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Guided Tour of the Lamborghini Diablo

autovino — Fri, 27 May 2011 05:17:44 +0000

The Devil Incarnate: Lamborghini Diablo:

“Diablo” is, of course, Italian for devil, and the wickedLamborghini Diablo lived up to its name. Lamborghini designers and engineers began work on a replacement for the Countach supercar in 1985. Its debut came five years later, in 1990, at the Hotel de Paris in Monte Carlo. Of course, the name wasn’t plucked out of thin air, and anyone who knows anything about Lamborghini knows about its ties to Spanish bullfighting. The new 5.7-liter exotic car with scissor doors was taken from a famously ferocious bull who fought in the late 1800s. All told, in its decade in production, 2,989 Diablos were built.

The Original Lamborghini Diablo, 1990-1998:

In the middle of the Diablo’s design cycle, Chrysler took ownership of Automobili Lamborghini. They softened the edges of the aggressive design and added a few creature comforts to the interior, like an optional driver’s seat molded to fit the owner, but they managed to not mess it up too badly.

5.7-liter mid-mounted V12 engine with four valves per cylinder
492 hp, rear-wheel drive
0-60 mph in just over 4 seconds; top speed 202 mph
17″ aluminum alloy wheels
Exterior design by Countach designer Marcello Gandini
Interior design by new owner Chrysler; included Alpine stereo and non-power adjustable seats

Changes for the Lamborghini Diablo VT, 1993-1996 :

Lamborghini made a few improvements to its flagship supercar of the ’90s, including the addition of permanent four-wheel drive. The Diablo was the first supercar on the market to have this feature, which Lambos today still have. The VT stood for “viscous traction,” by the way. The engine and stats stayed the same, though handling was improved with the ability to transfer power from rear to front tires. Changes were minor, and are listed below.

Larger air intakes to cool the brakes
Engine surrounded by a carbon-fiber case
Brakes upgraded to four-piston Brembos
Roadster version available in 1995

The Lamborghini Diablo SE30 and SE30 Jota, 1994:

The SE30 designation is easy enough to figure out: it’s a special edition built for the company’s 30th anniversary. About 150 SE30s were built for the occasion, with a lighter engine trimmed in black and gold. With weight reduction strategies like carbon-fiber seats and magnesium intake manifolds, the engine was able to reach 525 hp. A Jota kit made the SE30 race-ready.

276 pounds lighter than the standard Diablo
0-62 in 4.0 seconds; top speed of 205 mph
All-wheel driver removed to save weight
Adjustable anti-roll bars added
Fewer than Jota kits built and sold

The Lamborghini Diablo SV, 1995-1998:

The Diablo SV, or “Super Veloce,” was thought of as the entry-level Diablo, though the entry was still well into six figures. It lacked the all-wheel drive system and electric suspension of the VT, but it had a modified version of the VT’s engine that could put out 510 hp. A Diablo SVR, based on this incarnation of the supercar, was built for a one-make racing series called “Diablo Supertrophy.” These cars — all 31 of them — were sold with race support included in the price, and all repairs and maintenance were done by Lamborghini.

Lamborghini Diablo VT and SV Redesigns, 1999 :

The Diablo VT, VT Roaster and SV all got a thorough freshening for the eve of the new millennium, with mostly cosmetic changes. All three models got exposed headlights, new 18″ wheels, and a new dashboard, plus ABS and variable valve timing. Power went up to 530 hp, and 0-62 time lowered to 3.8 seconds. A special edition SV silver model was built in 2000, but it was pretty much identical to the regular SV but for the paint.

Lamborghini Diablo GT, 1999-2000:

The GT was based on a GT2 racing prototype Lamborghini built in the mid-1990s. The space between the front wheels was widened and the overall design revisited, giving the car an even more aggro stance. The V12 engine was bored out for higher horsepower and faster times, though it used only the rear wheels to deliver power to the pavement. The starting price was around $300,000 — not that Americans could buy one of the 83 examples Lamborghini built. The GT was Europe-only, though a few escaped on the gray market.

6-liter V12 with variable valve timing
5-speed manual transmission
top speed of 210 mph

Lamborghini Diablo 6.0, 2000-2001:

Audi bought Lamborghini in 1998, and they set out to improve the most famous Fighting Bull while they developed a replacement (that would be the Murcielago). Changes were made inside and out, with a redesigned body and technological upgrades to the 6-liter V12 used in the GT.

