The All-New 2018 Toyota Camry

Get ready to announce your arrival with authority. The all-new 2018 Toyota Camry has undergone a total transformation—from a proven sedan to one that pushes the limits with captivating style, seductive performance and smart tech.

Camry’s all-new exterior features a lower, wider stance, taking our beloved best-seller in a daring new direction, one that helps you take on every twisty road with complete confidence. Inside, a welcoming space listens to your needs with available Entune™ 3.0 16 Toyota Connected Services, and speaks to your sense of style with rich textures and vibrant colors. This tempting mix of style and performance also comes standard with Toyota Safety Sense™ P (TSS-P), 15 so peace of mind is built in. It’s time to give into your desires—and always arrive fashionably grea

An Exterior with Unexpected Attitude

The new Camry’s face is accentuated by a two-piece grille comprised of flowing thin and thick treatments – key elements of the Camry’s “Keen Look” design philosophy. The curvaceous 1.6-inch-lower hood sits neatly above the grille’s uppermost section which accommodates a commanding Toyota emblem. For the hybrid model, the emblem is tinged a distinct blue hue. This fashionable trifecta of grille, hood, and emblem blends flawlessly into the A-pillar, and produces a stance that is undoubtedly more aggressive than that of any predecessor.

The 2018 Camry has a sleeker profile than the current model. By lowering the hip points of the occupants (nearly 1.0-inch in the front and 1.2-inches at the rear), and therefore their seating positions, the design team was able to reduce the car’s overall vehicle height by approximately one inch  from the current model and incorporate a lower roofline, without sacrificing interior space. This invited the designers to pursue a wind-cutting shape and improve aerodynamics. Striking character lines around and along the body augment the aggressive front and rear fenders, giving the reimagined Camry a sportiness that’s never before been perceived on this model.

The lower hip point, shoulder line, roof line and hood height gives the new Camry the appearance that it has a low center of gravity, which it does.  The design team knew the TNGA platform provided them with a great opportunity to pen a very expressive sedan, and they took advantage of this by getting the lines close to the ground and forming an energetic silhouette. They incorporated a strong stance that can be seen as you walk around the car.

Like the front of the vehicle, the rear features an athletic motif that melds flowing lines and complex shapes to form a sculpted landscape. Looking closely at the C-pillar’s detail reveals a multitude of surfaces that reflect light from all angles. A distinct crease extends from the slim multicolor taillights down to the bumper, effectively “pushing” the wheels outward in appearance to create a wide posture akin to that of a premium sports sedan. The exclamation point here is provided by a newly designed Camry logo that gives the car an upscale identity.

Camry will again be available in four grades: LE, XLE, SE and XSE.  The new Camry’s “Sport” SE and XSE grades wear a noticeably different body style than the entry level LE and premium XLE grades, highlighted by a sculpted rocker panel, new 19-inch black machined-finish alloy wheels (XSE only)  a subtle rear spoiler lip, aggressive front bumper, and rear bumper with an integrated lower diffuser. The face is much more distinctive with large side intakes flanking the lower bumper’s unique “Catamaran” accents, a high and slim upper intake encompassing the

central Toyota badge, and a powerfully expressive mesh grille. A revised rear bumper with distinctive corner lines and smoke-tinted rear combination lamps highlight the changes at the rear.

The Camry design team sought to make the new Camry sport models instantly recognizable and appear different from the other models from as far as 200 yards away.

Striking and Comfortable Cabin

The completely redesigned interior is a fusion of functionality, futuristic styling, and a high degree of personal space and craftsmanship.  While the driver is situated in a sporty cockpit-type environment having gauges angled toward his or her direction, the front passenger is treated to a sense of openness and freedom that results from the innovative dashboard design. A key visual element of this driver-focused design concept is a sweeping yet elegant new character line that flows down from the instrument cluster and bisects the center console waterfall. The design of the entire front console strikes a smooth connection between the ease of use of all controls/systems and a handsome and modern sculptural look that is pleasing to the eye. All surfaces throughout the cabin—dashboard, instrument panel, center console, door trim, etc.—employ the highest grade of soft touch and premium materials. Using an approach typically used in home furnishings, the design utilizes a mix of tones and hues throughout a space rather than a strict color profile. The result is a cabin space having diverse colors and materials, and that enhances passenger comfort and visual satisfaction.

The front seats have been completely reengineered with improved ergonomics, providing maximum comfort with a newfound level of ease and engagement to match the new Camry’s elevated performance and athleticism. Rear-seat accommodations are more refined than ever with improved roominess and ergonomics. Exquisite stitching on the front- and rear-seat surfaces is but one example of the high level of craftsmanship found throughout the vehicle.

High Interaction, Minimal Distraction 

The new Camry features Toyota’s latest Human Machine Interface (HMI) whose next-generation display technology offers a unique level of integrated information with minimal distraction. It relays information through three interlinked displays: available interlinked displays: a 10-inch color Head-Up Display (HUD); a seven-inch multi-information display within the instrument cluster, and an eight-inch audio/navigation display and HVAC (heating, ventilation and air conditioning) control panel that’s seamlessly integrated into the center console in a modern, flush-surface design. Convenient and highly intuitive operation is assured through customizable features and smart phone-like touch screen icons that create a seamless connection and user workflow between the HMI system and other digital media.

  

Full Utilization of Toyota New Global Architecture (TNGA)

The 2018 Toyota Camry fully incorporates the Toyota New Global Architecture (TNGA). At its foundation, TNGA is a structural reform movement for the entire company that will result in cars that are more dynamic, athletic, and fun to drive.

By extending the wheelbase by two inches, as well as bringing down the roof and hood height (by approximately 1.0 and 1.6-inches, respectively), the development team lowered the center of gravity and created a wider and more composed vehicle. The new platform also allows for an ideal seating position for the driver, now lower and near the center of the car for enhanced feedback, along with adjusting the overall seating position for all the vehicle’s occupants. A lower heel point provides more foot room and ease of movement. The range of steering column adjustment has been increased from the current vehicle, while the hood, cowl, and dashboard height have all been lowered for enhanced outward visibility.

The driver and front passenger will experience an unprecedented sense of outward visibility, thanks to a more compact design for the instrument panel and a lowered beltline. The reimagined position of the A-pillar and side mirror sections results in enhanced lateral visibility and creates a noticeable sense of openness when the driver sits behind the wheel.

All Gain With No MPG Pain

 

Three new powertrains will be available on the new 2018 Camry: They include a new 3.5-liter V6 with D-4S Fuel Injection and an all-new 2.5-liter inline-4 gasoline engine, which comes paired to a new 8-speed Direct-Shift automatic transmission (8AT), and a next-generation Toyota Hybrid System (THS II).

To match the chassis’ increased handling and performance capability, Toyota engineers have developed the TNGA-inspired all-new 2.5-liter 4-cylinder Dynamic Force Engine to make the most of the platform’s enhanced designs, packaging and rigidity. This new generation engine focuses on higher torque, higher power and lower fuel consumption in total use range. This is accomplished by achieving rapid combustion due to higher tumble air flow. With its long-stroke and high compression ratio, multi-hole direct fuel injectors, variable cooling system and the latest version of Toyota’s Variable Valve-Timing-intelligent Electric (VVT-iE), this high-output powerplant takes the gasoline-powered internal combustion engine to a new level with world-leading thermal efficiency of 40 percent. Along with enhanced performance characteristics, the new engine is also expected to be extremely fuel efficient, and is anticipated to achieve best-in-class fuel economy. It comes mated to the newly developed Direct Shift-8AT transmission that provides direct-lock up from gears two through eight to eliminate power loss from the torque converter, executing shifts like a high-performance automated manual gearbox.

