evident upon flooring the throttle pedal for the first time. The first thing you notice is the sound: a decidedly more sinister growl emanates from within the engine compartment. Then you feel the g forces pressing you into the seat as the car snaps off the line. Part of the credit here goes to the gearbox’s VDC-R mode, which has been modified to provide ideal launches without putting unnecessary stress on the transmission. Depress both the brake pedal and throttle pedal simultaneously, then let off the brakes—the new 2012 GT-R snaps off the line at an ideal 4000 rpm. Once under way, you seem to enter warp speed, as the 3965-lb. car hits 60 mph in 2.85 seconds, a figure we round up to 2.9. The quarter-mile mark comes and goes in a phenomenal 11.1 seconds…this is drag-car country.
The extra power isn’t the only thing responsible for the car’s enhanced acceleration; the new GT-R’s aerodynamics are also significantly improved. The coefficient of drag has been improved from 0.27 to 0.26, meaning the GT-R now slices through the air with less resistance. What’s more amazing is this: The car also has 10 percent more downforce. Mizuno-san worked this magic by cleverly routing more air to the sides of the car instead of over the top. Also, airflow has been increased to the radiator and front brakes via a larger grille and vents. The aerodynamic improvements, combined with those to the engine, have resulted in improved fuel economy figures of 16/23 city/highway. (The previous GT-R was rated at 15/21.)

Sharper Handling Responses and Better Ride Quality
Improvements to the new GT-R’s chassis can be felt when simply cruising on the freeway. With the VDC in Comfort mode, the 2012 GT-R exhibits a smoother ride than its predecessor, noticeable especially when driving over harsh road irregularities. Mizuno made subtle changes to the suspension, which now features aluminum-piston shock absorbers and a carbon-composite strut bar in the engine bay. The special Bilstein DampTronic adjustable shocks monitor multiple vehicle information systems to provide appropriate damping forces for a variety of driving situations. Changes were made to the front and rear caster settings for the Dunlop SP Sport Maxx GT tires, the only tires available for the new GT-R. The biggest change to the car’s drivability on the track was a considerable improvement in steering feel and precision.

The GT-R’s electronically controlled ATTESA E-TS all-wheel-drive system has been left alone for 2012. The rear-biased system varies the torque split from 0/100 to 50/50 depending on speed, lateral acceleration, steering angle, tire slip, road surface and yaw rate. Of note is a special GT-R-specific yaw-rate feedback control, which measures the differences between the target yaw rate (calculated from steering angle) and actual yaw rate (detected by the yaw-rate sensor and g sensor) to adjust torque bias. Around the skidpad, the new GT-R registered an even 1.00g while dancing through the slalom at 75.4 mph.
Stopping power is again provided by Brembo monoblock 6-piston front and 4-piston rear brakes. Enlarged front rotors (15.4-in. versus last year’s 15.0s) team with 15.0-in. rears, both two-piece full-floating (and cross-drilled) designs with low-steel high-stiffness brake pads. The calipers utilize racing-style radial mounting to minimize caliper flex during extreme braking. The GT-R stops exceptionally well, coming to a complete halt from 60 mph and 80 mph in 114 ft. and 189 ft., respectively.

The careful eye will noticed subtle changes to the 2012 GT-R’s exterior and interior. These include new lights on the front air dam and the aforementioned larger grille. The rear also has small vents in the bumper.
In Japan, Nissan is introducing an interesting new program for GT-R customers where owners of 2009, 2010 and 2011 GT-Rs can get their cars upgraded to 2012 specs…sort of like upgrading the operating system of your PC from Vista to Windows 7. It’ll be interesting how many takers there are for this program, and if it will make it to the U.S.; prices vary depending on your car and which upgrades you choose.
As for those who want to order a new 2012 GT-R, the car will reach dealer showrooms in February in two trim levels. The base Premium edition will be priced at $89,950, while the Black Edition, with unique seat trim, colors and wheels, will retail at $95,100. Get in line now if you consider value to be a priority for supercar performance…but then again, you can wait another three years to see what Mizuno-san will do next.

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