Rear-wheel and all-wheel drive available
550 hp, thanks to new software
Large air intakes added to the front bumper
Center-mounted dual exhaust
Body in mostly carbon fiber
Carbon fiber and leather interior
Special edition 6.0 SE available in two colors, with 42 built

By Kristen Hall-Geisler, About.com Guide

Mercedes-Benz SLR McLaren from the Rear

autovino — Wed, 25 May 2011 05:09:43 +0000

Mercedes-Benz SLR McLaren taillight

Kristen Hall-Geisler for About.com

The 2009 Mercedes-Benz SLR McLaren from the rear is as striking as it is from its arrow-nosed front — especially with those doors opened all the way up. One of the rarities — and niceties — of the SLR McLaren roadster is its useful trunk. Even with the top stowed away, there is actually usable space back there, a feature not usually found on a six-figure car with a top speed above 200 mph.

Mercedes-Benz SLR McLaren Debuts in Frankfurt

autovino — Mon, 23 May 2011 05:07:29 +0000

Mercedes-Benz SLR McLaren debuts in FrankfurtSean Gallup/Getty Images

The Mercedes-Benz SLR McLaren debuted in Frankfurt at the 2003 Frankfurt Auto Show. To the right of the SLR is Juergen Hubbert, who was then the head of the Mercedes division of Daimler. When the car came to market, enthusiasts lusted over its sleek design — and immediately wanted a roadster edition. The drop top version only became available in 2008, and is the only body style available for the car’s final year of production in 2009.

The year 2009 also marks the end of Mercedes’ partnership with McLaren. For the foreseeable future, all Mercedes supercars will be designed, engineered, and built in-house by M-B and AMG.

Courtesy of about.com

Porsche Panamera

autovino — Thu, 19 May 2011 05:04:23 +0000

In recognition of the fact that China is a huge player on the world stage, the Porsche Panamera made its debut at the 2009 Shanghai Motor Show. The 2010 Porsche Panamera Gran Turismo, as it is officially named, is the first all-new model from the German carmaker since the introduction of the Cayenne in 2002. The first Panameras hit streets in the U.S. in October 2009, for a starting price of $89,800.

Porsche Panamera Engine:

There are two 4.8-liter, direct-injected, V8 powerplants available for the Porsche Panamera: one with 400 hp and a turbo version with 500 hp. The lower-power engine uses rear-wheel drive or all-wheel drive, depending on the model, while the higher-horse engine only comes with all-wheel drive. In any case, the Panamera uses Porsche’s new PDK 7-speed double-clutch transmission. In 2011, the Porsche Panamera S got an optional gas-electric hybrid system with a V6 engine, making it the most fuel-efficient Porsche to date at an estimated 33 mpg. The V6 was also made available without the hybrid in 2011.

Porsche Panamera Design:

Porsche admits that there were, um, conflicts among the design departments when asked to come up with a four-door sedan with performance and luggage space in mind. Throw in better fuel economy while you’re at it, too. The resulting bubble-backed shape is controversial among car buffs, but when you see it alongside the rest of the Porsche lineup, it fits in. (The shape of the roof allows enough headroom for adults in the rear seats.) Engineers used steel, aluminum, magnesium, and plastic — but no spendy carbon fiber — to build a lightweight but roomy automobile.

Porsche Panamera Technology:

What would a Porsche be these days without a rear wing that lifts automatically? When the Panamera reaches 55 mph, the plastic lifts away from the body beneath the rear window and tilts to -3 degrees. Above 127 mph, it tilts to 10 degrees for more downforce. And in the turbo, the wing splits and grows wider. The Panamera will also have fuel-saving start-stop technology that shuts down the engine at red lights, plus dynamic chassis control, traction management, and hydraulic steering assist. And all the cars are available with a Sport Plus package that lowers the body 25mm and the 0-60 to as little as 3.8 seconds.

Porsche Panamera Interior:

The interior of the Porsche Panamera shines where you least expect it in a sports car: the rear seats. The hunchbacked roofline allows grown-ups to sit in the comfortable back seats without becoming hunchbacked themselves. The 115 inches between axles even offers room for legs. The rear seats fold down individually for as much as 44.6 cubic feet of cargo space in a car 76 inches wide and 195 inches long. Adaptive cruise control, heated front and rear seats, rear refrigerator, and a Burmester high-end audio system are all optional.

