Automotive Intelligentsia
2011-2012 Sports Car Guide
By Jim Gorzelany
Smashwords Edition
Copyright 2011 by Automotive Intelligentsia / Jim Gorzelany
Table of Contents
All chapters are hyperlinked to and from the Table of Contents. To jump to a particular car/chapter, click on its name below; to jump back to the Table of Contents, click on the car’s name in the chapter heading.
Welcome to the second edition of what, back in 2009, was the first-ever eBook sports car guide. We at Automotive Intelligentsia are proud to present this updated 2011-2012 Sports Car Guide, devoted once again to the makes and models that turn heads, snap necks and make hearts race.
Whether your accounts are flush and you’re in the market for one of the raciest rides on the road, or you’re just stopping by to kick the tires, you’ll enjoy this testament to what are both test beds of advanced technology and rolling works of automotive art.
From rough-and-tumble muscle machines to the world’s most elegant and sophisticated exotic sports cars, we’re looking at a broad spectrum of performance-minded models that carry sticker prices ranging from just over $20,000 to an unobtainable $2 million. You’ll find photos and specs, along with fun facts and inside information on all the makes and models represented.
We’re highlighting vehicles new to this edition, like the Aston Martin Virage, Ferrari 458 Italia, Honda CR-Z, Koenigsegg Agera, Lamborghini Aventador, Lexus LFA, Mercedes-Benz SLS AMG, Morgan Aero SuperSports and the Spyker C8 Aileron. We’re also covering modern classics like the Chevrolet Camaro and Corvette, Ford Mustang and Shelby Cobra GT and the venerable Porsche 911, as well as affordable sporty cars such as the BMW 1 Series and Mazda MX-5 Miata.
Most of the 46 new-car profiles that follow are based on hands-on familiarity drawn from well over two decades of experience driving the latest and greatest automobiles on Earth. Wherever possible, we’ll help place each make and model in perspective with regard to it’s own heritage and according to similar offerings from other automakers. Of course once one reaches up into the rarified realm of the truly exotic sports cars, all semblance of practical evaluation goes out the window, with true apples-to-apples comparisons between cars that are sold largely for the sake of status and exclusivity virtually irrelevant.
One disclaimer: All prices quoted are manufacturer’s suggest retail prices (MSRP) and are deemed current as of this writing; all specifications and photos have been supplied by the automakers, with most specs applying specifically to base models. However, note that prices, specifications, equipment and performance references given for any model on the following pages are subject to change by their respective manufacturers at any time.
As we are want to say, sit back and enjoy the ride.
Aston Martin’s DB9 is arguably the raciest entry in the stored automaker’s line of exotic luxury sports cars. It combines classically sleek exterior lines with longstanding British heritage and thoroughly modern powertrain and chassis technology. The DB9 is the modern-day version of James Bond’s classic gadget-laden DB5 coupe from early 007 films starring Sean Connery, like Goldfinger and Thunderball.
A relentlessly posh ride that coddles its occupants with British club-like comfort, the DB9 rewards enthusiastic drivers with an aggressive nature yet maintains its upper-crust character over a wide range of road conditions. Over 14,000 DB9s have been built to date, making it one of the most successful cars in Aston Martin’s storied 95-year history.
For model-year 2011 the DB9 receives a number of modest styling enhancements that include a revised front bumper, along with a newly standard Adaptive Damping System (see below). A limited-production Morning Frost edition features a specific pearlescent white exterior paint treatment along with 10-spoke silver diamond-turned wheels, silver brake calipers, magnum silver grilles, and a metallic bronze leather interior with Piano Black trim. Carbon Black and Quantum Silver editions are inspired by the latter-day 007 movie Quantum of Solace, and include a performance-tuned exhaust system, 10-spoke forged gloss black painted diamond-turned wheels, black grilles, graphite tail pipes, a semi-aniline leather roof lining, coarse silver stitching and polished glass switchgear.
The low-slung DB9 replaced the former DB7 in the famed British automaker’s line for the 2004 model year. It remains available as either a two-seat Volante convertible or a 2+2 coupe that comes with a small back seat that’s best thought of as an auxiliary cargo area. Legend has it the automaker didn’t want to confuse buyers by simply calling it the DB8, in that it packs a 12-cylinder engine (why in that case they then didn’t just call it the DB12 remains unknown). The “DB” part of the name stands for David Brown, who owned Aston Martin in what’s considered by many to be its heyday, from 1947 through 1972.
Designed by noted stylists Ian Callum and Henrik Fisker, the car’s aluminum bodywork is appropriately handsome, with a broad deep front grille and large oval headlamps. Graceful compound curves run rearward to a short rear deck, with a steeply raked windshield and low roofline. The car’s “swan wing” doors open upward slightly (by 12 degrees) to help make entry and exiting a bit easier.
Pressing a clear glass button on the dashboard engages a 470-horsepower 6.0-liter V12 engine with a sufficient roar. It drives the rear wheels via either a six-speed-manual transmission or a ZF-supplied six-speed automatic that can be shifted manually via racecar-like steering wheel-mounted paddle-shift controls. The car’s top speed is claimed to be upwards of 180 mph with a 0-60 mph time that clocks in at just under five seconds.
The DB9 is constructed from a lightweight, yet rigid, aluminum-bonded unibody frame with a rear-mounted transaxle that helps the car achieve an ideal 50:50 front-to-rear weight ratio. There’s a sophisticated double-wishbone suspension and beefy 19-inch wheels and tires at all four corners (with 20-inch rims and rubber optional), with an Adaptive Damping System on hand that automatically adjusts the suspension stiffness in real time to maintain crisp cornering abilities while preserving a fairly plush ride over bumps and pavement irregularities. Engaging the system’s Sport mode further accentuates the car’s handling, albeit at the expense of a slightly harsher ride. Dynamic Stability Control helps ensure that all four wheels stay firmly planted to the pavement during extreme or emergency handling situations.
