Pagani Zonda

Specifications

Engine	Mercedes-Benz AMG 12 cylinder V 60°; 48 valves; displacement 7291 cc
Max. Power	(kW) hp/rpm: (443) 602/6150
Max. Torque	Nm/rpm 760/4000
Weight-to-Power ratio	2,04 kg/hp
Clubsport-version*	(kW) hp/rpm (478) 650/6200; Nm/rpm: 780/4000; weight-to-Power ratio: 1,89 kg/hp
Intake manifold	Aluminium hydroformed alloy/avional MHG-System; exhaust manifold in hydroformed steel/inconel
Transmission	Longitudinal mid engine; rear wheel drive with self-locking differential
Clutch	Twin plate clutch
Gearbox	Mechanical 6 speed (+ reverse)
Brakes	4 ventilated Brembo disks, hydraulic power brake
Steel brakes	Front 380x34 mm 6 piston caliper; rear 355x32 mm 4 piston caliper
Carbon-ceramic brakes*	Front 380x34 mm 6 piston caliper; rear 380x34 mm 4 piston caliper
Steering	TRW rack and pinion power assisted
Wheels	Forged aluminium/magnesium alloy APP wheels; 19” front, 20” rear
Tyres	Michelin Pilot Sport 2: front 255/35/19; rear 335/30/20
Suspensions	4 independent wheels with double A-arm; pull rod helical springs and Öhlins adjustable shock absorbers; anti-roll bar; aluminium/magnesium alloy suspension arms
Structure	Central carbon fiber chassis; front and rear Cr Mo space frames; carbon fiber “MD System” bodywork panels
Dimensions	Length 4435 mm; width 2055 mm; height 1141 mm; wheelbase 2730 mm; dry weight 1230 kg (without Comfort Pack and with CCM brakes)
Weight distribution	46% front; 54% rear
Downforce	~600 kg at 300km/h (Clubsport version); downforce distribution: ~270 kg front; ~330 kg rear
Vehicle-Diagnosis*	TMD remote diagnosis; Texa Mobile Diagnostic
Safety	ABS/Traction Control Bosch; central carbon fibre safety; cell with steel and carbon fibre roll bar; front and rear impact energy absorbing structure in carbon fibre and Cr Mo
Performance	Acceleration 0-100 km/h 3,6 sec.; 0-200 km/h 9,8 sec.; Lateral g’s: 1,4 g with SPORT setting; Braking 200-0 km/h: 4,4 sec.; Top speed: > 345km/h

Zonda F was designed to reflect the shared philosophy between Horacio Pagani and world champion race driver Juan Manuel Fangio, which entails a commitment to a mission, a vision and a goal without neglecting essential concepts such as lightness, safety, performance and inventiveness. Their tight friendship, which was soon heading far beyond the simple desire for a Mercedes-Benz engine, reached its highest point in 2005 with the creation of the Zonda F supercar, with logo, design concept and name entirely dedicated to Fangio.
The Pagani atelier, therefore, takes its design inspiration from the Fangio model and the outcome is an innovative and exclusive creation featuring a 12-cylinder Mercedes-AMG 12 engine, more evolved and lightweight, astonishing and fascinating compared to its predecessors, with maximum output power of 650 HP and 780 Nm torque. By following this path, Pagani manages to achieve a rare gem of luxury, endowed with character, style and a personality of its own, which reflects not only the artisan touch of its creator, but also his very inspiration.

Zonda F is the first car ever to display, upon client’s request, an exclusive bodywork in natural surface carbon fibre, according to a project philosophy which is just as transparent, pure and natural.
Moreover, the staff at the Pagani atelier convey to the client the same love for tradition and the same passion for historic race cars like those driven by the fabulous Fangio, thanks to the great professionalism and attentive care towards interior details, like the Nardi steering wheel in precious wood finished by hand or the new dashboard inspired to the art and craft of antique master clockmakers.

Zonda F is an extremely lightweight car, achieved by the utilization of parts made of titanium, aluminium and inconel.