Porsche Panamera Stats:

Porsche Panamera

Engine: front-mounted 4.8-liter V8
Horsepower: 400 hp (500 hp Turbo)
Torque: 369 lb-ft (568 lb-ft Turbo)
Top speed: 175 mph (188 mph Turbo)
0-60 mph: 5.0 seconds (3.8 seconds Turbo)
Price: $74,400 and up

Hybrid

Engine: 3-liter supercharged V6 and 47-hp electric motor
Horsepower: 380 hp (gas + electric)
Torque:
Top speed: 167 mph
0-60 mph: 5.7 seconds
Price: $95,000

By Kristen Hall-Geisler, About.com Guide

The History of the Porsche 911 in a Nutshell

autovino — Tue, 17 May 2011 04:50:35 +0000

1964: Porsche 911 Begins Production:

The Porsche 911 started life as a design by “Butzi” Porsche, son of Ferdinand Porsche. It was code-named the Porsche 901, but Peugeot had a lock on the “x0x” naming format. Porsche graciously renamed its follow-up to the Porsche 356 the 911 and brought it to the 1963 Frankfurt Auto Show. When production began in 1964, the car had a 2-liter, 6-cylinder engine, 130 hp, a top speed of 130 mph, and a retail price in the U.S. of $5500 when it was sold here in 1965.

Next Up: The Porsche 912 and the 911 Targa:

Developed alongside the 911 (and codenamed 902), the 912 had a four-cylinder in the back, instead of the 6-cylinder. When it debuted in 1966, it carried a 1.6-liter engine with 90 bhp and a top speed of 116 mph. It sold for $1000 less in the U.S.

Engineering concerns and a fear that U.S. might outlaw convertibles spurred Butzi to create the 1966 Porsche 911 Targa instead (Targa is Italian for “shield”). It had a steel roll hoop built into the B pillars behind the seats, a rubberized fabric roof, and a zip-out plastic window in the rear. In 1968, that cheap little window got an upgrade to glass.

Porsche 911 S, 911 T, and 911 L:

In 1966, the Porsche 911 S “sporting” edition became available in Europe, with 160 bhp and a 140-mph top speed. It was the first 911 to have 5-spoke Fuchs alloys, and it had a distinctive red-painted cooling shroud on the engine. But it didn’t meet U.S. emissions standards, and was only available in the States as a detuned ’67 model.

Instead, the U.S. got the 130-hp 1966 911 L for “luxe.” In 1969, the 911 S was back in the U.S., along with the 911T for “touring” and 911 E for “einspritzung.” That’s German for “fuel-injected.” The Touring edition was the base model with 110 hp, while the 911 E had 140 hp.

Porsche 911 Carrera:

The Porsche 911 Carrera that debuted in 1972 was stripped for racing: no radio, no carpet, lighter seats, etc. It had a 2.7-liter 6-cylinder and the same gearbox as the 911S, but its top speed was 149 mph and its 0-60 time was 5.5 seconds. In 1973, it had the infamous giant “whale tail” tacked onto the back for extra downforce. In 1974, the engine was upgraded to 3 liters, and in 1976, it got the Sportmatic transmission. Drivers who liked at least a few creature comforts in their street-legal racers could order the “comfy” package, which added the niceties of the 911S to the Carrera.

Porsche 911 Turbo, a.k.a. the 930:

The Porsche 911 Turbo, codenamed the 930, made its debut in 1973 at the Paris Motor Show. Its 3-liter engine reduced the effects of the dreaded turbo lag, and even with the reduced power of the U.S.-spec 245-hp engine, it could do 0-60 mph in under 5 seconds. (The Euro-spec engine had 260 hp.) It hit showrooms as a 1975 model, and in 1976, a Porsche 911 Turbo Carrera cost $25,850. The engine got an upgrade to 3.3 liters in 1978, but it was gone from the market by 1980, when Porsche was expecting to soon cease production of the 911 altogether.

