2013 SRT Viper
When: December 2012
How Much: TBD
Our Guess: $100,000
How Much: TBD
Our Guess: $100,000
With a 640-hp V-10 and a body made of magnesium, aluminum, and carbon fiber, we're expecting greatness from Chrysler's supercar. And at 100 grand, it'd better be great—there's already a Corvette ZR1 in this price range that can eat Ferraris, and the C7 will only up the ante. Plus there's a certain new Mustang that's far cheaper and should be mighty impressive too. And even if the Viper is faster than the Ford or Chevy in a straight line, it must improve its handling over the outgoing model. While SRT folks are claiming a scorching 0-to-60 time of 3.5 seconds and a 206-mph top speed for the new car, the last Viper was time-warp-fast too—and also saddled with unpredictable handling and frequent maintenance headaches.
Haunted by those ghosts of Vipers past, Chrysler engineers started over. They lowered the car's weight by about 140 pounds and made its chassis 50 percent stiffer. (That alone tells you how far Chrysler had to go to make a Viper that's world class.) The Tremec-supplied six-speed manual (no automatic, at least not yet) is said to have far lower clutch effort, while bringing tighter ratios and more precise feel. The suspension is entirely new, again with the aim of more predictable handling. And there's a multi-setting stability-control system with a full-off mode for the track. That could be great, but only if the car doesn't actually need the electronic assist to handle like a supercar.
That will be key. This Viper is designed to challenge cars that can reach nine tenths of their potential without technological guardrails. The SRT needs to get in that ballpark to be a real winner.
Haunted by those ghosts of Vipers past, Chrysler engineers started over. They lowered the car's weight by about 140 pounds and made its chassis 50 percent stiffer. (That alone tells you how far Chrysler had to go to make a Viper that's world class.) The Tremec-supplied six-speed manual (no automatic, at least not yet) is said to have far lower clutch effort, while bringing tighter ratios and more precise feel. The suspension is entirely new, again with the aim of more predictable handling. And there's a multi-setting stability-control system with a full-off mode for the track. That could be great, but only if the car doesn't actually need the electronic assist to handle like a supercar.
That will be key. This Viper is designed to challenge cars that can reach nine tenths of their potential without technological guardrails. The SRT needs to get in that ballpark to be a real winner.
2013 Mercedes-Benz SL65 AMG
Announced at this year's New York International Auto Show was the top of the all-new 2013 SL-Class: the SL65 AMG 45th Anniversary Edition. Celebrating 45 years of the AMG performance brand, a mere 45 cars will be produced. The 2013 SL65 AMG will be powered by the AMG 6.0-liter V12 bi-turbo engine that cranks out a mind-blowing 630 horsepower and 738 pound-feet of torque.
Ferrari pulled the old switcheroo shortly before this year's Geneva Motor Show. What it had originally been referring to as the Ferrari 620 GT did, indeed, make an appearance on the floor of Geneva's PALExpo Convention Center, but the production car, it turns out, will be wearing the Ferrari F12 Berlinetta badge.
The V12 is mated to a 7-Speed automatic transmission with shift paddles and four drive programs, including one for slightly better fuel economy, Sport, Sport Plus, and Manual. With its lightweight body, the SL65 AMG can sprint from 0 to 60 mph in just 3.9 seconds, with a top speed of 186 mph, according to Mercedes-Benz.
Like the 2013 Mercedes-Benz SL550, the 2013 Mercedes-Benz SL65 AMG is built on an all-aluminum body shell that weighs 242 pounds less than the previous steel body in spite of slightly larger dimensions.
The 2013 SL65 AMG is expected to go on sale in November.
Before that, the 2013 Mercedes-Benz SL63 AMG goes on sale, in July.
The two AMG cars are distinguished from the rest of the all-new SL-Class by a twin-blade grille, fins on the hood and wings, and LED daytime running lights. In addition, the exterior mirrors, spoiler lip and front apron get the carbon fiber treatment. Inside, the AMG models get power-adjustable AMG sports seats, a leather headliner, and AMG logos galore.