The length of the intake manifolds are optimized for more sophisticated power regimes and shapes, thanks to the aid of the Hydroforming technology used in high-pressure moulding. The airbox contour has been developed to achieve a uniformly distributed airflow across the bench, according to a design that could be easily integrated into this unique car. By positioning the exhaust manifolds in a predetermined area, in compliance with the Formula 1 standards, the exhaust system itself ensures an enhanced flow of gas emissions.


When you're racing for the quickest team in Formula 1, you're basically as big of a star as they come. Lewis Hamilton is not only one of the best race drivers in history, but also one of the most popular, and his personal car choices reflect that.

Of course, what do you drive when you're not racing a state of the art Mercedes GP hybrid Formula 1 car? Or better yet, what do you drive for pleasure? Is there anything that can even remotely come close to that?

Well, performance wise no. Nothing that would come close. But you can maybe do 'close enough', especially if it's something that appeals to the driver in you, something that will keep you on your toes and make sure you're not just looking for a joyride. We've seen Lewis out and about in everyday cars such as a Maserati GranCabrio or a Shelby Cobra 427 Super Snake, but those are fashion statement cars.

Of course, he's got his SL 65 AMG Black Series, his SLS AMG Black Series, and he probably even has a McLaren MP4-12C stashed away somewhere, but the car he's most famous for driving, other than his grand prix car, is a Pagani Zonda 760LH (where the LH stands for Lewis Hamilton) made specifically at his request.

It's safe to say that car is breathtaking, especially in these recently posted images on his Facebook page, where Lewis tagged it as his '#batmobile'. We can't argue with that! We also know that this amazing piece of engineering produces 760 HP and that it has a manual gearbox, which goes to show not only how much Lewis loves to drive, but also what type of car you'd need in order to feel happy with calling it a "driver's car", when the driver is a two-time Formula 1 champion. 

Mercedes Benz F 015 Luxury

Shared space in tomorrow's world.

In order to provide a foundation for the new autonomous F 015 Luxury in Motion research vehicle, an interdisciplinary team of experts from Mercedes-Benz has devised a future scenario that incorporates many different aspects of day-to-day mobility. Above and beyond its mobility function, this scenario perceives the motor car as a private retreat that additionally offers an important added value for society at large.

“Anyone who focuses solely on the technology has not yet grasped how autonomous driving will change our society,” emphasises Dr Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars. “The car is growing beyond its role as a mere means of transport and will ultimately become a mobile living space.”

Expressive forerunner of a mobility revolution.

The visionary research vehicle Mercedes-Benz F 015 Luxury in Motion was born, a vehicle which raises comfort and luxury to a new level by offering a maximum of space and a lounge character on the inside. Every facet of the F 015 Luxury in Motion is the utmost reflection of the Mercedes way of interpreting the terms “modern luxury”, emotion and intelligence.

This innovative four-seater is a forerunner of a mobility revolution, and this is immediately apparent from its futuristic appearance. Sensuousness and clarity, the core elements of theMercedes-Benz design philosophy, combine to create a unique, progressive aesthetic appeal.

A luxury lounge providing maximum comfort.

Sensual, flowing transitions and warm, organic materials such as open-pore walnut wood, which has been shaped to a three-dimensional veneer, and extremely soft ice-white nappa leather contrast with clearly-defined metal and glass surfaces with a cool and technical feel. The transitions between organic, metal and synthetic materials have been designed using matrix graphics; and the flowing transitions deliver a new, unparalleled feeling of bounteous space. The light-coloured fine wood used for the floor, for example, flows almost imperceptibly into the cool Plexiglass of the side panels thanks to their unusual surface matrix.

The interior as a digital living space.

One core theme of the innovative interior concept is a continuous exchange of information between vehicle, passengers and the outside world. Six displays are installed to this end all around, tastefully mounted in the instrument panel and the rear and side walls, making the interior of the F 015 Luxury in Motion a digital living space – a perfect symbiosis of the virtual and the real world. Passengers are able to interact intuitively with the connected vehicle by means of gestures or by touching the high-resolution screens.