Porsche 911SC and 911 Cabriolet:

In 1978, Porsche trotted out what it expected to be its final iteration of the 911, the Porsche 911SC, or Super Carrera. It replaced the base 911 and all other Carrera models at the time, with a 3-liter engine and 180 hp in the U.S. It was scheduled to die in 1981, but, the auto business being as fickle as it is, the 911 didn’t die — it didn’t even take a break. In 1981, an all-wheel-drive 911 was shown in Frankfurt, and in 1982 a full-on topless cabriolet model was shown in Geneva. In 1983, the Porsche 911SC, 911 cabriolet, and 911 Targa were all available, with the cabriolet outselling the Targa in the U.S.

Porsche 959:

It’s known as the 959, but it’s still a Porsche 911. The “ultimate road-going 911,” as this latest version was called, debuted in 1983 at the Frankfurt Motor Show in honor of the 911′s twentieth anniversary, but it didn’t see production until 1986. The four-wheel-drive had a 200-mph top speed, and was very exclusive, even for a hand-built Porsche. Only 337 total were built, and they were only legalized in the U.S. in the early 2000s — more than a decade after they were built.

Porsche Carrera 2 and Carrera 4:

In 1989, the Porsche 911 received a major overhaul. It didn’t look much different on the outside, as the company wanted to retain Butzi’s original lines, but Porsche claimed the new 911, now known as the Carrera, shared only 13% of its parts with the old 911. The rear-wheel drive 911 was called the Carrera 2 (C2) and naturally the all-wheel-drive 911 was the Carrera 4 (C4). The Carrera got a more powerful 3.2-liter engine, and the C2 had Porsche’s Tiptronic transmission, which allowed drivers to choose between automatic and clutchless manual shifting.

Porsche 993 and 996 (Really, They’re Just New 911s):

The next generation of the 911 had to be cheaper and faster to build in order for Porsche to stay profitable. Enter the 993, which debuted in the U.S. as a 1995 911 Carrera. There was also a 993 Turbo in 1995, which sold for just under $100,000.

But the 993 was only around for four years, being replaced in 1999 by the 996 in the U.S. It was still called the 911 Carrera, but it was longer, wider, and had a bigger trunk. The base price was $67,880, and it went on to become the best-selling 911 of all time, with more than 170,000 units finding homes. Meanwhile, the one-millionth Porsche rolled off the line in 1996.

By Kristen Hall-Geisler, About.com Guid

SSC Ultimate Aero

autovino — Fri, 13 May 2011 04:46:35 +0000

2009 SSC Ultimate Aero

Shelby SuperCars

SSC Ultimate Aero History

SSC stands for Shelby SuperCars, which has nothing to do with legendary racer and auto designer Carroll Shelby. It has everything to do with Jerod Shelby of Tri-Cities in Washington state. The company was founded by Shelby in 1999, and in 2007, it was ready to show the world his dream car, the Ultimate Aero. The company’s first ever production car turned out to be a world-record setter at 258 mph, as verified by none other than Guiness World Records. Luckily, the speedo is calibrated to 260 mph.

SSC Ultimate Aero Engine

The SSC Ultimate Aero achieves these kinds of speeds — on a closed and newly repaved Washington highway, mind you — with a 1183-hp V8 that delivers a frightening 1094 lb-ft of torque in a car that weighs only 2750 pounds. The track-worthy suspension system comes courtesy of Penske, with 6- and 8-piston brakes at the wheels.

For the 2009 model year, the SSC Ultimate Aero got a 15 percent increase in horsepower, for a total of 1287 hp, and a likely top speed over 270 mph. The nose was redesigned to accomodate the onrushing air at higher speeds, and new louvers bring in more air to the engine. The redesigned Aero also got brake-deployed rear spoilers for more stopping power.

SSC Ultimate Aero Design

In order to acheive that heart-stopping power-to-weight ratio, the entire body was constructed of carbon fiber. If you were to lift the body shell from its underpinnings and remove the doors, hood, and trunk lid, what remained would weigh a mere 131 pounds. The design is aerodynamic in the extreme, thanks to testing at NASA’s windtunnel in Langley (they should know from aerodynamics). It hugs the ground so tightly, in fact, that the car has a front lift that the driver can operate to raise the body up to four inches to clear any debris in the road.

SSC Ultimate Aero Interior

You might think a car so purpose-built for speed would skimp on the amenties, but that’s not so. The SSC Ultimate Aero has a leather and suede interior, air conditioning, and a 10-speaker audio system. The nav system screen includes a rear-view camera — helpful in a car without a rear-view mirror in the windshield.