Inside, the driver faces both electroluminescent backlit displays and more-conventional instruments that, like the body and frame, are crafted from aluminum. Unlike most vehicles, the DB9’s tachometer runs counter-clockwise (said to be done for the sake of easier visibility) and does not feature a conventional red line to indicate the engine’s rpm limit. Here, the limit varies according to such factors as outside temperature and how recently the engine was started; a red warning light indicated when the current “red line” has been reached.
A well-trimmed leather-clad cabin comes with luxury items like a hard-drive-based navigation system, Bluetooth hands-free cell phone interface, iPod interface, front parking sensors, side-impact airbags and an auto-dimming rearview mirror. A 1,000-watt Beosound audiophile sound system from noted home component maker Bang & Olfusen is optional, as are myriad interior trim treatments for the sake of customization.
The Volante’s well-insulated fabric roof retracts in seconds and hides itself under a hard tonneau cover. A hidden roll bar deploys instantaneously to protect occupants if the vehicle senses a roll over is about to occur.
While the current DB iteration lacks some of the handy accessories fitted in 007’s original movie version from the 1960’s, including a front-firing machine gun, passenger-ejection seat, smoke screen and oil slick dispensers, and front and rear retractable ramming arms, at least one then-futuristic feature that was included in James Bond’s DB5 is now commonplace, namely a mobile telephone.
Aston Martin DB9 Quick Facts
Engine 6.0-liter V12
Horsepower 470 @ 6000 rpm
Torque 443 @ 5000 rpm
City/Highway MPG 11/17
Transmission 6-Spd Manual, 6-Spd Automatic
Drive Rear
Wheelbase 107.2 in
Overall Length 185.5 in
Width 74.0 in
Height 51.2 in
Curb Weight 3,880 lbs
MSRP $187,615 – $201,115
Did You Know?
In the original Ian Fleming James Bond novels, secret agent 007 drove a 1933 Bentley convertible, and not an Aston-Martin DB5 as was depicted in the early films.
Both elegant and aggressive, the Aston Martin DBS coupe assumed the flagship position formerly held by the V12 Vanquish when it debuted for the 2008 model year, and brought a famed nameplate from the late 1960’s and early ‘70’s back into the line. It offers a stunningly modern take on its predecessor’s old-money British sports car styling, albeit with aluminum, magnesium alloy and carbon-fiber composite body panels and lightweight aluminum underpinnings to minimize the car’s sheer mass.
Available as a closed-roof coupe or Volante convertible, the DBS eschews prototypical exotic sports car excess in favor of a more organic wide-track look. Up front, broad and narrow upper and lower front grilles are flanked by elongated oval headlamps that flow upwards nearly horizontally into the muscular front fenders, and all the way rearward across the car’s low-to-the-ground fastback profile. Purists will note that the trademark Aston Martin air vents remain located on the front fenders, just rearward of the wheel wells. A limited-production Carbon Black coupe edition ramps up the car’s appearance inside and out, with added exclusivity. There are no major changes to the line for 2011.
Like the Vanquish, the DBS packs a hand-assembled V12 engine, a 6.0-liter version that brings a full 510 horsepower to the pavement. While that’s 10 fewer horses than the old Vanquish could muster, the DBS is slightly quicker off the line, due in large part to its lightweight construction, and is able to reach 60 mph in a little over four seconds. (While that’s certainly more than quick enough for most motorists it’s actually a bit slower than some of the hottest cars in the exotic segment, certainly those in the DBS’s upper-$200K price range.) The car’s exhaust is specially constructed to deliver a quieter aural experience at lower speeds, with special by-pass valves at open at 4,000 rpm to generate an exhilarating exhaust note for more-aggressive operation.
Not only is the V12 front mid-mounted, which means it essentially resides behind the front wheels, the DBS’s transmission is fitted at the rear axle; this combination yields a nicely balanced front-to-rear-weight distribution that places 85 percent of the car’s weight positioned between the wheelbase. This translates into added stability and agility through the curves. A six-speed manual transmission is standard, with a quick-shifting six-speed “Touchtronic” automated manual alternately available. The latter can be left to its own devices or taken through the gears manually via steering wheel-mounted magnesium paddles.
To help further its superior handling prowess, the DBS rides on lightweight 20-inch alloy wheels and Pirelli P-Zero performance tires, and features a racing-derived suspension with an Adaptive Damping System that automatically adjusts the car’s ride and handling characteristics according to five driver-selectable operating modes. A “Track” mode automatically sets the dampers in their firmest positions for peak cornering abilities, through at the expense of a rougher ride than most wealthy buyers would tolerate over pockmarked pavement.
Similarly, the DBS’s Dynamic Stability Control system, which normally works to help keep the driver from spinning out during extreme handling maneuvers, includes its own Track mode that lets accomplished drivers slide a bit through the turns by allowing added wheel spin before intervening.
The assignment of bringing all 510 of the V12’s horses to a controlled stop goes to the DBS’s carbon ceramic antilock brakes, which are both stronger and lighter in weight than conventional binders.
The weight-reduction initiative further finds its way into the DBS’ cockpit, and goes so far to include touches like carbon fiber door pulls and carpeting that’s woven from lightweight materials. The leather-upholstered interior is otherwise both rich and handsome, with white-on-graphite gauges and aluminum controls that carry the look of precision, like a fine timepiece. A sapphire starter button glows red when the keyfob is inserted into a slot in the dashboard.
Owners can choose between the standard sport seats or ultrathin racing-type seats that are better suited to competition in “gentleman racer” series. There’s ordinarily a small storage area located behind the coupe’s front seats, which can be fitted with a small rear bench seat at a buyer’s request (it’s standard with the convertible). Since rear legroom would be virtually nonexistent in this case, we’d expect this addition would be more for looks – turning it into an upholstered cargo space – than sheer practicality.
The DBS Volante’s convertible top nicely protects occupants from both the elements and road noise via a layer of Thinsulate material. The five-piston hydraulic pump that operates the top is itself encased in a cocoon of noise and vibration-reducing materials to ensure that the 14 seconds it takes to raise or lower the roof is maintained with serenity. The top stores neatly beneath a hard tonneau cover. Twin roll bars instantaneously spring into position to protect passengers’ heads in a rollover collision.