The new hybrid system has also been engineered to provide the ideal balance of energy efficiency with superior power output to maximize driving performance and enjoyment. The next-generation Toyota Hybrid System has been engineered to work in concert with the new 2.5-liter 4-cylinder Dynamic Force Engine setup offering significantly more driving excitement than before. The hybrid’s Continuously Variable Transmission (CVT) features a new Sport Mode setting that allows the driver to execute smooth yet quick “gear” shifts of the simulated 6-speed sequential shift transmission. The SE grade adds paddle shifters for increased fun and a more sporting driving experience. The Sport Mode setting also improves acceleration and feel thanks to an electric power boost from the hybrid system. Furthermore, to help enhance the vehicle’s handling capability, the hybrid system’s battery pack has moved from the trunk to beneath the rear seat for a noticeably enriched handling feel, thanks to the vehicle’s much improved lower center of gravity—yet another benefit of the TNGA platform.

In addition to its enhanced handling and driving performance, the hybrid version of the new Camry is anticipated to achieve best-in-class fuel economy ratings, with Prius-like city/highway driving efficiency.

A New Experience Focused on Vastly Superior Driving Dynamics

At the foundation of the Camry’s sporty handling and enhanced ride quality is its high-strength body/platform structure. Through the increased use of ultra-high-tensile steel and the application of a new molding technology it delivers enhanced structural rigidity.

Further aiding performance is an innovative new double wishbone rear suspension system that imbues the chassis with responsive handling and precise steering control while simultaneously delivering ride quality on par with premium luxury vehicles. A new four-point engine mounting system adds to the vehicle’s civil road manners as it greatly reduces unwanted noise, vibration and harshness (NVH) from permeating into the passenger compartment.

The biggest challenge for the Camry engineering team was to figure out how to convey the driving dynamics of a soul-stirring sedan.  Driving dynamics were always at the forefront of the engineering philosophy for the new Camry.  They wanted a new Camry in which the driver will be highly impressed with the handling capability and composure of the new design.  So much so, that drivers will notice the dramatic improvements within the first few seconds of driving.

Toyota Safety That Makes Sense

Among the many safety features on the 2018 Camry is standard Toyota Safety Sense™ P (TSS-P). This multi-feature advanced active safety suite bundles cutting edge active safety technologies including Pre-Collision System with Pedestrian Detection (PCS w/PD), Full-Speed Range Dynamic Radar Cruise Control (DRCC), Lane Departure Alert with Steering Assist (LDA w/SA); and Automatic High Beams (AHB). Select models will also come with standard Blind Spot Monitor (BSM) with Rear Cross Traffic Alert (RCTA).

All 2018 Camry’s have 10 standard airbags and Toyota’s Star Safety System™, which includes Enhanced Vehicle Stability Control, Traction Control, Electronic Brake-force Distribution, Brake Assist, Anti-lock Braking System, and Smart Stop Technology®. All Camry’s also come equipped with a standard backup camera.

Ever Better Entune™ 3.0 Multimedia For Everyone

Camry drivers will be the first to enjoy enhanced connectivity and entertainment through the new Toyota Entune™ 3.0 multimedia system.  The new 2018 Camry will feature Entune 3.0 on all models, offering an enhanced set of connected vehicle technologies.  

The Entune 3.0 system will feature navigation and App Suite Connect for everyone.  All Camry four-cylinder and hybrid models will come standard with the Connected Navigation Scout GPS Link with Moving Maps.  Camry V6 models will offer the new Dynamic Navigation system, providing improved map accuracy.  The wireless map updates provide over-the-air map downloads of recently added roads and point-of-interest not contained in the existing head unit map.  

Entune 3.0 delivers several new technologies including available Remote Connect, which provides remote start and door unlock capability, vehicle status notifications, a guest driver monitor, and vehicle finder.  Keeping up with your vehicle’s health status has never been easier.  Available Service Connect will provide up-to-date vehicle information on fuel level, maintenance alerts, and more.  Entune 3.0 will also offer available WiFi Connect, allowing up to five mobile devices to connect using 4G LTE.

The new 2018 Camry will also offer a JBL premium audio system that features new advancements in sound quality.  Sound enhancements include Sound Staging, which positions speakers directly in front of the listener to help emulate a live concert venue; Low Frequency Sounds, made possible by an added 10.1-inch subwoofer; Clari-Fi, a technology that “un-compresses” music to help restore an audio track’s dynamic range; and nine speakers that are specifically tuned to the Camry’s cabin dimensions and materials.  

Camry - Everybody’s All-American

For nearly three decades, Camry’s American manufacturing home has been Toyota Motor Manufacturing, Kentucky (TMMK) in Georgetown, Ky.  Most Camrys sold in America are assembled in Georgetown by more than 7,700 proud American team members. This pride has been reflected by the fact Camry is the best-selling car in America and has held this sales crown for 15 consecutive years!  Overall Camry sales in the U.S. since it first launched back in 1983 have surpassed 10 million units, and counting.

With Camry as a cornerstone of its US operations, Toyota has been part of the cultural fabric of America for nearly 60 years. With over $22 billion in direct U.S. investment, including 10

manufacturing facilities, 1,500 dealerships and 136,000 dedicated employees, Toyota has produced 25 million vehicles in the U.S. over the last 30 years.

ALL-NEW 2018 CAMRY PRELIMINARY SPECIFICATIONS

Advanced Powertrains

• All-new 2.5-liter four-cylinder Dynamic Force Engine paired with a new Direct Shift-8AT
• 3.5-liter V6 with D-4S Fuel Injection
• Next-generation Toyota Hybrid System (THS II) with Continuously Variable Transmission (CVT)
• Simulated six-speed sequential shift transmission on all Hybrid grades (paddle shifters on Hybrid SE grade only)

Safety and Convenience

• Standard Toyota Safety Sense package includes Pre-Collision System with Pedestrian Detection (PCS w/PD), Full-speed Range Dynamic Radar Cruise Control System (DRCC), Lane Departure Alert with Steering Assist (LDA w/SA), Automatic High Beam (AHB)
• Available Blind Spot Monitor (BSM) with Rear Cross Traffic Alert (RCTA) and Intelligent Clearance Sonar (ICS) with Rear Cross Traffic Braking (RCTB),
• Available Bird’s Eye View Camera with Perimeter Scan
• Enhanced body structure/platform through a new high-strength body that offers increased occupant protection in the event of a side or front collision/impact in offset or head-on collisions

Hyundai Santa Fe 2.2 CRDi

It’s not easy to pigeonhole the new Hyundai Santa Fe. A rival to the popular Honda CR-V and increasingly popular Mazda CX-5? Could be, but isn’t that a job for younger sibling Hyundai Tucson?

Under the RM200k mark, we have the Mitsubishi Pajero Sport and Toyota Fortuner, which also have three rows of seats, but those SUVs are essentially canopied pick-up trucks, whereas the monocoque Santa Fe is a much more sophisticated machine. Then there’s newly updated sister SUV Kia Sorento, which unfortunately doesn’t come with a diesel engine in Malaysia, seriously limiting its punch next to the Hyundai.

So it’s no cliche when we say that the Santa Fe is in a class of its own, but our preview drive of the third-generation DM in Morocco also revealed that it’s a great family SUV, one that has progressed on several fronts compared to its predecessor, which we know quite well as our faithful company workhorse.