Visual and acoustic signals for greater safety.

The F 015 Luxury in Motion communicates with its surroundings both visually and acoustically. Large LED displays at the front and rear as well as a laser projection system directed toward the front are responsible for the visual part, while the acoustic communication repertoire includes both sounds and specific spoken instructions.

The Mercedes-Benz F 015 Luxury in Motion.

The Mercedes-Benz F 015 Luxury in Motion research car and its immersive user experience is an innovative perspective into the future of mobility.

Mercedes-Benz F 015 Luxury in Motion concept has made its debut at an auto show in Detroit during 2015 NAIAS.
It's perhaps one of the most interesting concepts exhibited this year at the North American International Auto Show and Mercedes-Benz describes it as a "self-driving luxury sedan". Since the car takes care of getting you from point A to point B, the interior cabin was designed to be like a lounge with rotating chairs that can face one another while the six individual displays provide all the necessary controls to access the vehicle's functions. Getting inside the cabin should be a breeze thanks to a 90-degree angle opening of the doors and the absence of a B pillar.
Power comes from a plug-in hydrogen fuel cell electric arrangement consisting of two electric motors mounted at the back producing a combined output of 268 bhp & 294 lb-ft sent to the rear axle. It has received lithium-ion battery cells providing enough juice for 124 miles (200 km) while the hydrogen necessary to produce electricity while on the move is stored in 5.4 kg tanks.
The system is basically an evolution of the hardware found in the 2011 F 125! research vehicle and in this latest application it allows the F 015 Luxury in Motion concept to hit 62 mph (100 km/h) in 6.7 seconds before topping out at an electronically-capped 124 mph (200 km/h). When used as a plug-in hybrid, the concept has a maximum range of up to 684 miles (1,100 km).

Mercedes-Benz took the wraps off a new concept car here at CES this week, and considering the setting, it's appropriately loaded to the gills with technology. The F 015 Luxury in Motion — yes, "Luxury in Motion" is part of the car's name — is basically a sleek pod with a huge passenger compartment, a fortuitous side effect of an imagined future where we spend most of our times chilling out in cars while they drive us around all by themselves. Mercedes actually calls the cabin "lounge-like," thanks to four rotating seats that can face each other. An array of screens throughout the car let passengers interact with controls and entertainment, supporting not-quite-production features like gestures and eye tracking.
One notable feature is the pair of "LED fields" at the front and rear that change color based on the car's current driving mode: white in manual, blue in autonomous. It seems innocuous enough, but it's easy to imagine a future where everyone around you wants to know whether you're driving or your car is — pedestrians, law enforcement, and so on.

The F 015 is relatively light for its size thanks to extensive use of carbon fiber reinforced plastic (CFRP), a material that BMW is using on its high-concept i3 and i8 models. The CFRP goes all the way to drivetrain, in fact: the car runs on hydrogen, and the tanks are made of it. Considering how strong hydrogen tanks need to be in order to survive a crash, that's a vote of confidence.
Toyota, which just announced earlier today that it's opening up thousands of hydrogen and fuel cell patents to try to spur interest in the technology, will undoubtedly be pleased to see that Mercedes is showing a new hydrogen concept here at the show. Infrastructure remains a challenge, though: the network of refueling stations necessary to make these cars viable simply doesn't exist yet.

Ford Mustang GT,,,,,,2015

The iconic Mustang—with its classic pony-car looks and hunkered-down stance—preserves a legacy that defines American motoring. A 300-hp 3.7-liter V-6, a 310-hp 2.3-liter turbo four-cylinder, and a 435-hp 5.0-liter V-8 are all offered with a six-speed manual or six-speed automatic. An independent rear suspension improves its ride and provides better cornering. In either coupe or convertible form, the Mustang appeals without compromising its heritage. For 2015, the GT model made our 10Best list

Last week at our Performance Car of the Year testing, we had a 2015 Mustang GT in our high-horsepower posse. It was...quite popular. Without further ado, here is a collection of our impressions, plus our official test data.

