Tesla Model S Electric. 2016

Dual Motor Model S is a categorical improvement on conventional all-wheel drive systems. With two motors, one in the front and one in the rear, Model S digitally and independently controls torque to the front and rear wheels. The result is unparalleled traction control in all conditions.

Conventional all-wheel drive cars employ complex mechanical linkages to distribute power from a single engine to all four wheels. This sacrifices efficiency in favor of all weather traction. In contrast, each Model S motor is lighter, smaller and more efficient than its rear wheel drive counterpart, providing both improved range and faster acceleration.

McLaren Mercedes SLR 2016

As we floored the accelerator in the Mercedes Benz SLR McLaren, There was a brief snap of Wheelspin before the electronic stability control stepped in to balance the sudden tidal wave of torque against the grip of the car's 295/30ZR-19 rear Michelins. After that it was just a matter of listening to the deep staccato beat of the 5.4-liter supercharged V-8 hurtling the SLR down the relatively short runway at Malmsheim, near Stuttgart (Where Mercedes organized this Performance test for American magazines), and then tapping the shift button on the steering wheel each time the tach reached for its 7000-rpm redline.

Do that with any degree of proficiency, and you are Rewarded with 0-to-60-mph sprints in just 3.6 seconds. The quarter-mile is Dispatched in 11.6 seconds at 125 mph, and even that result might improve on a warmer surface. c/D's test session was the last of four and took place in the late afternoon, when October temperatures were on the Decline.

skilled testers can equal the launch performance of the SLR's stability-control system (ESP in Mercedes-speak) by switching to its second, less intrusive position and finessing the gas pedal for traction, but they can't beat it. In the normal ESP mode, you have very effective launch control, and since the SLR has 575 pound-feet of torque from 3250 rpm, that system is worth its weight in gold-plated connectors. It was also reassuring to know that the huge ceramic brake rotors and equally substantial calipers would quickly slough off speed at the end of each 130-mph run on the relatively short Malmsheim airstrip.

Dig into the loud pedal any time out on the road, and you'll be gob-smacked by the sheer ferocity of the AMG engine's response. It might involve a downshift to do it, but a big dig at the throttle produces the kind of thrust that had everyone in our group shaking their heads in awe. Just check out our 30-to-50 and 50-to-70 times, which at 1.7 and 2.4 seconds are the best pair of top-gear acceleration times we've ever recorded for a production car.

In any situation other than a dry day on a straight road, a deep prod at the throttle will likely be answered by the activities of both engine and electronic watchdogs. The engine wants to give its all while the electronic systems are trying to save your life. Even then, we had a couple of occasions in traffic when a stab at the pedal produced a brief twitch of the tail.

That explains why Mercedes will not allow the ESP to be switched off completely. In fact, while we were pondering this strategy during a break at the test session, someone asked why one even needs 617 horsepower in a streetgoing car. The answer came from another writer: "To reach 207 mph."

Exactly. If a company with a long Motor sports history wants to flaunt its heritage in a car that evokes both the 300 SLR of old and the Formula 1 McLaren of right now, it needs to breech the 200-mph mark in the same way Ferrari's Enzo does. To push a big car like the SLR through an increasingly resistant atmosphere to the 200-mph mark-particularly when it has a flat bottom, front and rear diffusers , and a tail spoiler designed to provide downforce at speed-you need big horsepower.

Mercedes performance partner AMG knows where to find it. AMG knows how to package it, too. Looking at a fully dressed AMG SLR engine, one can readily appreciate the unit's compact size. The 5.4-liter V-8 in the SLR wears single-overhead-cam three-valve heads that are remarkably compact. The twin-screw blower resides in the valley between the cylinder banks, where it takes up very little space. A dry-sump lubrication system allows the V-8 to be housed lower than with a conventional oil pan.Even the side-pipe exhaust system, with its vertical mufflers, helps keep the mass centralized. The engine sits comfortably amidships, well behind the front axle line, and contributes to the car's nearly perfect weight distribution. That lends the SLR some special handling benefits, including a front end that hangs on well after you expect understeer and a chassis that accepts additional steering lock in mid-bend without complaint. Indeed, the SLR pulls an impressive 0.97 g on the skidpad, despite tires that appear to be, at least on paper, less generous than what Dodge might apply to a mere 500-hp car.