Speaking of the previous-gen Santa Fe, if no one were to tell you that the two cars were related, would you have guessed?

Thought not, such is the leap that Hyundai has made in one generation. This jump has seen a modest and understated SUV morph into a bold looking thing bordering on aggressive. Certainly so when one views the Santa Fe from the front, where a large hexagonal grille with thick slats shares space with striking headlamps that incorporate square projectors and LED daytime running lights as eyebrows.

The assertive face won’t be to all tastes, but no one will be accusing Hyundai of playing it safe. Personally, I think it’s a fitting visage for a big SUV, although yours truly’s favourite view of the Santa Fe is from the the rear three quarter.

A hint of Audi perhaps, but the last we checked, the brand with the four rings is an aspirational one. The reflectors are joined by a slim strip of mesh, mirroring the lower front bumper and fog lamps, ditto the silver painted skid plates at both ends.

Speaking of 4X4 style elements commonly used to toughen up the looks of SUVs, the new Santa Fe has a relatively substantial black-clad bottom half of the car, which now includes an outline of the wheelarches. Some may say this gives off a less premium vibe, but it’s a non-issue for me, and one can always pick a darker shade of paint in any case. This big guy looks quite dapper in dark blue, don’t you think?

The Santa Fe looks much more dynamic than before, and it’s not just an illusion. At 4,690 mm, this car is just 5 mm longer than before, and the 2,700 mm wheelbase is unchanged, so what we’re seeing is an SUV that sits much closer to the ground (45 mm lower), with a less upright stance emphasised by a raked windscreen angle that’s almost sportscar-like. The daylight opening is much smaller than before, too.

I find the rising signature line that recirculates at the rear door handle before making a step up very interesting, a variation of something Hyundai tried before on the current Azera sedan. In Malaysia, the Santa Fe comes with 18-inch wheels for the Elegance and 19 inchers for the Executive Plus spec. It’s a good thing that even the pincer-spoked smaller set of rims don’t appear overwhelmed by the Santa Fe’s big body.

By the way, the car you see here is the standard wheelbase variant with a third-row option, similar to what Malaysia gets. A LWB Santa Fe exists to replace the Veracruz in certain markets.

Hyundai calls the Santa Fe’s design “Storm Edge” and apparently, the design team was inspired the strong and dynamic images created by nature during a formation of a storm. We don’t always understand designer speak, but can conclude that this SUV looks much more Sport than Utility now. Many will buy it for the looks, we reckon.

But the bold exterior styling is only one part of the Santa Fe’s greatly improved showroom appeal. The previous car was good on paper and on the move, thanks to that diesel motor, but there wasn’t much to wow the typical see-see, knock-knock showroom punter.

The interior, while spacious, had a very simple dashboard design that wasn’t much to look at. It all felt a bit truck-like too, down to the seating position and hard plastics. Functional, but that’s about it.

Well, the cabin is no longer a weak point in the new Santa Fe, having taken an even bigger leap forward than the exterior design. The simple old shallow dashboard is replaced by a riot of surfaces and curves, with a centre stack that reminds me of an elephant head (air con vents as ears) or a hooded cobra.

The shapely dash extends to the door cards, which are similarly busy looking. Perceived quality is up by a few notches, thanks to softer plastics and small improvements such as the phasing out of the old car’s shiny wiper/indicator stalks. Hyundai couldn’t have charted a bigger departure from the previous cabin environment if they wanted to.

Personally, I prefer less busy surrounds, but don’t dislike the Santa Fe’s cabin either. It helps that despite the chaos, all the elements are exactly where you would expect them to be, and the steering buttons (audio, cruise control, trip computer, Flex Steer) cover most of the frequently used functions, in any case.

Even if the amount of functions are the same, this new cabin gives off a “feature-rich” impression that’s vital in a car like this. Malaysian-spec Santa Fes amplify that feeling with more kit – a touch screen ICE system that’s locally fitted but nicely integrated, and phone controls that make it a full house on the steering.

Another noteworthy feature is the 12-way powered driver’s seat, which is standard across the range, while Executive Plus spec adds on a wide panoramic glass roof. It all looks impressive, and expensive.

If the design leap has led you to expect a similar change in the driving experience, sorry, you’ll find no such thing. The Santa Fe doesn’t need a big shift in the drive department, though. The second-gen CM was a pleasant enough drive – a comfy, easy going hauler with big torque and effortless performance with the diesel engine.

The ‘R’ series 2.2 CRDi with variable geometry turbo (e-VGT) is back for a repeat performance, bringing with it 197 hp and 436 Nm of torque from 1,800 to 2,500 rpm. The latter is sufficient for the Santa Fe driver to leave any SUV below RM200k in its wake, without breaking sweat.

This is a gem of a diesel engine that doesn’t look poor next to the best European oil burners. It’s responsive, smooth revving and quiet, perhaps a touch more so than in the previous Santa Fe, if we remember correctly.

But the CRDi’s trump card is effortless performance – after a small hint of lag, the torque catapults the big SUV past any obsctacle in your way. The flexibility and in-gear acceleration on offer makes the Santa Fe a relaxing car to drive, whether in the cut and thrust of the city or on long distance highway runs.

The R’s accomplice is Hyundai’s own six-speed automatic gearbox. The torque converter unit is a good partner to the diesel engine. It’s not the fastest and snappiest slushbox around, but that’s easily covered by the torquey nature of the engine. A sign of the effectiveness of the combo is that we never once needed to use manual mode.

I also got to try the diesel with a six-speed manual – shift quality was much better than expected (Elantra M/T is the cause of low expectations) and you can coax the wheels to spin noisily away from rest, which can be hilarious at toll booths! With all that torque in hand (literally) the CRDi felt even more potent, but even a stick shift supporter has to concede that the auto suits the Santa Fe’s easy going character better.

Moving away from the driver’s seat, the second row has seats that can slide fore and aft, which is good, but an MPV-style tumble fold system would have made access to the third row easier.

Speaking of the rearmost seats – which have their own air vents with fan speed control – they are usable for children and short journeys, but you won’t want to put grown adults you care about back there. This is within expectations, as is the smallish triangular luggage space with all the seats up.

In five-seat mode, the large boot can take in 534 litres of cargo up to the window line, or four golf bags plus four Boston bags, Hyundai points out. All things considered, the third row is a great thing to have in a family SUV, or an events company hauler in our case.

Like before, it is that seven-seat capability and the strong diesel engine that sets the big Hyundai apart from smaller (and cheaper) SUVs like the CR-V, CX-5 and Kuga. The Santa Fe has always been in a class of its own in Malaysia, but armed with bold new looks inside out, it can now stride confidently around town and win some due respect.

Koenigsegg Regera

THE REGERA – A NEW ERA

The new Koenigsegg Regera is specifically designed to be a luxury Megacar alternative to Koenigsegg’s traditional extreme, light weight, race-like road cars.

The Koenigsegg Regera combines a powerful twin-turbo V8 combustion engine with three electric motors and cutting edge battery power via new powertrain technology called Koenigsegg Direct Drive. This revolutionary technology removes the traditional gearbox, making the car lighter and more efficient.

While traditional Koenigseggs have always had surprising levels of practicality, creature comforts and features, our primary focus has always been to make the fastest cars on the planet – around a racetrack or anywhere else. The Koenigsegg Regera continues this tradition, but with innovative technology that blends outrageous speed, supreme comfort, and a unique Direct Drive experience.