The retractable hardtop on the SL65 AMG uses special glass that can switch from clear to dark with the push of a button. When darkened, the tint helps to block out heat and sunlight. A new windshield cleaning system integrates washer jets into the wiper blade to help prevent spraying the cars around you on the freeway.
The SL65 AMG body is optimized for acoustics. Like all 2013 SL-Class models, the SL65 AMG incorporates what Mercedes dubs the Frontbass system, which employs spaces in the aluminum structures forward of the footwell as resonating chambers for the stereo speakers. The design also increases foot and elbow room.
The new 2013 SL-Class joins other vehicles in offering hands-free trunk-opening technology that allows anyone with the key fob to open the trunk lid with the swipe of a foot underneath the back of the car. Unlike others, however, the hands-free feature on the SL-Class closes the trunk lid as well. Also on the SL-Class is an active parking assist feature, which uses sensors to detect whether parking spaces are large enough and even helps the car parallel park itself.
Aerodynamic improvements in the new design not only reduce drag, but also offer a quieter ride, less wind in the cabin with the top down, and even less dirt buildup on the side windows, according to Mercedes-Benz.
The 2013 SL63 AMG will compete with the Jaguar XKR-S.
The outgoing 2012 SL63 AMG retailed for $140,440, not including destination charge, so we're guessing the new 2013 SL63 AMG will be priced around $150,000. We'd guess the SL65 AMG will retail for about $210,000. But those are guesses, we won't know until pricing is announced.
2013 Ferrari F12 Berlinetta
Ferrari pulled the old switcheroo shortly before this year's Geneva Motor Show. What it had originally been referring to as the Ferrari 620 GT did, indeed, make an appearance on the floor of Geneva's PALExpo Convention Center, but the production car, it turns out, will be wearing the Ferrari F12 Berlinetta badge. Despite that last-minute name change you'd be hard-pressed to find anyone unhappy with Ferrari's announcement considering the Italian maker kept its word when it comes to what matters: The Ferrari F12 Berlinetta will be the fastest and most powerful car ever to wear the prancing horse logo. Better yet, if initial reviews reflect what buyers have to say, it just may be the sexiest Ferrari ever. As with any supercar, form has to follow function, but the replacement for the outgoing Ferrari 599 is decidedly more curvaceous than the function-over-form McLaren MP4-12C, while not quite going as far over the top as the Lamborghini Aventador. Nonetheless, the F12's luscious Italian curves aren't there just for looks. Most of the distinctive styling details have very practical application. That includes the new Ferrari F12's Aero Bridge, a new concept that generates additional downforce by funneling air flowing over the hood to its flank. Then there's the Active Brake Cooling system, which uses active vanes to guide air, when needed, through ducts to improve brake performance. Weight was at the top of the list when Ferrari engineers set out to design the new F12 Berlinetta. The maker has able to drive down mass by about 360 pounds compared to the old 599, the new supercar coming in at 3363 pounds. One trick was to slightly shorten the new model: overall length down by 2 inches. Another was more extensive use of lightweight materials including a new, aluminum-intensive spaceframe. Better yet, the overall mass is closer to the ground. It sits 2.5 inches lower. By repositioning the engine and other key components Ferrari has notably lowered the center of gravity, which should mean a definable improvement in handling, as well as performance. The F12 engine is a naturally aspirated 6.3-liter V12 making 740 horsepower and 509 pound-feet of torque, with power routed through a 7-speed double-clutch gearbox. Compare that to 611 hp for the old Ferrari 599. Ferrari claims the new V12 will launch the F12 from 0 to 100 kmh (62.5 mph) in just 3.1 seconds, which should translate to a 0-60 time of 3.0 seconds, maybe just slightly under. But 60 is just warming up, with the F12 rated for a top speed of 212 mph. Perhaps the most telling statistic comes from preliminary testing on the grueling Fiorano race track, where the F12 reportedly cut something on the order of 2 seconds off the laptime record for a production car, at 1:23. There are a number of performance-enhancing features, including Ferrari's E-Diff, F-1 Trac and magnetorheological damping system. Also standard: carbon ceramic brakes. The interior has also gone through a significant upgrade. All infotainment-related displays are routed through the new Human Machine Interface cluster that first appeared on the Ferrari FF. Ferrari plans to launch the new F12 Berlinetta in June 2012, though Americans will have to wait until later in the year. Precisely how much cash will you need in hand? Ferrari isn't saying yet, but expect it to carry at least a moderate premium over the current $312,993 for the outgoing 599.