SSC Ultimate Aero Specs

Engine: mid-rear supercharged V8
Horsepower: 1287 hp
Torque: 1112 lb-ft
Top speed: 257 mph (more, if you dare)
0-60 mph: 2.8 seconds
Price: $740,000

By Kristen Hall-Geisler, About.com Guide

Lamborghini Aventador LP 700-4

autovino — Wed, 11 May 2011 04:43:20 +0000

Lamborghini Aventador LP 700-4

Lamborghini

Lamborghini Aventador LP 700-4 History

The Lamborghini Aventador LP 700-4 debuted at the 2011 Geneva Motor Show as a replacement for the Gallardo, which had served as an iconic supercar for a decade. Lamborghini hopes its all-carbon-fiber Aventador will fill the same drool-inducing niche. Like other Lamborghinis, the Aventador takes its name from Spanish bullfighting; in this case, a bull who fought particularly bravely in 1993. It’s got 700 hp (not surprisingly, if you know anything about Lamborghini naming conventions), and permanent all-wheel drive (thus the “4″).

Lamborghini Aventador LP 700-4 Engine

The Lamborghini Aventador is no rehash of the Murcielago — it has an entirely new, lightweight 12-cylinder engine still positioned in the rear, in front of the axle. The high horsepower is coupled with 509 lb-ft of torque and the new Independent Shifting Rods 7-speed transmission. The ISR is faster and lighter than previous transmissions, and according to Lamborghini, “the world’s most emotional gear shift.” I’m not sure how you measure that.

The powerful engine is held in relative check by safety systems, including the precision and stability of all-wheel drive (thanks, parent company Audi). The driver can choose his drive settings from Strada (road), Sport, and Corsa (track). Each setting changes the characteristics of the engine, transmission, differential, and steering, depending on how much help you want handling this much car. Lamborghini even improved its notoriously awful fuel economy, with the Aventador acheiving a whopping 13.5 mpg (estimated).

Lamborghini Aventador LP 700-4 Design

The new Aventador isn’t a huge departure from the outgoing Murcielago and its little sister the Gallardo, but it is a smoother-looking car than the sharp-angled Reventon. Lamborghini has been touting its carbon-fiber prowess lately, and it showcases the material in the Sesto Elemento concept and the Aventador’s body. Lessons learned in the jet-inspired Reventon find their way into the Aventador, such as a roofline that allows for more headroom and improves aerodynamics. The carbon-fiber body allows for aerodyanimc elements like the front spoiler to be integrated into the shell, rather than being a separate piece (making fender-benders super spendy).

The rear wing has two positions, the “approach angle” of 4 degrees for top straight-line speeds, and the full 11 degrees for maximum downforce in the twisties. And, of course, the doors open up, and you can get a clear engine cover to show off what you’ve got everywhere you go.

Lamborghini Aventador LP 700-4 Interior

Starting the Aventador is like starting a jet: flip up the red switch cover to push the start button. The toggle switches for the windows and air conditioning are located below the 7-inch screen in the center console. Adjusting anything more complicated — communications, entertainment, etc. — involves the Human Machine Interface, a set of controls in the console with a joystick and buttons.

The interior is of couse swathed in leather, and the dash displays all gauges in a TFT-LCD display like the Reventon’s. Thanks to being virtual, the gauges can be swapped out, depending on what the driver wants to know. Road speed, engine speed, fuel level, and almost any engine metric you can imagine can be read in the dash.

Lamborghini Aventador LP 700-4 Specs

Engine: 6.5-liter V12 mid-rear engine
Horsepower: 700 hp
Torque: 509 lb-ft
Top speed: 217 mph
0-60 mph: 2.9 seconds
Price: $379,700

By Kristen Hall-Geisler, About.com Guide

Lamborghini: History and Cars

autovino — Mon, 09 May 2011 04:37:53 +0000

1996 Lamborghini Diablo SV

Lamborghini

Lamborghini Beginnings

Like several successful businessmen, Ferruiccio Lamborghini wanted to build his dream car. Like those other businessmen, his dream car would be beautiful and very fast. Unlike any other builder of dream cars — his own or others’ — Lamborghini’s day job was building tractors. (You can still buy Lamborghini tractors in Europe, complete with sweeping cursive Lambo logo, though the two businesses are no longer connected.)