Regera is Swedish for “to Reign” – a suitable name for a machine that offers an unforeseen combination of power, responsiveness and luxury. The Regera will reign as king of the open road – the fastest accelerating, most powerful production car ever.

In spite of all its advanced technology and creature comforts, the Regera is comparatively light and can still perform competitively around a race circuit. How does 3.2 seconds between 150 to 250 km/h and under 20 seconds from 0 to 400 km/h sound? The only Hypercar/Megacar that we think could possibly be faster around a circuit is another Koenigsegg.

The Regera is to be handcrafted in an edition of just 80 vehicles at Koenigsegg’s production facility in Ängelholm, Sweden. This is the first time ever that Koenigsegg will have two different models in parallel production.

The interior features added insulation, 8-way electrically adjustable memory foam seats, a Koenigsegg 9” infotainment system, 4G and Wi-Fi connectivity, front, inner and rear camera system with recording capability, Apple CarPlay, supreme sound system, ambient lighting and many other great new features. The Regera also comes with front and rear parking sensors and remote diagnostic and firmware update capability.

THE HEART OF THE MATTER

The heart and soul of every Koenigsegg is its Internal Combustion Engine – the ICE. The ICE of the Regera follows the path of its siblings, the proven and extremely reliable Koenigsegg dry-sump twin turbo, DOHC, 5.0 liter V8.

The Koenigsegg V8 is the most downsized homologated production ICE in the world, with 220hp per liter (using regular pump gas). The compact nature of the engine means the Regera is light in weight, and therefore nimble and efficient.

The Regera V8 differs slightly from our predecessor Agera engine. As the powertrain already produces a combined 1500hp and with electric propulsion providing instant torque from the Direct Drive system, we did not have to go as extreme on ICE power. Instead, we installed even smaller, faster-spooling turbos on the Regera, further enhancing the car’s drivability and response.

KOENIGSEGG DIRECT DRIVE

Traditional hybrids represent a compromise when it comes to weight, complexity, cost, packaging and efficiency.

The Regera is not what we at Koenigsegg would call a traditional hybrid as it does not have the traditional shortcomings of a hybrid. Instead, the Regera is a new breed of hybrid. It is a new breed of Koenigsegg and a new breed of car, for that matter.

Traditional ‘parallel’ hybrids are compromised and heavy as they have two independent propulsion systems moving the car. While ‘series’ hybrids are less compromised when it comes to weight, complexity and costs, they are compromised when it comes to efficiency as there is too much energy conversion taking place.

The Koenigsegg Direct Drive transmission (KDD) was invented by Christian von Koenigsegg and developed for the Regera by the Koenigsegg Advanced Engineering team.

The patent-pending KDD replaces the combustion engine’s traditional transmission – the gearbox as you know it is removed from the car. In its place, the KDD provides direct drive to the rear axle from the combustion engine without the need of multitude gears or a variable transmissions, all of which have inherently high energy losses.

During highway travel, for example, the KDD reduces drivetrain losses compared to a traditional transmission or CVT by over 50% as there is no step up or step down gear working in series with the final drive – just direct power sent from the engine to the wheels.

The Regera has three YASA developed electric motors, which supplement the energy from the combustion engine. Aside from providing extreme responsiveness, these electric motors also allow for torque vectoring, regenerative braking and energy conversion. YASA´s axial flux motors are extremely power dense, making them a key-ingredient for the KDD. There is one YASA motor for each rear wheel, providing electric direct drive, and one on the crankshaft that provides torque-fill, electrical generation and starter motor functionality.

The three electric motors constitute the most powerful electrical motor set-up in production car history, replacing the gears of a normal transmission. This provides all-important weight savings as well as adding power, torque and torque vectoring capability.

Koenigsegg has developed a clutch-slip mechanism that uses the hydraulic coupling to convert torque at medium/high speeds during fast acceleration. This allows the combustion engine to gain revs and power, thereby giving the sensation of a traditional downshift with the associated aural enjoyment, even without the traditional gearbox.

Shift paddles remain on either side of the steering wheel. The left paddle is used to enhance regenerative braking effect in recharging the battery pack. The right paddle is used to activate the hydraulic coupling’s ‘downshift’ operation.

Koenigsegg has worked extremely hard to find the best performing, and safest battery possible for the Regera. This research and testing has resulted in an 800 volt, 4.5kWh battery pack, making the Regera the world’s first 800V production car.

This extreme battery technology will now provide an amazing 525kW of discharge and up to 200kW of recharge. The only batteries in any form of automotive use that provide comparative performance for their size are those found in Formula 1 race cars.

The Koenigsegg Regera battery pack also boasts the highest cooling capacity of any battery in automotive use today. All electric vehicle manufacturers use coolant piped around the battery pack to draw heat from the batteries. There is always an area that traditional cooling pipes cannot reach, however. The Regera battery pack is housed in a sealed unit featuring optimized local coolant flooding across all critical heat-sensitive elements. Every critical surface within and around the battery stack is cooled as efficiently as possible.

Finally, there is the battery pack’s weight. Through research and investment in premium battery technology, the production version of the Regera will ship with a battery pack that not only performs better, but weighs just 75kgs, a saving of 40kgs over the concept battery.

Every cell of the pack is carefully monitored for voltage, state of charge, health and temperature. The cells are enclosed in a carbon fibre casing for efficiency, safety and stability. The battery is located in the most protected area of the car – the carbon-aramid chassis tunnel.

To put the revolutionary nature of the Regera into proper perspective, it has almost triple as many electric horsepower (700hp) than its closest hybrid rival, with over 300hp more in total horsepower. And yet the Regera remains at a very competitive weight, while still including features such as a six way adjustable electrical seat and a fully robotized body work.

A NEW LEVEL OF LUXURY

The Direct Drive transmission of the Regera delivers blistering performance, while at the same time offering one of the smoothest, most soothing driving experiences imaginable. It is a true Jekyll and Hyde experience that depends completely on your mood.

We have developed a completely new rear sub frame that allows the engine and transmission to rest on active soft mounts. When driving in normal conditions, the mounts stay soft and isolate engine noise and vibrations. During spirited driving, the mounts firm up to solidify the car and give greater response. The shock absorbers are active in both height and stiffness, adjusting instantly to your inputs behind the wheel.

The Regera can also be driven in absolute silence, with a full EV mode available for shorter periods of time.

CONSTELLATION DRL

Daytime Running Lights (DRL) are often the first glimpse one gets of a car approaching from a distance. We wanted the Regera to be easily recognized from afar, a desire that led to our new Constellation DRL system.

The constellation effect was achieved by scattering LEDs around the lamp cluster – like stars set against a night sky of polished carbon fiber.

The LED´s make the whole lamp cluster glitter and shine as if encrusted with diamonds. There’s cool, and then there’s Koenigsegg cool.

THE FIRST FULLY ROBOTIZED CAR

The Regera is the first car in the world that operates all body closures completely automatically, at the touch of a button. We call this system ‘Autoskin’.

Koenigsegg has managed to robotize the entire Regera with almost no weight penalty, thanks to the latest advances in compact lightweight hydraulic technology. The Regera features functions such as active front and rear wings, chassis control and lifting system as standard, so the hydraulic pumps and accumulators were already in place to implement automation of our doors and front/rear hoods. The Autoskin hydraulics replace gas struts of similar weight, resulting in minimal weight impact.

Autoskin features soft-closing mechanisms, giving the Regera a sophisticated feel. The fully robotized body system adds a mere 5 kg to the total weight of the car, making full robotization a very desirable option.

All openings and wing mirrors are fitted with proximity sensors to safeguard against the doors striking nearby objects (curb, low roof, etc) while opening or closing.