2014 Jaguar C-X16
On Sale:
2014?
2014?
Expected Pricing:
$90,000-$110,000?
$90,000-$110,000?
Jaguar has been showing off a hybrid-powered, front-engine sports car concept, called the Jaguar C-X16, expected to be produced in 2014. Jaguar has yet to state publicly that they will build this car, but the brand needs a new sports car to carry forward its sporting heritage. Versions touring the auto show circuit carry no obvious signs the car is just a styling exercise, and we have every reason to believe it will be produced.
A foot shorter, an inch lower, the same width and 250 pounds lighter than an XK, the C-X16 is small only by Jaguar standards and a genuine two-seater. E-type cues can be found if you look deep and stretch enough to cover the 50-year span since that car's debut, including the single-element headlamps, hood louvers, and voluptuous fenders. The hatch that opens sideways and lack of superfluous wings and spoilers are clearer reminders.
The lithe C-X16 is built primarily of aluminum with carbon fiber accents. Twenty-one inch rubber-band tires may turn into 18s or 19s, but the C-X16 could probably look good on farm implement rubber.
Your first look in the cabin might say Audi R8: the layout is very similar. With modern toggles, glass panels and reconfigurable displays, it's all very modern and suggestive. Surfaces include a honeycomb-pattern leather and suede, used extensively from floor to ceiling. And while many cars have buttons on the steering wheel spokes and paddles behind, the C-X16 paddles are red and the button is on the rim for your right thumb.
This is push-to-pass, modeled after the energy recovery system, called KERS, on recent Formula One racing cars. A compact lithium-ion battery pack and transmission-mounted electric-motor add 93 hp and 173 lb-ft of torque for 10 seconds. This is in addition to the 375-hp supercharged V6 derived from the XK and XF V8. With an 8-speed automatic and start/stop, Jaguar promises 0-60 mph in less than 4.4 seconds, 50-75 mph in 2.1, up to 50 mph on electric alone at very light throttle, and fuel economy averaging near 35 mpg. Top speed is listed as limited to 186 mph but doesn't specify if the limiting is electronic or merely aero drag and mechanical resistance.
Few particulars are out on suspension though it looks to be independent as all Jags have been for decades. With perfect weight distribution and Jaguar's credentials it should make an excellent Grand Touring car, if not a lightweight sports car.
2014 Porsche 918
On Sale:
Late 2013
Late 2013
Expected Pricing:
$845,000
$845,000
The Porsche 918 Spyder goes into production September 2013 and on sale in the U.S. near the end of the year. Porsche hasn't said but we're guessing that means it will be a 2014 model. MSRP will be $845,000, Porsche said. The world caught its first glimpse of the Porsche 918 Sypder plug-in hybrid concept in March 2010 at the Geneva Motor Show. Five months later, Stuttgart announced the two-seater would go into production, after being quietly shown (or not-so-quietly, depending on whom you ask) to a hand-picked group of prospective customers, including the swanky Pebble Beach crowd during the week of the famed golf community's Concours d'Elegance.
With its futuristic, multi-faceted (some say overdone) styling, the 918 may someday take its place as the first Porsche supercar since the long-planned and short-lived Carrera GT, a $440,000 mid-engine which ended production in 2006.
The Porsche 918 Spyder is powered by a 500-horsepower, V8 gasoline-powered engine and two electric motors (one each on the front and rear axle) that generate a combined 160 kilowatts of power, roughly the equivalent of 218 hp, for a total of 718 hp. The powertrain is mated to Porsche's dual-clutch PDK transmission for lightening-quick shifts. Energy is stored in a fluid-cooled lithium-ion battery, which can be charged by plugging into a suitable electrical outlet.
Porsche, known for putting out conservative specs on its cars, claims the 918 Spyder is capable of achieving fuel economy numbers equivalent to 78 miles per gallon. But with a 0-to-100 km/h (about 62 mph) time of less than 3.2 seconds and a top speed of 198 mph, we're guessing most drivers won't be out hypermiling.