Turns out the Michelin Pilot Sport PS2 hoops specially constructed for this car work exceptionally well, given their rain-or-shine duty brief. The car does not offer particularly strong feedback at slow to middling speeds, but it steps up the information flow when it begins to work hard, lending confidence to the driver for further dynamic exploration. The only problem here is that you're already traveling at high speed when the car comes truly alive in your hands.

Don't be misled. The SLR has less of the syrupy layer than most normal Benzes exhibit. Its steering is much more direct, as are throttle response and all ride sensations. But the ride is pretty cushy as 200-mph super cars go, and there is a thin gasket of luxury between mechanicals and nerve endings, all of which was intentional. The car, we were told repeatedly, was always envisioned as a fast GT. And that would explain the generous trunk space compared with other cars of the genre, the three interior storage compartments, the automatic climate control, the high-end stereo system, and the custom-fit leather seats. (Cushions of various thicknesses are fixed to the carbon-fiber seat shells to tailor each owner's fit to this $455,500 rocket.)

Therein lies the great paradox. Mercedes has tried to balance the SLR somewhere between all-out supercar and civilized grand tourer. This within a swoopy carbon-fiber monocoque chassis that has an unequal-length control-arm suspension at all corners, gullwing doors, an active rear airbrake/spoiler, side-pipe exhausts, and an engine that expresses power with every revolution. Yet all these sporty flourishes are in combination with an automatic transmission, various and sundry luxury trappings, and a substantial 3858-pound curb weight.

Clearly, this is a vehicle intended for a flexible role. Luckily for us (and owners with the means), technology allows car designers a lot of leeway these days, enabling less compromise than was possible just a few years ago. A smooth ride and precise handling are no longer mutually exclusive; nor are creature comforts and high power. You can indeed have your cake and eat it, too.

Holden Commodore SS 2016

2016 Tesla Models S p85D

Saving time is the justification the privileged give for indulging in fractional jet ownership and hiring personal assistants to attend funerals and barMitzvahs on their behalf. Ideally, the less time you spend doing something unpleasant, the more time you have to do something worthwhile. But it never quite works out that way, or Minute Rice would have ushered in a new age of enlightenment.

Tesla’sModeSP85D acts like a car built on the mantra “Waiting is for suckers.” This 691-hp battery-electric vehicle is for the impatient, the toe tappers, and the watch checkers. Tesla claims that the P85D is capable of reaching 60 mph in 3.2 seconds, shaving 1.4 seconds from the rear-drive P85 it replaces.

To get down to that number, Tesla added a 221-hp electric motor to drive the front wheels. This secondary unit works in conjunction with the P85D’s 470-hp rear motor to provide four-wheel drive. A similar two-motor setup will be available on all Model S versions starting this spring, and the upcoming ModelXSUV also will share the system. But for now, the most snow-friendly Tesla is the top-shelf P85D.

From a stop, the one-speedP85D has all of its 686 pound-feet of thrust at the ready. Power delivery is immediate, as in all EVs, but here it’s like driving a sports car in the lowest possible gear with the engine revving right at the torque peak, all the time.

It’s shockingly quick. Kick the accelerator and the car jumps ahead on a surge of power. Eye a gap in traffic and you’re there. This is power at the speed of thought—there’s no waiting, no downshifting, and, really, no effort. A clot of Corollas can be dispatched with one quiet leap forward, putting those Toyotas in the only place they look good.

The neck-straining pull lessens as speeds increase. Also, our Preproduction test car had a known issue that reduced power by about 10 percent at speeds above 60 mph. Instead of reporting lame test results, we’ll wait for a fully bakedP85D to verify Tesla’s acceleration claims.
At first, the electric silence seems odd but then it soothes, serving to enhance the driving experience. The cabin calm at 70 mph would make a Lexus engineer envious. Fully goosed, it’s only slightly louder. The big battery pack in the floor acts like a giant lithium-ion mattress and muffles out road noise. Suspension crash barely registers, and even big whacks to the 21-inch wheels are nonviolent confrontations.The electron-filled California king in the floor is seriously heavy. But mounting it low hooks the Model S to the earth. Tesla says a two-motor P85D weighs 4936 pounds, or 291 pounds more than a rear-drive P85, but it doesn’t act any heavier. Or, indeed, very heavy at all. The P85D changes direction quickly and without fuss. Even at the limit of grip, the Tesla remains eerily flat and unperturbed by cornering pressure. Keep pushing and the Tesla’s mass begins scrubbing away the edge of the outside front tire. An accurate and responsive electric power-assisted steering system offers three weights, from light to heavy. No matter the mode, the steering effort constantly changes and reacts to the road. Subtle vibrations paint a vivid picture in asphalt.After living with the Tesla for a few days, the useful differences between it and gasoline-powered cars become apparent. You don’t start the Model S, you simply get in, place a foot on the brake, and select a direction of travel. Getting out is the same deal. No need to shut anything off, simply walk away. Lift off the long pedal and regenerative braking not only returns electrons to the battery, it also uses the electric motors to slow the car to such an extent that one-pedal driving becomes possible. In most driving situations, the brake pedal is only necessary for a complete stop or an emergency. And unlike other EVs and hybrids, the Model S’s brake pedal only actuates the brakes. Since the pedal doesn’t control both friction and regenerative braking, the pedal feels linear and normal, because that’s what it operates—normal brakes.