As one might expect, the DBS offers the requisite array of upscale amenities, including a 13-speaker custom designed Bang & Olufsen audio system with iPod integration, a Bluetooth hands-free cell-phone interface and a GPS navigation system.
Overall, the Aston Martin DBS is an exotic “supercar” that falls somewhere in between posher coupes from Bentley and Rolls-Royce and more-ferocious ones from Ferrari and Lamborghini, It pays homage to its British roots with upper-crust accommodations, spirited acceleration and dynamic performance that would once have been reserved for the race track.
Aston Martin DBS Quick Facts
Engine 6.0-liter V12
Horsepower 510 @ 6500 rpm
Torque 420 @ 5750 rpm
City/Highway MPG 11/17
Transmission 6-Spd Manual, 6-Spd Auto Manual
Drive Rear
Wheelbase 107.9 in
Overall Length 185.9 in
Width 75.0 in
Height 50.4 in
Curb Weight 3,737 lbs
MSRP $273,000 - $286,500
Did You Know?
Aston Martin vehicles have long been associated with James Bond movies, and the DBS is no exception. The original DBS was featured in 1969’s On Her Majesty’s Secret Service, while the latest iteration co-starred as 007’s ride of choice in the 2006 film Casino Royale and the subsequent 2008 installment, Quantum of Solace.
As the old saying goes, “the English are different.” Nowhere is this more evident than with the best British motorcars, which are traditionally a beguiling blend of racing-inspired performance and private-club-like luxury. One of the best examples of the genre is the elegant and thoroughly modern Aston Martin Vantage, which is invigorated for the 2011 and 2012 model years with the introduction of limited-production V8 Vantage S coupe and convertible models and a V12 Vantage coupe.
Built by craftspeople at the company’s headquarters at Gaydon in rural Warwickshire, England, the Vantage is Aston Martin’s smallest, nimblest and most-affordable model. This stylish low-slung two-seater is engineered to take on competitors like the BMW M6, Maserati GranTurismo, Porsche 911 and similar athletically exotic sports cars, but with a decidedly British accent.
With its long hood and wide front grille, the Vantage’s sleek bodywork bears more than a passing resemblance to its larger showroom sibling, the DB9. Constructed from a combination of steel, aluminum and composite body panels, this shell is draped over a lightweight, yet structurally rigid, bonded aluminum structure that affords exceptional agility and ride comfort. The coupe versions’ rear hatchback design (with a fairly generous luggage shelf located behind the seats) adds an element of cargo-carrying practicality not typically found among small sporty cars.
The V8 Vantage S gets distinguishing visual tweaks like a carbon fiber front bumper, a larger front air intake, side sills, a revised rear bumper and specific V-spoke wheels. The V12 Vantage is available in a special edition Carbon Black version that features handcrafted black metallic paint, black leather upholstery and interior trim, carbon fiber side strakes and – you guessed it – black wheels.
The V8 Vantage comes powered by a hand-assembled all-aluminum 4.7-liter V8 engine that generates a spirited 420 horsepower; this is bumped up to a slightly quicker 430 horses in the V8 Vantage S models. Expect a 0-60 time around five seconds. Meanwhile the V12 Vantage amps up the acceleration a bit with the 510-horsepower 6.0-liter V12 that otherwise resides under the hood of the DBS; it’s responsible for about a quarter-second quicker 0-60 time than the V8.
A close-ratio slick-shifting six-speed manual transmission is the standard transmission on the V8 and V12 Vantage models and remains the gearbox of choice for motoring enthusiasts. A smooth and sophisticated automated manual gearbox produces super-fast gearshifts in either automatic or manual mode, with the latter via steering wheel paddle shifters. It includes features like corner detection (to hold a gear while cornering), hill-descent detection (to hold a low gear while driving downhill) and “comfort” and “sport” shift settings. Meanwhile, the V8 Vantage S debuts a new “Sportshift II” seven-speed automated manual that weighs less and affords a quieter ride at cruising speeds than the six-speed version. It likewise features a sport mode that affords more-aggressive throttle response and a throatier exhaust note. We expect this transmission to find its way in other Aston Martin models within the coming year.
The Vantage’s rear-mounted transaxle contributes to a nearly ideal 49/51 percent front-to-rear weight distribution with a low center of gravity; combined with a double-wishbone aluminum suspension and 19-inch alloy wheels and high-performance tires, this translates into superlative handling and responsiveness. The V8 Vantage S brings to the table a quicker 15:1 steering ratio, larger-diameter front brake discs with six-piston calipers, stiffer shocks and springs, and wider rubber at the rear wheels.
Inarguably an admirable performer, the Vantage doesn’t scrimp in the safety department, either. Dual-stage-deploying front airbags with occupant-sensing technology and side-impact airbags combine with a specially engineered passenger cell to protect its occupants in a crash. Oversized four-wheel-disc antilock brakes with Emergency Brake Assist and Electronic Brakeforce Distribution functions, Dynamic Stability Control and Traction Control assure secure cornering and stopping abilities to help the driver avoid a collision in the first place.
The car’s handcrafted interior is both handsome and posh in the British convention of quiet elegance, with its sport seats both comfortable and supportive through even the sharpest turns. The cockpit sports aluminum-finished gauges and trim and is finished in rich leather upholstery, with myriad color, stitching and trim combinations available.
The V8 Vantage and Vantage S Roadsters feature a lined and insulated power-operated convertible top that stores beneath a metal tonneau cover.
The standard audio system includes an auxiliary jack for connecting iPods and other portable MP3 players; audio controls are incorporated into the steering wheel for added convenience. An optional 1,000-watt Bang & Olufsen array rivals some of the best living room audiophile systems in terms of its sound quality. Also available are amenities like front parking proximity sensors, a Bluetooth hands-free cell-phone interface and a satellite navigation system for the directionally challenged.