Performance of the 918 Spyder is largely determined by one of four driving modes:
E-Drive Mode: This all-electric mode is good for about 16 miles.
Hybrid Mode: Like other two-mode-hybrid systems, the 918 Spyder uses a combination of the electric motors and combustion engine, depending on driving demands. Because driving styles and conditions are so variable, Porsche isn't giving any range or fuel economy numbers right now.
Sport Hybrid Mode: Uses both drive systems, but with heavier focus on performance. Power is biased toward the rear wheels and uses Torque Vectoring for enhanced driving dynamics. No numbers here, either.
Race Hybrid Mode: Full power, with push-to-pass E-Boost. Batteries must be fully charged to use this mode, and no doubt EPA ratings are abysmally low. But you'll look great passing the tool in the Ferrari next to you on the freeway.
The 918 Spyder also converts kinetic energy from braking into electrical energy that gets stored in the battery to provide an on-demand power boost for fast acceleration. But this is not to be confused with KERS, which some might recognize as the promising but sometimes problematic technology found in recent incarnations of Formula 1 cars, as well as Porsche's new experimental 918 RSR racecar.
With its futuristic, multi-faceted (some say overdone) styling, the 918 may someday take its place as the first Porsche supercar since the long-planned and short-lived Carrera GT, a $440,000 mid-engine which ended production in 2006.
The Porsche 918 Spyder is powered by a 500-horsepower, V8 gasoline-powered engine and two electric motors (one each on the front and rear axle) that generate a combined 160 kilowatts of power, roughly the equivalent of 218 hp, for a total of 718 hp. The powertrain is mated to Porsche's dual-clutch PDK transmission for lightening-quick shifts. Energy is stored in a fluid-cooled lithium-ion battery, which can be charged by plugging into a suitable electrical outlet.
Porsche, known for putting out conservative specs on its cars, claims the 918 Spyder is capable of achieving fuel economy numbers equivalent to 78 miles per gallon. But with a 0-to-100 km/h (about 62 mph) time of less than 3.2 seconds and a top speed of 198 mph, we're guessing most drivers won't be out hypermiling.
Performance of the 918 Spyder is largely determined by one of four driving modes:
E-Drive Mode: This all-electric mode is good for about 16 miles.
Hybrid Mode: Like other two-mode-hybrid systems, the 918 Spyder uses a combination of the electric motors and combustion engine, depending on driving demands. Because driving styles and conditions are so variable, Porsche isn't giving any range or fuel economy numbers right now.
Sport Hybrid Mode: Uses both drive systems, but with heavier focus on performance. Power is biased toward the rear wheels and uses Torque Vectoring for enhanced driving dynamics. No numbers here, either.
Race Hybrid Mode: Full power, with push-to-pass E-Boost. Batteries must be fully charged to use this mode, and no doubt EPA ratings are abysmally low. But you'll look great passing the tool in the Ferrari next to you on the freeway.
The 918 Spyder also converts kinetic energy from braking into electrical energy that gets stored in the battery to provide an on-demand power boost for fast acceleration. But this is not to be confused with KERS, which some might recognize as the promising but sometimes problematic technology found in recent incarnations of Formula 1 cars, as well as Porsche's new experimental 918 RSR racecar.
All that extra technology means extra weight. So cutting bulk on the Porsche 918 Spyder was crucial. Porsche used a race-inspired monocoque body shell made of carbon-fiber-reinforced plastic (CFP), as well as magnesium and aluminum throughout the inner workings of the concept car to achieve a curb weight of 3,285 pounds. However, Porsche has yet to tell us what type of roof will be used on the production car, which could tweak that number.
2015 Land Rover DC 100
On Sale:
2015?
2015?
Expected Pricing:
$45,000-$55,000?
$45,000-$55,000?
At the November 2011 LA Auto Show, Land Rover showed a pair of concepts called DC 100 and DC 100 Sport expected to be close to the production Defender. If produced close to concept, they will be the most advanced Defenders ever. Advanced and Defender are two words that don't usually go in the same sentence. In fact, the only thing true to Defender history on the Land Rover DC100 concepts shown at the 2011 Frankfurt and Los Angeles auto shows is the name/wheelbase equality and number of doors. The DC100 concepts measure 100 inches in wheelbase, just as the Defender 90 measured 90 inches.