Lamborghini’s dream car was designed in direct opposition to Ferrari’s race-ready, track-derived monsters. Lamborghini wanted refinement, and he achieved it with the first car to roll off his assembly line, the Lamborghini 350 GTV, in 1963.

Lamborghini Design

A few years later, Lamborghini teamed up with famed design house Bertone to create the ultimate status car for the Swinging Sixties, the Lamborghini Miura. It was also the first car from the house of Lamborghini to be named in tribute to a fighting Spanish bull.

In 1970, Lamborghini introduced the Countach to the bedroom walls of teenage boys, but the 70s were rough for Lamborghini and just about every other sports and luxury car manufacturer, thanks in large part to the oil crisis and a lack of cash worldwide. Everybody laid low in the 1980s, with Lamborghini changing ownership several times. By 1990, it was ready to unveil its latest iconic auto, the Lamborghini Diablo.

Lamborghini Today

Finally, in 1998, Audi bought Lamborghini, bringing its engineering and all-wheel drive know-how to the temperamental Italian autos. The partnership birthed the Lamborghini Murcielago, the flashy new supercar for the new millennium. A “baby Lambo,” the Gallardofollowed a few years later, as did special editions like the Lamborghini Reventon, which was limited to 20 examples.

After a decade of service to the likes of Bruce Wayne and Batman, not to mention anyone who’s anyone and wants everyone to know it, the sharply angled Murcielgo was retired and the Lamborghini Aventador took over as flagship supercar from Sant’Agata.

Porsche 918 Spyder Plug-In Hybrid

autovino — Thu, 05 May 2011 04:33:18 +0000

2013 Porsche 918 Spyder

Porsche

Porsche 918 Spyder Plug-In Hybrid History

Porsche’s hybrid history goes back further than anyone’s — even Toyota’s. In 1904, Dr. Porsche created the first gasoline-electric hybrid vehicle, which never saw production. Fast forward a century, and you find Porsche’s first production hybrid in the Porsche Cayenne S Hybrid SUV. Seven years after that, Porsche steps up the hybrid game with the Porsche 918 Plug-In Hybrid super car.

The 918 plug-in hybrid goes further than traditional hybrids in that it can be charged at an outlet, not just by regenerative braking. It also goes further in the performance department, taking its cues not from the Prius or even the Fisker Karma, but from past Porsche super cars like the 917 and the Carrera GT.

Porsche 918 Spyder Plug-In Hybrid Engine

There are three things at work, really, to make the Porsche 918 plug-in hybrid go: a 4-liter mid-mounted V8 engine powered by gasoline, and two electric motors, one at each axle. The combined horsepower of all three working together is well over 700 hp. The gasoine engine comes from the RS Spyder racer that saw track time in the Le Mans series, while the electric motors provide sporty all-wheel drive capability.

Like most cutting-edge hybrids and electric cars (and your iPhone), the 918 has a lithium ion battery bank to store energy — though this one is liquid cooled. I doubt there’s an app for that. The 918 can only go about 16 miles on electric power alone, and it takes 7 hours to recharge at a regular old 110-volt American outlet. All this, plus the 7-speed PDK transmission, add up to nearly 80 mpg and nearly 200 mph.

Porsche 918 Spyder Plug-In Hybrid Design

The sporty super car look of the Porsche 918 plug-in hybrid is based quite heavily on cars in Porsche’s past, especially the 917 race car. As of this writing, the car is barely out of the concept stage, though it is definitely on track to be produced by 2013. The design will be very similar to the concept that debuted at the 2011 Geneva Motor Show, with two seats in a carbon-fiber-reinforced plastic body. One change that real life necessitates is a manually removable roof with panels that can be stowed in the front trunk. (It’s a Porsche, don’t forget. The engine’s behind you.)

Porsche 918 Spyder Plug-In Hybrid Extras

Only 918 Porsche 918 Spyder plug-in hybrids will be built, with deliveries beginning in September 2013, at a price of $845,000. But wait! If you order now, Porsche will give you, the customer, the opportunity to purchase — that’s right, purchase — a matching Porsche 911 Turbo S in coupe or cabriolet form! Everyone will know, when they see your special-edition 911 rolling down the street, that there’s an even more special Porsche in the garage. Now how much would you pay? How about an additional $160,000 to $172,000 for that 911?