Aston Martin Vantage Quick Facts
Engine 4.7-liter V8, 6.0-liter V12
Horsepower 420 @ 7,000 rpm, 430 @ 7,300 rpm, 510 @ 6,500 rpm.
Torque 346 @ 5750 rpm, 361 @ 5,000, 420 @ 5,750
City/Highway MPG 11/17-12/19
Transmission 6-Spd Manual, 6-Spd Auto Manual
Drive Rear
Wheelbase 102.5 in
Overall Length 172.5 in
Width 73.5 in
Height 49.5 in
Curb Weight 3595 lbs
MSRP $120,750 – $194,995
Did You Know?
While Aston Martin’s rich heritage – it dates back to 1913 – makes it among the most “British” of all motorcar companies, it’s changed nationalities in whole or in part several times over the last four decades. After an extended period of shuffling stewardship the company regained stability and established its current direction under ownership by Ford Motor Company from 1994-2007. Ford subsequently sold Aston Martin to consortium that includes two Kuwati investment companies as its major investors. Dr. Ulrich Bez remains CEO of the company, a position he’s held since 2000.
Automakers seem to have become smitten with the practice of slicing and dicing segments into sub-segments and niches in recent years like soft-drink companies that now offer eight-to-10 varieties of their core beverages. How else to explain genres like the “four door coupe” or a “compact sports luxury crossover SUV?” This is even beginning to take place in the exotic-car segment, with the new-for-2012 Aston Martin Virage coupe being the latest example.
At $210,000, the Virage is slotted in Aston Martin’s lineup just above the $189,000 DB9, but much farther below the $273,000 DBS, and like both of those models is a low-slung sports car that packs a potent V12 engine. In a more proletariat automaker’s lineup a difference of $21,000 could well separate its least- and most-expensive models, but in the world of exotic sports cars it’s essentially tip money. Still, the Virage represents yet another choice for affluent auto enthusiasts and those dreaming of winning the lottery, and more is always better, right?
Taken on its own, the Aston Martin Virage is a stunning piece of work, either in coupe or Volante convertible varieties. In design and nature it deftly treads the fine line between flat out sports car and grandly luxurious Gran Touring coupe, and perhaps more so than its aforementioned showroom siblings.
The Virage takes the basic A-M styling formula of a wide and low grille, long hood, muscular fenders, so-called “swan wing” doors and tallish rear-end treatment and freshens it with some added curves and creases and new LED rimmed projector-style bi-Xenon headlamps.
The company’s familiar hand-built 6.0-liter V12 is tuned here to produce an ample though not necessarily overwhelming 490 horsepower and 420 pound-feet of torque with an attention grabbing exhaust note that is at the same time both sweet and throaty. A rear mid-mounted six-speed “Touchtronic” automatic transmission is the only available gearbox; while it offers a largely adequate manual gear-select mode – via magnesium leather clad steering wheel-mounted paddle shifters – those who prefer the unfettered control only a true stick shift affords will have to look elsewhere.
The Virage can make the leap to 60 mph in 4.5 seconds. While that’s still quick, it falls around a second short of other sports cars in its price class, like the Ferrari 458 Italia, as well as some far less costly models like the Chevrolet Corvette ZR1 and Nissan GT-R. Few motorists would ever notice the difference, especially in everyday driving, but, again, those seeking ultimate bragging rights will have to look elsewhere.
Fortunately the Virage is built for more than just straight-line acceleration. Riding on a lightweight, yet rigid, aluminum space frame, the car is built low and wide, with a perfect 50/50 percent front-to-rear weight balance to afford engaging and refined road manners. Riding on 20-inch wheels and Pirelli P Zero performance tires, its steering is quick and nimble – especially for a car of its relative girth – with ample feedback given back to the driver through the wheel. And at that, the convertible version gives up nothing in terms of athleticism or structural rigidity to the coupe.
With a double-wishbone suspension at all four corners, a new Adaptive Damping System automatically adjusts the shock absorbers in response to changing road and driving conditions according to no less than ten selectable stiffness settings. Aggressive drivers will want to choose the tautest suspension setting and engage the car’s “Sport” mode, which enables a sharper throttle response and faster gear changes while also holding the gears a bit longer before up shifting. The car’s stability control system can likewise be switched into a “Track” mode that delays intervention to allow for some rear-end drifting in tight turns. Carbon ceramic matrix brakes are standard (which is rare even among exotics) for ultimate stopping abilities.
Inside, a snug-fitting cabin treats occupants to hand-stitched Bridge of Weir leather upholstery with a pinstripe welt that flows down either side of the dashboard and along the seat and door to create a sweeping effect. With a choice of six separate trim treatments, Aston Martin says it takes over 70 person-hours to create the Virage’s plush interior. The coupe comes with a back seat, but it’s mostly there for show, being virtually inhospitable for humans; it can be deleted at the factory if desired for the sake of added cargo space.
The Virage also comes with a full complement of high-tech features, including a navigation system developed with GPS giant, Garmin that comes with a 6.5-inch high-resolution display screen. Other standard amenities range from heated seats and a Bluetooth mobile phone interface to front and rear parking sensors and a 700-watt audio system with satellite radio and full iPod integration. Unfortunately dashboard ergonomics aren’t the car’s strong suit, with the nav system’s odd joystick control being particularly perplexing.
Still, BMW has long endured with a less than hospitable human interface for its gadgetry, and cars in this class aren’t usually considered for or against because of their switchgear. While some may think Aston Martin is slicing its exotic car niche a hair too thin with the Virage, it is a welcome addition to the line and is well worth considering for those who desire the classic British motoring experience as expressed in a thoroughly contemporary package.
Aston Martin Virage Fast Facts
Engine 6.0-liter V12
Horsepower 490 @ 6,500 rpm
Torque 420 @ 5,750 rpm
City/Highway MPG NA
Transmission 6-Spd Automatic
Drive Rear
Wheelbase 107.9 in
Overall Length 185.9 in
Width 75.0 in
Height 50.5 in
Curb Weight 3,935 lbs
MSRP $209,995 - $223,295
Did You Know?