Luxurious isn’t how we’d describe the Model S’s interior. Austere and simple is more like it. Aside from the massive touch screen in the middle of the instrument panel, and the attractive gauge display, there’s not much wretched excess here. Up until now, the top versions of the Model S looked virtually identical to the $71,070 base model. But in a sop to the sybarite, Tesla dresses up the P85D with Alcantara touches on the dashboard and headliner. New seats look better than before and provide improved support and cushioning. There are also new sun visors and Mercedes-Benz’s latest stalks on the steering column. A full suite of safety tech—including collision warning, lane-keeping help, and adaptive cruise control—is being built into the Model S. Eventually, these features will bring the Model S to Mercedes S-class levels of self-driving autonomy. For now, Tesla is still finishing development of the systems.

The extra power, traction, and weight of the second motor mean the car swills the 85-kWh battery’s electrons. According to Tesla, the P85D has a 285-mile range at a steady 65 mph. Real-world range proved to be closer to 220 miles. Even at that, the Tesla’s range is great enough to avoid the compulsion you get in lesser EVs to hypermile or turn off the air conditioning.

Recharging is the part of the experi­ence that requires the most patience. On most 240-volt power sources, the battery gains about 29 miles of range per hour. Plug into a 120-volt source and the recharge rate falls to roughly three miles of range per hour. There are 135 Supercharger stations in the U.S. that will add approximately 150 miles in about 20 minutes, but they’re not always conveniently located.

Most Tesla Model S customers will be happy with 240-volt charging at home. Plug in at night, sleep, and wake to a car ready for another 200-mile day. Beats pumping gas. Aside from its recharging cycles, the P85D will never keep you waiting. Speed is the greatest luxury.

Tesla engineers made creating a 691-hp supersedan seem easy. The new 221-hp electric motor and front-drive differential fit neatly between the 85-kWh battery pack and the electrically assisted rack-and-pinion steering gear. The only downsides are the 291 pounds of extra weight and a front trunk reduced in volume from five to three cubic feet. In your dreams, Tesla’s creative types are hard at work on a Model SS powered by two 470-hp motors.

Audi A8L W12 2016

Suzuki GSXR 1000 2016

2015 GSX-R1000

For more than a decade, the GSX-R1000 was the most successful name in 1,000cc production-based road racing around the globe, earning it the title of The Top Performer. The 2015 Suzuki GSX-R1000 is ready to prove itself to be a legendary motorcycle with amazing throttle response, power, and acceleration at mid-range engine speeds – all with great fuel economy.  Engineering your dream bike to go fast is not the only priority at Suzuki. Bred from the same DNA as our MotOGP machines, the GSX-R1000 draws heavily on Suzuki’s racing expertise.

Commemorating Suzuki’s 2015 return to MotoGP racing, the new GSX-R1000 is dressed in Suzuki Racing Blue to express Suzuki’s spirit and passion for racing. The GSX-R line delivers outstanding braking capabilities with its Brembo calipers and heat-resistant stainless steel brake discs. The bike maneuvers like a dream with a solid chassis design and responsive suspension. The ability to stop as you please, to turn as you command, is just as important to Suzuki as it is to you. 

Simply put, the GSX-R1000 offers outstanding engine performance from idle to redline, smooth suspension performance, responsive handling, and superior braking to reclaim its Top Performer status and Own The Racetrack. 