Porsche 918 Spyder Plug-In Hybrid Specs

Engine: gasoline 4-liter mid-mounted V8 and two electric motors
Horsepower: 500 hp from the V8; 218 hp from the motors
Torque: TBA
Top speed: 199 mph
0-60 mph: 3.1 seconds
Price: $845,000

Koenigsegg Agera

autovino — Wed, 04 May 2011 04:32:43 +0000

Koenigsegg Agera

Koenigsegg

Koenigsegg Agera History

Before there was the Koenigsegg Agera, there was the Koenigsegg CC series, which encompassed some of the fastest, most expensive, most technologically advanced super cars in the world. But all good things must come to an end, and no door closes without another opening, and on and on. And thus, the Agera and Agera R. Company founder Christian von Koenigsegg was specifically inspired by the movement of dolphins through water when spawning the Agera’s design, and the car is designed to slip through the air in a simlar fashion.

The name Agera comes from the Swedish for “to take action,” which probably made the engineers happy, but it also is short for “ageless” in Greek, which probably made the designers happy, since the Agera will likely be the basis for all Koenigsegg cars for the next decade or so.

Koenigsegg Agera Engine

Several small-batch supercar manufacturers, like Spyker and Pagani, use high-powered engines built by larger manufacturers, such as Mercedes-Benz. Koenigsegg builds its own lightweight, 5-liter, bi-turbo V8 engines for the Agera, with 940 hp on tap. The company worked to make the Agera comply with nearly every environmental regulation on the planet, lower its emissions, and acheive and average 16 mpg — which is awful in your commuter car and astouding in your super car. The turbochargers help both with extra power and squeezing every last mpg out of the fuel tank. The Agera is also the first non-hybrid car to use a lithium ion battery, rather than lead-acid, so it can be stored for months at a time without needing a jump.

All Koenigsegg Ageras are limited to 233 mph, but if conditions are right (road condition, tire wear, all services performed, etc.), then Top Speed Mode can be unlocked for the full 273 mph in the Agera R.

The engine is mated to a dual-clutch 7-speed transmission, which uses a normal dry clutch and a hydraulic wet clutch to get the fastest possible gear-change times. The Agera can also run in full auto mode, should you find yourself stuck in traffic.

Koenigsegg Agera Design

With the flowing lines of a dolphin in mind, the designers worked up the chassis in flexible carbon fiber with integrated fuel tanks in the center of the car to retain its weight balance even when the tanks are nearly empty. The double-bubble roof pops off and stows away in the front compartment for sunny-day driving. With a removable roof and a 900+ hp engine, aerodyanmics played a huge part in the car’s design. It’s two meters wide (about six feet) but sits very low with a slippery front end and large side air intakes for cooling and stability.

Koenigsegg Agera Interior

Inside the Agera, the aluminum buttons are illuminated by LEDs shining through nearly invisible holes, and effect Koenigsegg calls the “Ghost” light. The buttons themselves are set in a carbon fiber console, and the heated carbon fiber seats are wrapped in leather. Even the steering wheel is carbon fiber, with shifting paddles mounted on it. The dashboard can be set to display info for track driving (lap times, g-forces, rpm) or normal person driving (speed, auto shift, music, satnav).

Koenigsegg Agera Specs

Engine: 5-liter biturbo V8
Horsepower: 940 hp
Torque: 811 lb-ft
Top speed: 273 mph
0-62 mph: 3 seconds
Price: $2.1 million

By Kristen Hall-Geisler, About.com Guide

Auto Vino

Guided Tour of the Lamborghini Diablo

Mercedes-Benz SLR McLaren from the Rear

Mercedes-Benz SLR McLaren Debuts in Frankfurt

Porsche Panamera

The History of the Porsche 911 in a Nutshell

SSC Ultimate Aero

SSC Ultimate Aero History

SSC Ultimate Aero Engine

SSC Ultimate Aero Design

SSC Ultimate Aero Interior

SSC Ultimate Aero Specs

Lamborghini Aventador LP 700-4

Lamborghini Aventador LP 700-4 History

Lamborghini Aventador LP 700-4 Engine

Lamborghini Aventador LP 700-4 Design

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