THE WORLD’S FIRST FOLDABLE, ACTIVE, TOP-MOUNTED REAR WING

The Koenigsegg One:1 featured the world’s first top-mounted active rear wing. This was an innovative solution that maximized down force compared to its size and weight.

The Regera has taken this solution to the next level, allowing the wing to fully retract into the body work enhancing the cars elegance while parking and reducing drag while cruising. The wing’s active, foldable mechanism is a lightweight work of carbon fiber art and the movement is truly mesmerizing.

Why do we use a top-mounted rear wing? It is common to see a rear wing supported by pillars running between the body of the car and the underside of the rear wing. This is a good base level solution that provides appropriate downforce when designed in the right way.

Aerodynamic testing shows us, however, that it is the underside of the wing that provides the most downforce, so disturbances to this surface should be minimized where possible. A top-mounted rear wing such as that fitted as standard equipment on the One:1 and Regera provides an undisturbed underside surface for maximum downforce.

REVISITING THE SOUND OF ANOTHER ERA

The Regera has a custom designed, tuned titanium exhaust system developed in conjunction with exhaust specialists and partners, Akrapovic. This unique exhaust system includes a fish tail outlet, designed by Christian, a design that has not been seen on production cars for at least half a century – bringing back the sound of performance cars from the past!

Suzuki Samurai (aka Jimney)

A lot of SUV rollover cases can be attributed to bad driving practices, but the Suzuki Samurai isn't one such vehicle. The enduring legacy of the Samurai comes from a few different sources, but it was ultimately Suzuki itself who dealt the vehicle's death blow in North America. The vehicle is still built today, but it is no longer sold in North America and it goes by a different name, but even the narrow wheelbase remains unchanged. The history of the Samurai dates all the way back to 1967.

Although it has gone by many names, the primary one is also probably the stupidest, the Jimney. That isn't a misspelling of "Jimmy", it is named Jimney. The vehicle was originally built by a small Japanese automaker called the Hope Motor Company, and was called the HopeStar ON360. This actually contained a fair amount of Mitsubishi parts, but this didn't last long and although it isn't known exactly how many were built before the company was acquired by Suzuki in 1968, it is estimated to be as few as 15 units. When Suzuki took over, it immediately made some changes to the body and replaced the engine with one of its own. Like the Mitsubishi engine, it displaced just 359cc and produced 25 horsepower. It was an air-cooled two-stroke inline two-cylinder. The small engine displacement and short length were designed to qualify the vehicle as a "kei car," a lightweight class of vehicle which receives very cheap tax and insurance rates in Japan. The Jimney would grow a bit and eventually abandon the kei car segment, but it remains quite small even today. The biggest change would occur with the debut of the second generation of the Jimney in 1981. This was the version which would make it over the to US in 1985 as the Samurai, and would also spawn the Indian version.

This is currently known as the Maruti Gypsy King, which sounds like the name of a band that plays a terrible mix of sitar and flamenco music. When it arrived in the US, it had a 1.3-liter four-cylinder engine that produced 63 horsepower. The problems for the Samurai started when a 1988 review in Consumer Reports stated that it "easily rolls over in turns". Consumer Reports had also said that this only tended to happen at higher speeds when there was a quick change of direction, say swerving to avoid hitting something. But it was still massively damaging to Suzuki's reputation. Sales fell off significantly and Suzuki would end up pulling the Samurai out of the North American market in 1995. It sued Consumer Reports the following year, and although they would settle out of court eight years later, Suzuki probably came out looking worse. The problem was that a Suzuki internal memo from 1985 surfaced, saying "It is imperative that we develop a crisis plan that will primarily deal with the "roll" factor. Because of the narrow wheelbase, similar to the Jeep, the car is bound to turn over." The Pinto-like paper trail would have surely been even more damaging if Suzuki hadn't already pulled the vehicle out of North America. Suzuki would eventually admit to having knowledge of 213 deaths and 8,200 injuries as the result of rollover, and would settle some 200 lawsuits.

But the Jimney was popular with off-roaders, and continues to be in markets outside the US. High-speed direction changes aren't usually something you find a lot of in off-roading, and the Jimney's low price and very lightweight construction make it very appealing. A lot of off-roading enthusiasts still believe that Suzuki was cheated, and that Consumer Reports was out of line. It might be true that rollovers aren't something they dealt with a lot, but the numbers (not the mention the memo) don't lie. The current version debuted in 1998 and still sells reasonably well as a low-cost off-road vehicle.

Honda Civic

The Honda Civic is a line of small cars manufactured by Honda. Originally a subcompact, the Civic has gone through several generational changes, becoming both larger and more upmarket and moving into the compact car segment. EPA guidelines for vehicle size class stipulate a car having combined passenger and cargo room of 110 to 119.9 cubic feet (3,110 to 3,400 L) is considered a mid-size car, and as such the tenth generation Civic sedan is technically a small-end mid-size car, although it still competes in the compact class. The Civic coupe is still considered a compact car. The Civic currently falls between the Honda Fit and Honda Accord.

The first Civic was introduced in July 1972 as a two-door model,[2] followed by a three-door hatchback that September. With an 1169 cc transverse engine and front-wheel drive like the British Mini, the car provided good interior space despite overall small dimensions. Initially gaining a reputation for being fuel-efficient, reliable, and environmentally friendly, later iterations have become known for performance and sportiness, especially the Civic Type R, Civic VTi, Civic GTi and Civic SiR/Si.

The Civic has been repeatedly rebadged for international markets, and served as the basis for the Honda CR-X, the Honda CR-X del Sol, the Honda Concerto, the first generation Honda Prelude, the Honda Civic Shuttle (later to become the Honda Orthia), and the Honda CR-V.

In Japan, as customers increasingly shifted to minivans and compact cars like Honda Fit, production of non-hybrid Civic ended in August 2010 when it no longer complied with Japanese Government dimension regulations in the width category. However, production of Civic and Civic hybrid for export markets continued.

The Civic is based on an all-new Honda compact global platform.

The tenth-generation Civic features a new fastback exterior design, with the rear C-pillar flowing into the tailgate. The front of the car features a new chrome wing design that flows across the top of the headlamps.

The interior of the new Civic likewise features major design changes. Unlike the split bi-level speedometer and tachometer of its predecessor, the tenth generation Civic consolidates these instruments into a fully customisable, all digital interface incorporating a 7-inch LCD screen positioned directly behind the steering wheel and in the driver's line of sight.

Models

Civic variants include sedan, coupe, five-door hatchback, Si trims, and Type-R models.

Sedan

The production sedan was unveiled on YouTube in September 2015.

The Civic is based on an all-new platform which utilizes higher grade steel, the unit body is 68 pounds lighter than the prior model and the center of gravity has been reduced 0.6 inches. The sedan's wheelbase is 1.2 inches longer with rear disc brakes made standard. To minimize NVH the Civic adds fluid-filled suspension bushings. A dual pinion steering system is introduced along with a thicker and more rigid 30 mm diameter steering column for improved steering feel, additionally the steering gear ratio is variable, with 2.2 turns lock-to-lock compared to 3.1 turns lock-to-lock from the previous model and a quicker 10.93:1 steering ratio.

The exterior features standard LED DRLs and C-shaped LED taillights. Headlamps with LED low and high beams along with amber LED turn signals are optional.