 When introduced 30 years ago, the GSX-R750 rocked the world with performance and a design that redefined sport motorcycles. Suzuki celebrates this sea of change by unveiling a pair of Limited Edition GSX-R1000 models that pay tribute to the original GSX-Rs.

 The 1985 GSX-R750 wore classic blue-on-white stripes that came to signify Suzuki racing worldwide for the last three decades. The new 2016 Blue-White Limited Edition GSX-R1000 continues this classic Suzuki racing heritage motif. Notably, the Suzuki Ecstar MotoGP team recently added this historical livery to a special version GSX-RR

 In 1986, a red-and-black GSX-R750 arrived to pay homage to the race bikes piloted by the Yoshimura Suzuki riders who competed at the Suzuka 8 Hour endurance races in the 1980s. Suzuki’s new 2016 Red-Black Limited Edition GSX-R1000 commemorates that landmark GSX-R, as well as the Yoshimura Suzuki GSX-R raced in 1986 by former Grand Prix World Champion Kevin Schwantz. This red-and-black livery made its AMA Superbike debut on the GSX-R1000 at the Indianapolis Motor Speedway under Yoshimura Suzuki rider Roger Hayden.

 Each Limited Edition GSX-R1000 carries an exclusive “30 Years of Performance” badge atop its gas tank, plus special wheel striping to signify its limited production status.

McLaren P1 2016

The Mclaren P1 is a limited-edition super car that blends a gasoline-electric hybrid drivetrain with striking looks and race-inspired technology in order to provide an unmatched driving experience. Largely built out of lightweight materials such as carbon fiber, the P1 is the spiritual successor to the iconic Mclaren P1.

 The Mclaren P1 is a limited-edition super car that blends a gasoline-electric hybrid drivetrain with striking looks and race-inspired technology in order to provide an unmatched driving experience. Largely built out of lightweight materials such as carbon fiber, the P1 is the spiritual successor to the iconic Mclaren F1.

 The P1's overall shape is reminiscent of the smaller MP4-12C but its details are far more exotic. The P1 features a truncated front end with a highly-stylized front fascia, butterfly doors, headlamps that mimic McLaren's boomerang-shaped logo and flowing character lines that give the car a look of motion even when it's standing still. Out back, the P1 is characterized by a high-mounted center exhaust, a large spoiler, meandering LED tail lamps and a functional air diffuser.

 The finishing touch is added by 10-spoke wheels crafted out of high-strength aluminum. Mounted on low-profile Pirelli P Zero Corsa tires designed specifically for the P1, the wheels have a diameter of 19 inches in the front and 20 inches in the back.

Designed as a driver's car, the P1 features an interior that is centered around the driver and there are no unnecessarily switches or buttons to be found on the dashboard. This creates a remarkably clean cockpit that is seldom seen in the supercar world. A deep wraparound windshield ensures the best possible visibility in all driving conditions.

McLaren went to great lengths to lower the P1's weight to a minimum and the dashboard, the floors, the headliner, the door panels and the center console are all crafted out of unpainted carbon fiber. To further push the envelope, the top layer of resin on the carbon fiber has been removed and the P1 does not come standard with carpet or sound deadening material.

The two bucket seats are also crafted out of carbon fiber and filled with as little foam as possible. They can only be manually adjusted forward and backwards in order to avoid adding the unnecessary pounds typically associated with multi-way adjustable setups.

In spite of its track-focused vocation, the P1 packs the usual assortment of convenience features including full climate control, satellite navigation and a Meridian sound system.

The instrument cluster consists of a 6.8-inch thin-film transistor (TFT) central screen flanked on each side by a 3-inch TFT outer screen. The three combined screens provide vital information about the P1's drivetrain and surroundings as well as specific menus for the different driving modes.

The P1 is powered by a revised version of the twin-turbocharged 3.8-liter V8 engine that is also found in the engine bay of the MP4-12C. The mill features a Formula 1-inspired dry sump lubrication system and a low sited flat plane crankshaft that helps reduce the center of gravity. By itself the eight-cylinder makes 727 horsepower and 7,500 rpms and 531 lb-ft. of torque from 4,000 rpms.

A 57-pound electric motor integrated into the V8 engine produces 176 horsepower and 190 lb-ft. of torque, providing an acceleration boost when needed and helping offset the low-end lag typically associated with turbochargers. The motor enabled McLaren engineers to use beefier turbos than they normally would without worrying about creating excessive amounts of lag.