And fret not, there's more to come. Jason Cammisa is at the official launch right now, driving the full lineup of cars. He'll have additional reporting once his seat time is complete.

Much to the aggravation of Web Director Alex Nunez, I'm just not a Mustang kind of guy. Yeah, I wanted a Fox-body 5.0 back in high school when they lived in new-car showrooms and I had never driven one. I'd find out later on that the intoxicating sound and butch looks weren't enough to make up for how poorly it actually drove. The first time I drove something German and nimble, my pony-car fantasies subsided.

The last-gen Mustang was a boatload of fun—especially in Boss 302 form—and a few friends bought them with my honest blessings. That said, I can't deny that much of my praise was given with a "…for a Mustang" disclaimer.
The first thing you'll think when you sit in the new car is the same thing you thought when you saw the outside: whoopdie-doo, it's a Mustang. Inside, it looks like a Mustang, feels like a Mustang, sounds like a Mustang, and smells like a Mustang. I was immediately disappointed. You know, because that sorta thing just isn't my sorta thing.
It all changed the instant the wheels began to turn. It's no exaggeration to say that the new car has kept everything I loved about the last car (that awesome 5.0-liter V-8) and vanquished everything I didn't.
The Mustang is no longer aloof. It's no longer distant, recalcitrant, or wooden. You start moving, and it feels like a compact car. The V-8 revs like a four-cylinder. Rather than denying them completely, the shifter encourages quick shifts. The clutch's takeup is right where, when, and how you expect it to be. The steering is quick enough to be lively, relaxed enough not to be neurotic.
There's power everywhere. And then there's that new independent rear suspension. At long last, an independent rear. What that means, mostly, is that there's finally a Mustang that rides well without being simultaneously harsh and floaty. And it puts power down like a champ—no longer just in a straight line, but on corner exit, too.
Power slides are (duh) a stab of the right foot away – and they're incredibly easy to manage. The Mustang has become an American, V-8-powered, rear-wheel-drive VW GTI in that its limits are obscenely accessible. It encourages you to touch them. Repeatedly.
On a road loop with blind corners and variable pavement, I practically lit the GT's brakes on fire. Not because the enormous Brembos were undersize or received too little cooling air. I was driving like a maniac, flat-out where I could see straight ahead, sideways where I couldn't. I was once again a teenager with a smile on my face and a license that could (and probably should) be revoked at any instant.
The 5.0 is torque everywhere and now makes 435 hp. That's more than double what the old pushrod 302 made when I wanted one. The only thing this engine doesn't make enough of is noise. It's too quiet. For a Mustang.
I drove the new Mustang from Ann Arbor, MI to the Hocking Hills in Ohio for the initial road-test portion Performance Car of the Year testing, and after pointing it straight and hanging my hands off the wheel for four hours my first thought was "okay, they just built a new version of the old Mustang." It had the same feel: larger than you remember, soft, bouncy, eager and throaty V-8 engine. But once we got it on the twisty, undulating back roads in Ohio, a very different car emerged.
This is still a Mustang, but oh man is it a superlative version. The harder you push, the smaller the car feels. The suspension soaks up road noise without bouncing you from lane to lane, and it's a breeze to sling it into a corner and sort everything out with the pedals instead of the wheel. You know exactly what the chassis is doing at all times; there's a connectedness and communication that just makes you want to push it harder and faster, grinning the whole time.
And they fixed the small things: the pedal placement is perfect for heel-and-toe; the shifter is snappy and direct; the once vague, muddy steering is replaced by firm, nicely weighted and communicative feel; and the interior is truly attractive, with beautifully designed gauges set in what looks like engine-turned aluminum.
On the track it's an equal riot, though in back-to-back comparisons with some of the European competition, it did feel a bit sloppier, slower, and less locked-in. But it's a small quibble when you consider the price difference between those cars and this one. This is a truly capable, incredibly enjoyable, dynamically compelling car that has upped its aesthetic game to boot. And it still feels like a Mustang! In some ways that's the most amazing part. The new global Mustang will be the best ambassador possible for what an American muscle car should be, and now is.