US models went on sale in November 2015 as 2016 model year vehicles. Models include a choice of two engines: a naturally aspirated 2.0-liter I4 engine paired to either a six-speed manual or CVT transmission, or 1.5-liter turbocharged direct injected I4 engine with only a CVT transmission. The sedan's 2.0-liter engine paired with the CVT has an EPA-estimated fuel economy of 31/41/35 mpg (city/highway/combined).

Coupe

Based on Civic Concept revealed at the 2015 New York Auto Show, the production coupe was unveiled at 2015 Los Angeles Auto Show in November, with US sales following in March 2016.

Hatchback

The Civic Hatchback Prototype vehicle was unveiled in 2016 Geneva Motor Show, the production version was unveiled at the 2016 Paris Motor Show.

The hatchback is developed jointly by Honda R&D teams in Europe and Japan, and manufactured in its Swindon, England plant.

US models went on sale in September 2016 (2017 MY).[citation needed] Early US models only come with a 1.5-liter turbo engine of either 174 or 180 HP. European models are set to go on sale in Spring 2017. Early models included choice of 3 engines (1.0-liter and 1.5-liter turbo, 1.6-liter diesel).

Koenigsegg Agera R

The new Koenigsegg Agera RS has its focus set firmly on the track but is still perfect for regular use on the road. It uses advanced technology developed during our exclusive Koenigsegg One:1 program, while maintaining all the functionality of previous S and R models. Such practicalities include a usable luggage compartment and a detachable hardtop that can be stowed internally for top-down motoring at any time.

The Agera R made its debut at the March 2011 Geneva Motor Show—with a Speed Racer livery theme, and special Michelin tyres. It can accelerate from 0–100 km/h (0–62 mph) in 2.8 seconds and reach a theoretical top speed of 439 km/h (273 mph). The Agera R has a drag coefficient of Cd=0.37, or Cd=0.33 at high speed due to its adaptive rear wing, while producing 300 kg (660 lb) of downforce at 250 km/h (155 mph). This adaptive rear wing system is lighter than conventional hydraulic/electrical adaptive systems, and has the unique ability to compensate for head/tailwind due to its spring-loaded design. Furthermore, the pylons holding the wing play not only a role in the Agera R's aerodynamic performance, but also assist in extracting hot air from the engine bay.

On 2 September 2011, during test sessions in Ängelholm, the Agera R broke six world land speed records for a production car, including 0–300 km/h (0–186 mph) in 14.53 seconds, and 0–300–0 km/h in only 21.19 seconds.[10] The braking performance required to maintain this record is enabled in part by the Agera's stability, demonstrated by Koenigsegg's test driver and drivetrain technician Robert Serwanski, who was recorded by passenger Rob Ferretti (founder of the group "Super Speeders") braking from 300 km/h to 0 without holding the steering wheel.

The Agera R can produce lateral cornering forces of 1.60 G,due to a combination of mechanical balance and high levels of grip from the specially developed Michelin Supersport tyres.

The 2013 version of Agera R premiered at the 2012 Geneva Motor Show. Upgrades included carbon fiber wheels, enhanced aerodynamics, and engine upgrades allowing the Agera R's 5 litre twin turbocharged engine to produce 850 kW (1,140 hp) on E85. And, thanks to Koenigsegg's Flex Fuel Sensor technology, the ECU can respond to varying fuel qualities and alcohol content by reducing power levels as a means of protecting the engine. On standard low octane fuels, power is reduced to 716 kW (960 hp).[12]

The Agera R was featured prominently in the Need for Speed franchise, prominently in Criterion Games' Need for Speed: Most Wanted (2012), Ghost Games' Need for Speed Rivals (2013), and the 2014 film Need for Speed. It is also featured in 2013 mobile video game Real Racing 3.

Koenigsegg Agera R has a power to weight ratio of 1.24 kg (2.73 lb) per horsepower.

Agera RS enhancements include: advanced lightweight sound insulation, an all-new front splitter optimized for the track, front winglets, side skirts, advanced dynamic underbody flap system and a dynamically active rear spoiler for added down force (now up to 450 kg at 250 km/h). The RS also features improved side air outlets behind the front wheels, increased power and a raised rpm limit.

Even with all this added functionality and equipment, we have still managed to lower the curb weight compared to the Agera S and R models, thanks to the use of advanced composites and layup techniques developed during the One:1 program.

On top of the standard equipment, the Agera RS also offers the option to choose the Koenigsegg active and self-levelling chassis package, 3G connected Pre-Active chassis setups, alternative aero packages, active sound cancellation and much more.

The engine – as with the previous Agera S – has been optimized for regular pump gas and now puts out an incredible 1160 bhp on regular petrol. That’s an astonishing 232 bhp per liter with perfect reliability.

In certain markets, the Agera RS can also be configured to run on E85 for even higher power levels, while the engine management system offers the ability to adjust on-the-fly to any fuel mix at any given time.

The Agera RS is the ultimate in road and track versatility. It offers the most extreme performance available today and yet is fully road legal, complying with safety standards and other necessary homologation requirements worldwide.

The RS will be handcrafted in only 25 examples, with 10 pre-sold prior to the first showing.

Specifications and Performance

In early development the car was fitted with a 4.7-litre V8 engine with fixed-vane twin turbos, but it was replaced with a 5.0-litre twin-turbocharged V8 engine for the production version of the car.

Engine and transmission

The Agera is powered by an in-house developed 5.0-litre twin-turbocharged V8 engine which produces 701 kW (940 hp) at 6900 rpm and 1,100 N·m (810 lb·ft) of torque at 4000 rpm. Total weight of the engine is only 197 kg (434 lb) thanks to a carbon fiber inlet manifold and the aluminium construction. The transmission is a 7-speed dual clutch with paddle shifters. It is the first dual clutch transmission to feature only one input shaft. The second clutch slows down the input shaft during up shifts in order to reduce the time it takes to synchronize the next gear, resulting in faster shift times. Most notably, the transmission weighs only 81 kg (179 lb).

Dynamic

0–100 km/h (0–62 mph) in 3.00 seconds
0–200 km/h (0–124 mph) in 8.0 seconds
0–200–0 km/h (0–124–0 mph) in 13.5 seconds
0–300 km/h (0–186 mph) in 14.53 seconds (Agera R).
Top speed for the production model is 433 km/h (269 mph).[citation needed]
Koenigsegg Agera has a power to weight ratio of 1.51 kg (3.33 lb) per horsepower.

Exterior and interior

The Agera has a body made from impregnated carbon fiber/kevlar with lightweight reinforcements. The car's hardtop roof is stowable under the front hood lid. The chassis is also made out of carbon fiber with an aluminum honeycomb structure that comes with integrated fuel tanks for optimal weight distribution and safety. The rear wing is electronically adjustable with auto setting or manual control in order to have as little compromise as possible between low drag and downforce, depending on situation and mood. The Agera comes with forged aluminum wheels with center locking nuts, measuring 19" on the front and 20" on the back and wrapped in a set of Michelin Super Sport tyres that can be used with speeds of up to 420 km/h (260 mph). Other highlights include the trademark Koenigsegg doors, a new traction control system, LED lighting, blue hood stripes that continue on through the cockpit of the car and a custom interior with a new "Ghost light" lighting system, which uses carbon nanotubes in a unique configuration to shine through the car's aluminum buttons.

Toyota C-HR

The small SUV craze when Toyota arguably did so more than a decade earlier with the original RAV4.

The modern day RAV4 is a much larger and dumpier beast, however, which is where the Toyota C-HR comes in. It’s roughly the same size as its main rivals, the aforementioned Qashqai and the Seat Ateca. However, it isn’t as roomy in the back as those cars (blame the sleek roofline) and costs a bit more to buy.