The Aston Martin Virage’s name is taken from a French noun that can mean either a curve in the road or a shift in orientation. Aston Martin’s use of nomenclature beginning with the letter “V” dates back to the optional “Vantage” engine originally offered on the 1950s-vintage DB2.
Debuting at the 2006 Paris Motor Show and based on the Le Mans concept car from 2003, the limited production Audi R8 is the brand’s costliest model to date. This racy mid-engine two-seater can run with some of the quickest European supercars, yet remains well mannered enough for an affluent enthusiast’s daily commute. Its product line has expanded in recent years to include a V8-powered coupe as well as a V10 coupe and Spyder convertible.
Hand-built on an all-aluminum space frame body and chassis design, it shares some of its engineering DNA with the Lamborghini Gallardo (like Audi, Lamborghini is a part of the Volkswagen Group). While the R8 carries its own version of Audi’s trademark trapezoidal front grille, it carries a much more futuristic look than any of the brand’s other models. About as long as a Porsche 911, but several inches lower and wider, it’s stridently styled, with oversized air inlets mounted just below a pair of reflector beam headlamps and large side-blade scoops at the leading edge of the rear fenders.
A sweeping glass roof panel drops dramatically reward to reveal the car’s mid-mounted powerplant, which is illuminated when the doors are unlocked by white LEDs for a dramatic curbside effect. A power-extendable rear spoiler provides additional aerodynamic downforce at speeds over 62 mph and affords additional visual drama.
The R8 4.2 quattro coupe and Spyder pack a high-revving 4.2-liter V8 engine that employs Audi’s direct-injection technology to generate a tire scorching 420-horsepower and 317 pound-feet of torque, which affords a 0-60 mph run of 4.4 seconds and an arrest-inducing top speed of 196 mph.
Meanwhile, the 5.2 quattro versions up the ante with a beefier 5.2-liter V10 powerplant that’s otherwise found in the competition R8 LMS GT3-class racecar. It starts with a ferocious exhaust note and produces a heart-pounding 525 horses and 391 pound-feet, which is sufficient to propel the car to 60 mph from a standing start in a sudden 3.7 seconds; it tops out at “just” 194.4 mph. Despite the extra two cylinders and over 100 added horsepower, Audi engineers have managed to keep any weight penalty with the V10 minimal.
Either engine can be mated to a choice of two transmissions, a surprisingly adept and smooth-shifting six-speed manual or Audi’s outstanding “R tronic” dual-clutch sequential-shift gearbox. The latter affords a choice of fully automatic operation or manual gear changes, via either steering-wheel-mounted paddles or the console gear selector, and includes a Sport mode to deliver manual shifts as quick as a mere 0.1 seconds.
New for 2012 is a higher-performance limited-production R8 GT model that uses carbon fiber to trim 180 pounds of mass and packs an even-more-insane 560-horsepower/398 pound-feet version of the 5.2-liter V10 along with the R tronic transmission. A convertible R8 GT Spyder version is said to be in the works for model-year 2013.
A racing-inspired double-wishbone-design suspension is engineered to be able to careen the R8 through the sharpest turns with precision and authority. It rides on 18-inch aluminum wheels and performance tires, with 19-inch rims and rubber alternately available.
As is Audi tradition, the R8 includes a sport-tuned version of the company’s acclaimed “quattro” all-wheel-drive system that’s rear-biased to maintain a sportier feel, shifting power front to rear as necessary to maintain maximum grip on either wet or dry pavement. Here the system can send anywhere from 65 to 90 percent of the engine’s power to the rear wheels with the V-8, and between 85 and 70 percent with the V-10. Fitted with the right tires, the R8 can be driven all winter.
A standard magnetic ride system that’s sourced by General Motors does a stellar job of maintaining a pliant ride while delivering appropriately crisp handling. It uses a proprietary damper design to govern wheel and body motion via “magneto-rheological” fluid in each of the car’s shock absorbers – this is oil that’s infused with lots of tiny metal balls, the viscosity of which (and, in turn, the stiffness of the shock absorbers) is affected by a magnetic current. The system can further accentuate either the car’s ride smoothness or sheer handling performance according to a choice of “normal” or “sport” settings. The 5.2 quattro’s suspension is specifically tuned to handle the V10’s added horsepower.
Massive disc brakes with eight-piston calipers at the front and four pistons at the rear should continue to help corral all of the 2012 Audi R8’s horses swiftly and smoothly. Carbon ceramic brakes are optional for greater stopping power and added durability.
Like most cars of its ilk, the R8’s snug two-seat interior makes it one of the least-practical rides on the road, with ingress and egress that can be a challenge for the less limber. Still, it’s nicely designed on the inside, with the dashboard and center stack of controls achieving a jet fighter cockpit-like look, with a dashing red trim line that accents the instrument cluster and gearshift knob. Supportive and supple heated sport seats can be trimmed in either a leather/Alcantara combination or in full leather, with distinctive bucket seats also available. There’s enough storage space behind the seats to hold the requisite two golf bags (in addition to some token storage up front). Buyers can choose between piano black or carbon fiber interior and exterior trim items to differentiate what is already a highly noticeable look.
As befits a car that’s priced well into six figures, the Audi R8 comes loaded up with all the expected convenience features, including automatic air conditioning, power heated seats, a five-channel audio system with satellite radio and an auxiliary input for connecting iPods and other devices, Bluetooth hands-free cell-phone interface and a garage-door opener. Seat-mounted side-impact airbags are also included.
The Audi R8 likewise offers an assortment of options (though far fewer than in many of Audi’s other models), including a navigation system with Audi’s MMI multimedia control interface and real-time traffic information, a 12-speaker Bang & Olufsen surround-sound audio system and a rear view camera with acoustic proximity warnings to make parking easier and safer.
Those having the deepest pockets can customize the R8 with a long list of extra-cost leather and trim treatments – including carbon fiber exterior sideblade panels and interior inlays – that can boost the price by as much as $20,000.