I have an '06 Mustang GT convertible. I love that car, even though it feels like it was smashed together with a nail gun compared with the post-'09 editions. And now it might be time to part ways with it, because the 2015 Mustang GT is pretty special.
In Ohio's Hocking Hills, where we took our 2014 Performance Car of the Year candidates for real-world drive impressions, it was comfortable, fast, involving, predictable, and composed. The car has matured—a lot. It's not just 5.0 muscle and tire smoke; there's real agility to exploit. Mind you, I drove the GT in a group that also included the Porsche 911 GT3, the Lexus RC F, and the Italian-superhero Ferrari 458 Speciale. It confidently, casually held its own in that heady company.
I'd take it over the BMW M235i without a second thought. The Mustang, you see, is livelier and more engaging, gleefully invalidating many import-car arguments. That's a handy thing, since it's now being sold where the import cars actually come from. All I thought when I was behind the wheel was that if the regular GT is this good, the Shelby GT350 will have rivals smashing office furniture next year.
Oh, and the line lock? It ruins tires exactly as advertised. Ford didn't just build a better pony car, they went and built a great car, period.
Still needs a set of Magnaflows, though.

Dodge challenger srt

Introduced in 1969, the first-generation Dodge Challenger  was more than just an awesome muscle car  . Chrysler  also fielded modified versions of the two-door coupe in various motorsport events, including the Trans Am Series. Although it failed to win against strong competition from Ford and AMC in 1970, the AAR-built Challenger finished the season ahead of Chevrolet , Plymouth  and Pontiac  , a fantastic achievement during one of the most disputed Trans Am seasons. In 2014, 44 years since its debut, the Challenger returns to Trans Am with the facelifted, third-generation model.

Having already covered the changes made to the rest of Dodge’s Challenger lineup for 2015, we’ll skip right to the good stuff in this report: The SRT model with Dodge’s new supercharged 6.2-liter Hellcat engine is a real thing. Dodge has confirmed the beastly model we’ve been eagerly anticipating and even spotted testing in the wild earlier this month.
Curiously, Dodge is making its Hellcat-powered Challenger a sub-model to the Challenger SRT 392, rather than making it the Challenger SRT. That means you’ll have to ask for the “SRT with the Hellcat engine,” to use Dodge’s clunky descriptor. In either Challenger SRT, though, power is the name of the game. The regular car’s 6.4-liter Hemi V-8 gains 15 horsepower and 5 lb-ft of torque—for totals of 485 and 475—while the blown Hellcat motor brings “600-plus” horsepower and more than 575 lb-ft of torque.
Although the lack of final figures for the Hellcat is disappointing, we’re confident Dodge isn’t holding back merely for the fun of it. There likely is a heated internal discussion going on right now over where to cap the supercharged V-8’s output—or to cap it at all. The elephant in that boardroom surely is Chrysler’s crown jewel, the Viper, which gets 640 horsepower from its massive V-10. Company men might not like the idea of an engine in a far-more-affordable Challenger topping those numbers. Still, former SRT chief Ralph Gilles indicated the Hellcat could crest the Viper’s mark, and besides, anything over 600 is bonkers. (Just ask anyone that’s driven the 662-horse last-gen Shelby GT500.)  

The Challenger joins the series mid-season, with only five of 11 races to go, as Miller Racing, last year’s champion in the TA2 class, switches manufacturers from Chevrolet  to Dodge. The two Sublime Green-painted Challengers — they’re wearing the same livery as the 1970 entry — are driven by Cameron Lawrence and Tommy Kendall. 21-year-old Lawrence leads the TA2 class with a 35-point margin over second place and will retain his points. Kendall, on the other hand, returns to Trans Am, a competition he already won four times, after 10 years.
The all-new, SRT-prepped Challenger makes its Trans Am debut at the Mid-Ohio Sports Car Course, August 16th

The heart of the 2015 Challenger SRT^® 392 is the 6.4-liter HEMI^® engine now boasting 485 hp and 475 lb.-ft. of torque,

 ideal for those times you want to do a little soul-searching - quickly. 