Two concepts are making the rounds: The spyder-type DC100 Sport to complement the Hollywood persona and would surely hurt when you rolled it off a ledge, and a foot-longer-and-taller boxier DC100 utility version that too closely resembles a Toyota FJ Cruiser for our eyes. While the Sport's windshield folds down and it appears one can hose out the floor, there is irony in Bridge of Weir leather (think Lincoln flagship) covering the seats. And the electronics seem endless.
At the LA Auto Show, both were shown on 20-inch wheels and low-profile rubber, out of place in road-less areas. The basic bones of the next Defender may be shared with a new Land Rover LR4, this potentially the first Defender with independent suspension.
The concepts are designed for gasoline, diesel and hybrid powertrains but what lands in production could be a 240-hp turbo 2-liter from Ford, Jaguar's torquey, 185-hp 2.2-liter turbodiesel, a new V6 under development, a hybrid like Jaguar's C-X16, maybe even the 5-liter V8 of today's Land Rovers. We don't know. Expect an 8-speed automatic transmission and electronic control of suspension, drive and traction through Terrain Response.
Land Rover promises plenty of ground clearance and points to the DC100's short overhangs. We're not sure those corners will be easy to see beyond the rounded fenders, however. A proper Defender has square fenders easily visible from the driver's seat.
While often used to raise a public profile, the Defender's raison d'etre has always been progress beyond civilization. Seemingly counterintuitive to that is the number of gadgets listed for the DC100. Among them: radio frequency ID key, inductive charging stations (we're guessing iPods, not CBs), a self-powered navigation unit you can take with you for navi and HD video, and, of course, always-on connectivity. To ease the challenges of four wheeling, which most serious four wheelers are loathe to do, there is sonar, scanners, HD cameras, and a Terrain-i system to plot the safest route through rough stuff and ideal speed for water crossings.
Two concepts are making the rounds: The spyder-type DC100 Sport to complement the Hollywood persona and would surely hurt when you rolled it off a ledge, and a foot-longer-and-taller boxier DC100 utility version that too closely resembles a Toyota FJ Cruiser for our eyes. While the Sport's windshield folds down and it appears one can hose out the floor, there is irony in Bridge of Weir leather (think Lincoln flagship) covering the seats. And the electronics seem endless.
At the LA Auto Show, both were shown on 20-inch wheels and low-profile rubber, out of place in road-less areas. The basic bones of the next Defender may be shared with a new Land Rover LR4, this potentially the first Defender with independent suspension.
The concepts are designed for gasoline, diesel and hybrid powertrains but what lands in production could be a 240-hp turbo 2-liter from Ford, Jaguar's torquey, 185-hp 2.2-liter turbodiesel, a new V6 under development, a hybrid like Jaguar's C-X16, maybe even the 5-liter V8 of today's Land Rovers. We don't know. Expect an 8-speed automatic transmission and electronic control of suspension, drive and traction through Terrain Response.
Land Rover promises plenty of ground clearance and points to the DC100's short overhangs. We're not sure those corners will be easy to see beyond the rounded fenders, however. A proper Defender has square fenders easily visible from the driver's seat.
While often used to raise a public profile, the Defender's raison d'etre has always been progress beyond civilization. Seemingly counterintuitive to that is the number of gadgets listed for the DC100. Among them: radio frequency ID key, inductive charging stations (we're guessing iPods, not CBs), a self-powered navigation unit you can take with you for navi and HD video, and, of course, always-on connectivity. To ease the challenges of four wheeling, which most serious four wheelers are loathe to do, there is sonar, scanners, HD cameras, and a Terrain-i system to plot the safest route through rough stuff and ideal speed for water crossings.
Both concepts featured a bulkhead behind the front seats. The DC100 Sport was referred to as a three-seater, but better the Border Collie rides center seat. Cargo space is useful in the utility and could permit opposite-facing jump seats if there's way to get them past the government's safety czars. By looks and configuration the DC100 Sport is a dune-buggy for the 21st century.
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