The R8 truly stands out favorably in an exotic car segment that’s populated with some of the world’s most exclusive rides. While not cheap, it could be considered something of a bargain for the visual and visceral excess with which it treats its well-heeled owners. It could be argued that one who can afford and chooses to spend this much for a car that delivers virtually unachievable limits of performance is more about acquiring style than substance. So be it, the R8 delivers both in abundance.
Audi R8 Quick Facts
Engine 4.2-liter V8, 5.2-liter V10
Horsepower 420 @ 7,800 rpm, 525 @ 6,000 rpm, 560 @ 8,000 rpm
Torque 317 @ 4,500 rpm, 391 @ 6,500 rpm, 398 @ 6,500 rpm
City/Highway MPG 12/19-13/19
Transmission 6-Spd Manual, 6-Spd Auto Manual
Drive AWD
Wheelbase 104.3 in
Overall Length 174.6 in
Width 75.0 in
Height 49.3 in
Curb Weight 3,362 lbs
MSRP $114,200 - $156,600
Did You Know?
Only about 20 R8s are hand assembled each day at Audi’s facility in Neckarsulm, Germany. The car shares both its styling inspiration and design team with Audi’s Le Mans racing program. The R8 5.2 quattro was the first vehicle in the world to use LED lighting for all headlamp functions, including high and low beams, daytime running lights and turn signals. The lamps emit a 6,000-degree Kelvin color temperature, which is close to that of daylight. Audi is reportedly readying an all-electric version of the R8 for the 2013 model year, to be called the R8 e-tron. Only about 1,000 will reportedly be built at a price that will top the R8 line. Reportedly measuring in at around 6.7 inches shorter than the gasoline-powered R8, the e-tron will pack four electric motors and be able to accelerate to 100 km (62 mph) in an estimated 4.8 seconds.
BMW has long held bragging rights to the upper echelon of the compact sports market with its high-performance M3 series. The Audi S5 coupe challenges the M3’s authority with a powerful V8 engine and other assorted upgrades over the model upon which its based, the A5. That model is essentially a two-door version of the A4 sedan. A Cabriolet convertible version of the S5 was added to the line for model-year 2010, packing an only nominally less powerful supercharged V6 engine.
Much of the S5’s sleek styling – which was inspired by the striking Nuvolari Quattro concept coupe that graced the auto show circuit in 2003 – is carried over from the A5, but with a few touches that add up to a more-aggressive look. Here the brand’s signature outsized trapezoidal grille is finished in platinum grey and is fitted with vertical chrome inlays. It’s flanked by wide headlamps and larger lower air intakes, with bulging wheel wells and a flowing beltline at the sides and a squared-off rear-end treatment; the latter features a more-pronounced rear spoiler lip than on the A5, with quad exhausts below.
For 2011, the coupe offers a new Titanium Package that includes titanium-finish wheels, and specific black grille, window and interior trim treatments.
The coupe’s direct-injection 4.2-liter V8 engine produces 354 horsepower and can it to 60 mph in 4.9 seconds, which makes it a full tick quicker than the V6-powered A5. The convertible and its 333-horsepower supercharged 3.0-liter V6 engine is nearly as speedy, with its 325 pound-feet of low-end torque helping to afford a 5.1-second 0-60 mph sprint. The V8 can be mated to either a six-speed manual transmission or a six-speed Tiptronic automatic with manual gear selection. The sole gearbox offered with the V6 is a sophisticated quick-shifting dual-clutch seven-speed gearbox that can either operate in full manual mode or be shifted manually via steering wheel-mounted paddles. This transmission is a welcome addition to the line and we can only hope it eventually finds its way into the standard A5 as well.
The Audi S5’s design places the engine closer to the center of the vehicle than in the S4. In addition to allowing a shorter front overhang, the automaker says this configuration results in better front-to-rear balance and improved driving dynamics. To that end the S5 rides on a specially tuned sports suspension and 19-inch wheels and performance tires; while this setup maximizes the car’s handling abilities, it does so at the expense of a rougher ride than the A5 affords.
The S5’s performance is further enhanced by the automaker’s standard “quattro” all-wheel-drive system. Here it’s rear-biased on a 40/60 front-to-rear ratio for sportier handling than the usual 50/50 setup affords; the system can send additional power front or rear as needed on a continuous basis, both for added foul-weather traction and to maximize the car’s dry-pavement cornering abilities. The S5’s standard stability control system can be deactivated in two stages to allow a varying degree of wheel spin for more-aggressive cornering without intervention. Beefed-up four-wheel-disc antilock brakes come with black-painted calipers.
Audi’s Drive Select Control system is optional, and is more or less the automaker’s answer to BMW’s M Drive. It allows a driver to adjust the operating character of the engine, automatic transmission, steering system and the included active-damping suspension to emphasize either a smoother ride or more-tenacious handling. It’s packaged with a speed-dependent variable gear-ratio steering system that adjusts ratios on a continuous basis for optimum performance; it can also make rapid, minor steering adjustments to the front wheels under certain circumstances automatically for increased control.
The S5’s leather-clad interior is handsomely cast with a cockpit-like dashboard design and a choice of wood, carbon, aluminum or stainless steel trim. It’s distinguished from the A5 by virtue of its grey gauges, aluminum sill plates and supportive sport seats. Two passengers can ride in the rear, though taller riders will have issues with the diminished headroom that’s a byproduct of the car’s sharply sloping roofline. Front, front-side and side-curtain airbags that cover both rows of seats are standard on the Audi S5.
The latest version of the automaker’s MultiMedia Interface is included, which uses a joystick-like knob and LCD display screen to control things like the audio, climate control and optional navigation system. It’s not as confounding as past versions of BMW’s iDrive system, but it’s still more complex to operate than would be a conventional array of buttons and knobs. An auxiliary input to play portable music devices through the car’s audio system is included.