Choose from a robust new TorqueFlite^® eight-speed automatic transmission featuring rev-matching on downshifts, 

or bang your own gears with a Viper-like Tremec six-speed manual gearbox with a beefed-up clutch. It’s good for the soul, man.         

The functional, performance-tuned exterior retains the Challenger design heritage with not-so-subtle air-gulping hood inlet, functional front splitter, rear spoiler and dual chrome exhaust outlets. This Challenger SRT^® 392 spent 35 percent more time in the wind tunnel to maximize aerodynamics and create a vision of awesome.

Wimmer KTM X Bow Trio

 

When the various KTM X-Bow variants leave the factory, they’re so good that tuners rarely tinker with them. However, the specialists at German tuner Wimmer have decided to thoroughly upgrade three different KTM X-Bows and all told, the trio now deliver over 1300 hp! 
First off, Wimmer started with the KTM X-Bow GT (featuring a fixed windscreen). Typically, the X-Bow GT delivers 285 hp and 420 Nm of torque. However, thanks to the fitment of a modified turbocharger, an optimised high-compression pump, new air induction system, a Wimmer exhaust and some serious ECU tuning, the car now delivers a biblical 485 hp and 520 Nm of torque. When combined with an overall weight of just 850 kg, Wimmer claims its X-Bow GT will reach 100 km/h in well under 4 seconds and a top speed of 255 km/h (160 mph).

The need for speed bug has hit Wimmer RS that has just presented three new performance tunes for the KTM X-Bow named GT, R and RR.
With the GT package, the KTM's Audi-sourced 2.0-liter turbo'd four gains a whopping 200PS (197hp) over the stock unit boosting output from 285PS (281hp) and 420Nm to 485PS (478hp) and 520Nm, dropping the power-to-weight ratio to an amazing 1.75 kg per horsepower. 
Wimmer says the GT can hit 100km/h (62mph) in well below 4.0 seconds and top out at 257km/h (160mph). There are also changes to the aerodynamics, ESP, ABS and suspension, with the price for this version set at €130,000 (~US$162,000).
Next is the €120,000 (~US$150,000) R tune that has 455PS (449hp) and 400Nm allowing for a top speed of 248km/h (154mph), with Wimmer offering a suspension tune and several other options such as a big rear wing. 
The third member of Wimmer's X-Bow family is the non-street legal €110,000 (~US$137,000) RR made exclusively for the track. It has 370PS (365hp) and a raft of other upgrades for the chassis and aerodynamics.
We’re referring to everything from the GT to the R and carbon fiber crazy RR, with the first costing €130,000 after German tuner Wimmer RST works its magic on it. Let’s start with the wildest tune job of this extreme KTM crossbow trio, shall we?
Wimmer’s X-Bow GT was given a lot of new go-faster bits and bobs, including a modified turbocharger for the 2-liter Audi petrol-fed powerplant, better exhaust, an optimized high compression pump and such. The ginormous rear wing with adjustable flaps is not that impressive when compared to the output hike - 485 HP and 520 Nm (383 lb-ft).
Pretty impressive if you consider that the standard KTM X-Bow GT produces 285 HP and 420 Nm (309 lb-ft). The Wimmer X-Bow R, however, isn’t as powerful as the GT. It’s 30 HP down at 455 HP and loses 20 Nm (14 lb-ft) of torque as well, but hey, it’s lighter than the GT so what you lose in terms of oomph you win on the scale. Finally, the track-only Wimmer X-Bow RR is the least powerful of the tuner’s trio.
With “just” 370 horsepower, that represents only a 10 HP bump over the RR’s standard tune, but this Austrian piece of kit is far better handling-wise as opposed to its R and GT siblings. This is the type of car that will blow your mind if you have the balls to thrash l it on a demanding circuit such as Laguna Seca.
If we’re to pick our favorite KTM X-Bow RR stat, that would definitely be the lateral acceleration this thing is capable of - a mind-boggling 2 Gs on semi-slick rubber is no small feat all things considered.