More positively, if you’re a company car driver the Hybrid version will keep your tax bills low and even the entry-level Icon model gets you a generous amount of standard equipment.

Read on over the next few pages to find out if the Toyota C-HR is the car for you, how it compares with its main rivals and which engines and trims make the most sense.

Driving

It’s best to think of the C-HR Hybrid as a Toyota Prius in drag. Both cars sit on the same platform and are powered by the same 1.8-litre petrol engine and electric motor, which send their combined power to the front wheels through an automatic gearbox. It’s a recipe that works remarkably well in the latest Prius, but the C-HR’s taller stance and heavier body do spoil things a bit.

For starters, the C-HR takes noticeably longer to get up to speed than its fuel-sipping sibling, and its petrol engine always seems to be working that bit harder. Diesel rivals, such as the Seat Ateca 1.6 TDI and Nissan Qashqai 1.5 dCi, aren’t actually much faster, but they get you up to speed in a far more relaxed fashion.

The cheaper 1.2-litre petrol version has less power than the Hybrid but also weighs less, so is actually slightly faster. Performance is roughly on a par with its key rivals, including the Ateca 1.0 TSI and Qashqai 1.2 DIG-T.

Toyota C-HR ride comfort 

This depends on which engine you choose. The 1.2-litre petrol on 18in wheels rides quite well; it isn’t soft and wallowy like some SUVs, so there’s no nausea-inducing body bounce along undulating roads. Just as impressively, the C-HR smoothes over ruts and broken Tarmac around town better than, say, a Seat Ateca or a Peugeot 3008.

The Hybrid is less impressive; its extra weight gives the suspension a harder job to do. On the same 18in alloys, things are more unsettled around town, so we suspect 17in wheels might be a better choice if you’re buying this version.

Toyota C-HR handling 

As with the ride, this depends on which engine you go for. The lighter 1.2-litre petrol is remarkably agile by small SUV standards, staying upright and hanging on gamely through tight twists and turns. Even its steering is accurate, delivering enough feedback to give you confidence through faster bends while staying light during low-speed manoeuvres.

Meanwhile, the Hybrid version is hampered slightly by its extra mass, so it never feels quite as light on its toes. You only really notice this on faster, twisting roads, though, and it still handles well by small SUV standards. It’s just a pity the steering feels a bit more artificial than in the 1.2 version.

Toyota C-HR refinement 

At very low speeds, the Hybrid version can power itself using its electric motor only, so it’s much quieter than a conventional petrol or diesel alternative. The trouble is, even relatively gentle acceleration requires the help of the petrol engine, at which point things gets a bit rowdy.

The blame lies with the CVT automatic gearbox which, whenever you squeeze your right foot, causes the revs to rise suddenly and stay high until you’re up to your desired speed, filling the interior with an annoying drone in the process.

The 1.2-litre petrol version is quieter; it actually has a more refined engine than rivals such as the Seat Ateca 1.0 TSI. The 1.2’s six-speed manual gearbox is also light and positive and there’s enough feel through the clutch and brake pedals to make smooth driving easy. Less impressive is the amount of wind noise on the motorway.

Interior layout

The C-HR might be a small SUV, but don’t expect to feel as though you’re behind the wheel of a Range Rover. Even compared with similarly sized rivals, such as the Nissan Qashqai, you sit quite close to the ground – whether this is a good thing or not really comes down to personal preference.

There are certainly no major ergonomic issues. The seat and steering wheel move freely to adjust for different body shapes, and the seat itself is comfortable, although entry-level Icon models miss out on adjustable lumbar support.

The ‘layered’ dashboard means the heater controls are easy to see and reach, even though we’d prefer dials rather buttons to adjust the temperature.

Toyota C-HR build quality 

Toyota isn’t famous for its classy interiors, but the C-HR's isn’t bad at all. It’s not in the same league as the Audi Q2, admittedly, but most of the plastics around the driver and front passenger are appealingly dense and everything feels more solidly screwed together than it does in the Prius.

There are a couple of provisos attached to that, though. Firstly, we’ve only tried the C-HR in range topping Dynamic trim. Secondly, things aren’t as smart in the back as they are the front; the plastic on the insides of the doors feels a bit low-rent.

Toyota C-HR safety & security 

The C-HR has yet to be appraised by the safety experts at Euro NCAP, so we can’t tell you how well it’s likely to protect you in an accident compared with rival small SUVs.

However, all versions of the C-HR come with lots of safety kit, including a pre-collision system that can automatically apply the brakes to stop you running into the car in front. It can even recognise pedestrians.

You also get lane departure warning and automatic high-beam assist for the headlights, and the speed limit of the road you’re driving down is conveniently displayed on the touchscreen. Blind-spot monitoring and rear cross traffic alert – the latter warns you of approaching cars when you’re backing out of a driveway onto a road – is also standard on Excel and Dynamic trims, and optional on entry-level Icon.

Lamborghini Huracan

The Huracán Coupé has been created for unprecedented performance. All the power and acceleration of a naturally aspirated V-10 engine, without giving up control or fun of driving. This is all thanks to the  all-wheel drive system and the 7-speed Lamborghini Doppia Frizione (LDF) dual-clutch transmission, as well as the innovative Piattaforma Inerziale Lamborghini (LPI), created for accurate and real-time detection of all the chassis movements and for immediate adjustment of the car setup.

Below is a summary of all the characteristics and the technical specifications of the Huracán Coupé.

EMOTION

Top performance, but also maximum comfort: thanks to Lamborghini's ANIMA (Adaptive Network Intelligence MAnagement) technology, the Huracán can meet all of your driving needs. Each single part recalibrates to provide a driving experience like no other. 

By choosing the STRADA setting, you can drive with comfort and maximum grip, perfect for both day-to-day use as well as longer journeys. If you are looking for thrills and fun while driving, then you will appreciate the slight oversteer capabilities of the SPORT setting. On the other hand, to enjoy a racing-style drive, top performance will be delivered by the CORSA setting, which allows the Huracán Coupé to fully express its incredible potential.

EXTERIOR DESIGN

The Huracán Coupé's exterior: form follows function, guaranteeing Lamborghini's stylistic purity and performance, so it comes as no surprise that the design is inspired by something as essential as a carbon atom.

From hexagons to streamlined Y's, each of the Huracán's lines is designed to cut through the air and take your breath away. A sporty and dynamic look, both innovative and unmistakably Lamborghini, built to intensify your emotions.

INTERIOR

Luxury meets the spirit of Lamborghini inside the Huracán. Sporty yet elegant, it was developed to provide all the space and comfort you need. A large 12.3” TFT instrument panel, controls integrated in the steering wheel, perfectly contoured sports seats and a center console puts all the controls at your fingertips. Every detail is designed to make your driving experience natural and involving, all with the highest quality finish throughout.

DRIVING DYNAMICS

On the one hand, you will have the incredible power and acceleration of a longitudinal mid-mount naturally aspirated V-10 engine. On the other, you have all the technology of the Lamborghini Doppia Frizione (LDF) dual-clutch transmission and the electronically controlled all-wheel drive system for all driving conditions. 

This means you can have all the power you need and at the same time the fun, exhilarating drive you desire every day.