Coming fully featured, the S5 includes an Advanced Key keyless entry starting system that stores select vehicle data, such as warning messages from the vehicle’s information center and the car’s current mileage, to make servicing easier. Top-shelf options include Adaptive Cruise Control (to maintain a set speed and distance from the traffic ahead), Audi’s Side Assist blind-spot detection system, a rear backup camera, HD radio, and a 14-speaker premium audio system from Danish hi-fi specialist Bang & Olufsen.
The S5 has great appeal, both to performance enthusiasts who don’t otherwise want a low-slung sports car and are looking for an enlightened alternative to a BMW M or Mercedes-Benz AMG. The only drawback is a steep sticker price.
Audi S5 Quick Facts
Engine 4.2 Liter V8, 3.0-liter Supercharged V6
Horsepower 354 @ 6,800 rpm, 333 @ 5,500 rpm
Torque 325 @ 3500 rpm, 325 @ 2,900 rpm
City/Highway MPG 16/24
Transmission 6-Spd Manual, 6-Spd Automatic, 7-Spd Auto Manual
Drive AWD
Wheelbase 108.3 in
Overall Length 182.1 in
Width 73.0 in
Height 54.0 in
Curb Weight 3,858 lbs
MSRP $53,650-$59,050
Did You Know?
Established by August Horch in Zwickau, Germany in 1910 as a builder of luxury motorcars, Audi derives its name from a Latin translation of its founder’s moniker which, in German, means “to listen.”
Receiving a mid-cycle update for model year 2011 that includes subtle styling changes and a welcome increase in power, Audi’s roundly styled TT sports coupe and convertible remains a standout, both in terms of its overall appearance and its lively performance.
Up front, Audi’s now-signature trapezoidal front grille is flanked by large air intakes and distinctively cast headlamps, with a dozen LEDs serving as daytime running lights. An otherwise unobtrusive spoiler at the rear automatically extends at speeds over 75 mph to help maintain the car’s stability (and act as a visual cue to car-savvy highway troopers that the car is exceeding most speed limits). The 2011 edition sees a revised bumper, front grille and fog lamps that help refine its front-end treatment a bit.
Sixty-nine percent of the car’s exterior is fabricated from aluminum to help maintain a relatively low curb weight, which translates into added performance with decent fuel economy.
The TT comes powered in its base form by Audi’s turbocharged and direct-injected 2.0-liter four-cylinder engine, which for 2011 produces a modestly increased 211 horsepower, but with a far stronger 258 pound-feet of torque to ensure quicker launches and plenty of highway passing power on demand. The new engine shaves the TT’s 0-60 mph time by over a second to just 5.3 seconds; top speed is electronically limited at 130 mph.
The higher-performance TTS versions include a tweaked version of the turbo 2.0 that generates a more-generous 265 horses, but with the same 258 pound-feet of torque. While the car’s off-the-line abilities are only nominally improved, at a 0-60 mph time of 4.9 seconds, it keeps on going when the standard version runs out of steam, boasting a 155 mph top speed (also electronically limited so as not to overtax the tires). This version further includes a revised suspension and a high-performance braking system.
A six-speed “S tronic” dual-clutch sequential-shift transmission is the only available gearbox; it affords a choice of fully automatic operation or ultra-quick manual shifting, via either steering-wheel-mounted paddles or the console gear selector.
As if that’s not enough muscle, top-range TT RS coupe and convertible variants will join the line for model-year 2012, packing a turbocharged and direct-injected 2.5-liter inline five-cylinder powerplant that channels a full 340 horsepower and 331 pound-feet of torque to the pavement. A six-speed manual transmission and other performance-minded enhancements will come standard on the TT RS, which should be one quick ride, with 0-60 mph runs clocking in at the mid four-second range.
Standard across the line is Audi’s quattro all-wheel-drive system, which both improves the car’s footing on slippery road surfaces and enhances the TT’s cornering capabilities on dry pavement. Here, the system normally sends 85 percent of the engine’s power to the front wheels, and can send up to 100 percent torque to either axle as necessary to maintain traction. Stability control is standard to further protect against spinning out in high-speed or emergency handling maneuvers. Eighteen-inch wheels and tires are standard on the base version, with 19-inch rims and rubber optional there and included with the TTS.
Standard on the TTS and optional on the base models is a magnetic ride system supplied by General Motors that helps the car deftly tread the line between delivering sporty handling and a relatively smooth ride. Here, wheel and body motion is controlled via “magneto-rheological” fluid in each of the car’s shock absorbers that’s essentially oil that’s been infused with lots of tiny metal balls, the viscosity of which (and, in turn, the stiffness of the shock absorbers) is affected by a magnetic current. The system can further accentuate either the car’s ride smoothness or sheer handling performance according to a choice of “normal” or “sport” settings. For 2011, engaging sport mode further stiffens up the steering and makes the exhaust note sound more aggressive.
Inside, the TT offers supportive sport seats, metal brake and accelerator pedals and a Nappa leather-wrapped sports steering wheel that’s flat-bottomed to make getting in and out of this low-slung sportster a bit easier (at least for those lithe enough to be able to climb into it in the first place). For 2011 the car sees minor interior revisions that are highlighted by updated aluminum accents on the steering wheel, center console and door panels. The coupes include minute back seats, but rear legroom is virtually nonexistent; at least the seatbacks fold down on a 50/50-split basis to maximize the car’s otherwise nominal cargo capacity. The convertibles are strictly (and wisely) two-seaters.
The TT comes reasonably well equipped with amenities like automatic air conditioning, satellite radio, Bluetooth hands-free cell-phone interface and multi-function steering wheel controls. The TTS models add supportive leather/Alcantara sport seats, unique instrument-panel gauges and assorted upgrades.
The car’s CD audio system is menu driven, and is similar in operation to the MultiMedia Interface system found on other Audi vehicles, where it works well enough, but not as handily as separate buttons and knobs. A navigation system with real-time traffic information, heated seats, rear parking alerts and assorted interior upgrade packages are optional.
The TT remains a thoroughly modern ride that delivers pleasing performance with good fuel economy and a welcome dash of pizzazz that’s a departure from the retro muscle-car styling and exotic-car visual excesses that proliferates among sports cars these days.
Audi TT Quick Facts
Engine 2.0-liter 4-Cyl Turbo
Horsepower 211 @ 4,300 rpm, 250 @ 6300 rpm.
Torque 258 @ 1,800 rpm, 236 @ 2500 rpm
City/Highway MPG 22-31
Transmission 6-Spd Auto Manual
Drive AWD
Wheelbase 97.2 in
Overall Length 164.5 in
Width 72.5 in
Height 53.2 in
Curb Weight 3,153 lbs
MSRP $38,300-$50,000 (TT RS: NA)
Did You Know?
The Audi TT takes its name from the prestigious Tourist Trophy motorcycle race held annually on the Isle of Man in Great Britain. NSU Motorenwerke, a predecessor manufacturer to what is now Audi began competing in the race as early as 1911. The current TT also takes its name from NSU 1000TT, 1200TT and TTS cars from the 1960’s, though it is alternately said to stand for “technology and tradition.”
Available as either a coupe or convertible, the BMW 1 Series is essentially a less-opulent version of the venerable 3 Series for enthusiasts on a budget. Fortunately, it preserves all of the 3 Series’ inherent goodness in a “back to basics” approach; unlike its showroom sibling, the 1 Series isn’t offered as either a sedan or a station wagon, nor is it available with a diesel engine (at least not in the U.S.) or all-wheel drive.
The line receives minimally freshened styling for model-year 2012 with headlamps that now incorporate a string of LED running lights. But the big news is the addition of a higher-performance 1 Series M Coupe (shown above) that takes this small and snappy car to new levels of performance.
The 1 Series rides on a wheelbase that’s about four inches shorter than the 3 Series, and is nearly 10 inches shorter, overall. It weighs around 100 pounds less than its larger sibling and is slightly narrower and taller; interior room is equivalent between the 1 and 3 Series cars, though the former has a slightly larger trunk. Importantly, the cost of entry is substantially less compared to the 3 Series, particularly the convertible, which comes with a less-expensive cloth top instead of a retractable hardtop.
The car’s two base powertrains carry over from the 3 Series, which means the 128i versions come powered by a peppy 3.0-liter inline-six-cylinder engine that puts out 230-horsepower and 200 pound-feet of torque, while the 328i models pack a turbocharged and direct-injected 3.0-liter inline six-cylinder engine that generates a full 300 horses and 300 pound-feet. The standard transmission is a slick shifting six-speed manual, which should be the gearbox of choice here. Optional for the clutch averse in the 128i is a six-speed automatic transmission that can be taken through the gears manually; the 330i offers a seven-speed automatic that adds an extra cruising-speed gear. Zero-to-60 mph times (6.1 and 5.3 seconds, respectably) are equivalent to comparable 3 Series models.
The 1 Series’ front suspension includes the automaker’s double-pivot strut design, while the rear suspension boasts a five-link setup. An optional sport suspension comes with larger wheels and tires to afford incremental better handling abilities, but most buyers will be content with the standard setup. Either way, the 1 Series delivers crisp, neutral handling for spirited driving with a ride that’s a little on the harsh side, but not necessarily jarring. BMW’s Active Steering system, which automatically increases the angle of the front wheels through the turns for quicker response, is an unnecessary option as it feels a bit artificial.
Dynamic Stability and Traction Control are included to help keep all four wheels planted firmly on the pavement at all times, and are calibrated to intervene later and less obtrusively than in most vehicles to allow enthusiastic drivers a bit more wheel-spin through the curves for livelier handling.
While the new 1 Series M Coupe isn’t quite as commanding on the spec sheet as its showroom sibling, the M3, it’s every bit as quick in the real world, coming powered by a twin-turbocharged version of the 135’s 3.0-liter six-cylinder engine that produces 335 horsepower and 332 pound-feet of torque. When pushed to the max, an overboost mode can produce as much as 369 pound-feet of torque for massive passing power. A six-speed manual transmission is the only available gearbox here. Tipping the scales at around 600 pounds lighter than a standard-issue M3 coupe, BMW claims the M1 can register an equivalent 0-60 mph time of 4.7 seconds.
The 1 Series M Coupe rides on a slightly wider track than the rest of the 1 Series line and shares its aluminum suspension components with the M3; it also comes with beefier brakes, lightweight 19-inch wheels and high-performance tires and minor distinguishing styling cues.
Across the board, the 1 Series’ interior is simple and tastefully styled, with all buttons and switches clearly marked and within easy reach. The front seats are well bolstered, with sufficient legroom for two full-sized adults. The same cannot be said for the back, seat, however, which is suited only for small children or grocery bags. Front, front-side and side-curtain airbags that cover both rows of seats are standard in the coupes. The convertibles come only with front- and side-airbags, but feature small roll bars that popup automatically to protect occupants’ heads should the vehicle rollover in an accident.
While the 1 Series leaves a handful of features off the standard and optional equipment lists, it still comes well equipped with most essential amenities, including an input jack on the standard audio system for connecting iPods and other portable audio devices.
Available features include a heated steering wheel, various audio upgrades and a GPS navigation system that includes the latest version of BMW’s media control system. It also comes with a subscription-based Google Maps function that allows motorists to search for restaurants, hotels, service stations, banks, supermarkets, cinemas and public facilities by keyword, then at the push of a button initiate route guidance and/or place hands-free calls to the selected site via a Bluetooth-enabled cell phone.
BMW 1 Series Quick Facts
Engine 3.0-liter 6-Cyl, 3.0-liter 6-Cyl Turbo,
3.0-liter 6-Cyl Twin-Turbo
Horsepower 230 @ 6,500 rpm, 300 @ 5,800 rpm,
340 @ 5,900 rpm
Torque 200 @ 2,750 rpm, 300 @ 1,400 rpm,
332 @ 1,500 rpm
City/Highway MPG 18/25-20/28
Transmission 6-Spd Manual, 6-Spd Automatic,
7-Spd Automatic