ENGINE

Lightweight, compact and with an unmistakable sound thanks to its long-stroke architecture, the naturally aspirated 90° V-10 engine in the Huracán Coupé was designed to dazzle. What's more, it offers injection technology which for the first time on a V-10 engine combines multi-point injection with IDS (Iniezione Diretta Stratificata) stratified injection: depending on the driving conditions, the two systems are used at the same time or alternatively, thus offering the advantages of both in terms of improved efficiency and performance. The Stop-Start and Cylinder on demand technologies (available in certain markets) further increase the efficiency of this V-10 engine.

CHASSIS

Carbon fiber and aluminum: these are the materials that, when combined, make the chassis of the Huracán both lightweight and high-performance by considerably increasing its torsional stiffness, obtaining incredible results.

SUSPENSION

The double wishbone architecture of the Huracán Coupé's suspension system offers the perfect balance between day-to-day convenience and sports performance.

In addition, an optional magnetorheological shock absorber system is available, designed to adjust the damping effect almost instantaneously on the basis of three factors: driving style, road conditions, and the selected driving mode.

Ferrari F12 Berlinetta

The supercar cognoscenti would probably still be in awe of all that now, if it weren’t for the models that Ferrari has unveiled since: specifically, one headline-stealing 950bhp hybrid.

Overshadowed or not, though, the Ferrari F12 Berlinetta is a landmark in its own right, and having been to Italy to sample it, witnessed it disdainfully dismiss the equivalent Lamborghini in a comparison test and seen it come painfully close to scooping our 2013 Best Driver’s Car title, it’s time to get well and truly under this car’s ingeniously sculpted aluminium skin.

Although Ferrari has been making front-engined V12 grand touring sports cars for the road for almost six decades, the car to which the new F12 owes its biggest debt is probably the 275 GTB of 1964.

Since the 275, Maranello has made equivalent front-engined V12 models in the form of the 365 GTB/4 (Daytona), 550 Maranello, 575M and 599. But during a 23-year gap between the Daytona and 550, it abandoned the front-engined V12 concept to experiment with mid-engined flat 12 models such as the Testarossa.

It’s not just those with a cool quarter of a million pounds of vested interest in this car who will be interested to discover the full breadth and scope of the Ferrari F12’s talent and stature, however, and nowhere will you give a fuller picture.

The F12’s key contradiction is that it is both pioneer and throwback. This is Ferrari's first ‘downsized’ super-GT, and the first car of its kind to be lower, shorter, narrower and lighter than the one that it replaces.

As such, it seems to adopt a path leading, in design terms, in the direction not of the imposing 550, 575M and 599 of relatively recent memory, but instead towards the company’s more effete front-engined models of the 1960s.

The F12 is more than 200mm longer than the 275 GTB but its short overhangs visually reduce its mass, and its cabin-rear profile contributes to a classic sports car silhouette.

Compared with the 599, the F12 has a lower scuttle and seating position, a lower engine mounting and a resultingly lower centre of roll. Packaging advances have made the rear-mounted transaxle gearbox and suspension systems smaller, allowing a shorter rear overhang and a rearward shift in weight distribution.

Built by Scaglietti, the F12’s monocoque underbody is made of 12 different aluminium alloys and contributes to a 20 percent gain in torsional rigidity compared with the 599, as well as a 70kg overall saving.

The car is clothed in aluminium, too, its panels sculpted according to Ferrari’s unique ‘aerodynamics via subtraction’ philosophy. The arcing channels cut into the bonnet form the so-called Aero Bridge, diverting air from the base of the windscreen and using it to reduce drag around the wheelarches.

The net result is that this car produces 123kg of downforce at 126mph but has a drag coefficient of less than 0.3. In our experience, the car’s styling doesn’t win universal praise but, like it or not, you can’t deny that the F12’s design works.

Carbon-ceramic brakes and magnetorheological dampers are standard. Power comes from a 6.3-litre V12 with normal aspiration and direct injection. It produces 731bhp and 509lb ft of torque, sent via a seven-speed dual-clutch gearbox.

Open the bonnet of the Ferrari F12 Berlinetta and you’ll find a pair of unusual protrusions, one at the front of each cylinder head, that appear to have nothing to do with the drive system for the valve gear.

They’re resonance chambers, into which intake air flows where it is ‘pre-charged’ on its way to the cylinders. The process, says Ferrari, makes for better combustion and a more generous provision of low-end torque.

And that’s just one of the things that Ferrari’s 6262cc V12 does particularly cleverly. Fed by direct fuel injection and ultra-precise combustion control, the over-square engine can run a compression ratio of 13.5:1 – 23 percent greater than that of the latest Aston Martin Vanquish – without knocking. The engine also runs so cleanly that it needs no catalytic converters.

The car’s headline 731bhp is the eye-catching figure – if you want more power than that, you can only really get it in production cars costing at least three times as much as the F12, although Ferrari has rectified this small issue with the 770bhp F12tdf. But its 509lb ft of peak twist is just as important, 80 percent of which is available from just 2500rpm.

As a swansong for not only the F12, but the naturally aspirated V12 engine, Ferrari is set to unveil the F12 M at the 2017 Geneva Motor Show with its headline power output increased to 750bhp.

Ferrari F12 BerlinettaFerrari F12 Berlinetta alloy wheelsFerrari F12 bi-xenon headlightsFerrari F12 Berlinetta front grilleFerrari F12 Berlinetta Aero BridgeFerrari F12 Berlinetta rear diffuserFerrari F12 Berlinetta dashboardFerrari F12 Berlinetta interiorFerrari F12 Berlinetta sport seatsFerrari F12 steering wheel rev counterFerrari F12 driving mode switchFerrari F12 Berlinetta badgingFerrari F12 air ventsFerrari F12 Berlinetta cubbyholeFerrari F12 Berlinetta aluminium pedalsFerrari F12 Berlinetta rear quarterFerrari F12 6.0-litre V12 engineFerrari F12 Berlinetta hard corneringFerrari F12 BerlinettaFerrari F12 Berlinetta rear corneringFerrari F12 Berlinetta cornering4.5 star Ferrari F12 Berlinetta

Ferrari’s claim to have increased cabin space in spite of the Ferrari F12’s reduction in overall size is borne out by first impressions. Your backside seems to drop a long way into the leather sports seat, which, despite its thin and purposeful appearance, is not only supportive but also perfectly comfortable over long distances.

Your legs stretch out very straight in front of you, your heels ending up at almost the same level as your hips and, even if you’re taller than average, your scalp will be comfortably clear of the roof lining. The driving position is excellent, with as much adjustment on the steering column as most will need.

The figures tell most of the story. The 731bhp peak is at 8250rpm, with the more modest 509lb ft torque peak appearing at a still-heady 6000rpm (just 750rpm shy of where peak power is delivered in Aston Martin’s V12 Vantage S).

It used to be said that when you bought a Ferrari, you paid for the engine and got a car thrown in free. Not quite how it feels today, but there’s no doubt that the F12’s powertrain is its stand-out feature.

Against the clock? A slight rearward weight bias and an effective launch control system meant the F12 hit 60mph in 3.0sec precisely, before going on to pass 100mph in 6.5sec. Among the other road cars that we have tested, only a Bugatti Veyron Super Sport provides a genuine benchmark.

Accelerate in the right gear from 30mph and just 2.3sec later an F12 will pass 70mph. In fourth, a gear that can be engaged at under 30mph yet take you to the other side of 120mph, that time is still only 4.6sec. At its peak, the Ferrari will hit 211mph.

In an F12, you will never yearn for more power, nor for a faster, better gearshift: its dual-clutch unit is first class in its speed and smoothness. Although Ferrari has taken the F12 and tweaked the recipe, producing the F12tdf which gives it 770bhp, but alters the character drastically.