Nissan 370Z 2010

The Nissan 370Z fits between more expensive sports cars like the Porsche Boxster/Cayman and less expensive, less powerful cars like the Mazda Miata. Available as a coupe or convertible, the Z also competes with the Ford Mustang and Chevrolet Camaro, though it is sportier and only offers seating for two instead of four.
The coupe version of the Z was redesigned for 2009, getting a new name to reflect a larger engine. The redesigned version sports a shorter wheelbase and all-new styling inside and out. For 2010, the convertible version gets the same treatment. In both cases, the sixth generation of the Z is the best yet.
The wheelbase of this sixth-generation car is almost four inches shorter than the previous-generation 350Z, and all of the sheet metal is new. Although the styling has something plainly in common with the pre-2009 model, almost every plane and contour is subtly or distinctly different.
The previous 350Z was fun to drive, but the latest-generation 370Z is a revelation. With the shortened body came increased torsional rigidity, which results in a greater feeling of agreement from all parts of the chassis. It now feels agile rather than brutal, supple rather than rigid, and it is easier to drive as a result. Quick, responsive steering also helps.
The roadster is sturdier than most open-top competitors, but isn't as solid and controlled as the coupe.
The 370Z is fast. The 3.7-liter V6 can motivate the car from 0 to 60 mph in as little as 5.2 seconds. Power is readily available across all rev ranges, but the V6 can sound somewhat gruff during hard acceleration. We like the new SynchroRev feature available with the six-speed manual transmission. It blips the throttle during downshifts to match revs and keep the car from getting upset during performance driving. The responsive seven-speed automatic transmission also has a rev matching feature, and it comes with steering wheel shift paddles for those who want to exercise more control.
The new generation Z is much improved on the inside over the pre-2009 models. The materials are much richer looking and the design escapes the low-rent effect of the old 350Z. Along with the improved aesthetics comes rational layout and control function.
There's still ample space in the seats for two occupants to travel in comfort. The coupe has a modest but usable rear cargo area under the hatch, while the convertible has a small trunk sized for a couple of duffle bags at best.
We did find a couple of minor drawbacks. Rear visibility can be limited in both body styles, entry/exit is strictly for younger and more limber occupants, and engine and tire noise can intrude. The roadster suffers from wind noise when the top is down.
The Nismo model introduced for 2010 is best for track use. It has more performance features but has a very hard ride and is considerably louder than the standard versions.
Fast, agile and with a civilized interior, the 370Z is one of the best performance values on the market.

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Chevrolet Camaro ZL1 2013

On Sale: Spring 2012
Expected Pricing: Starting at $54,995
The most powerful production Camaro in history made its North American debut at the 2011 LA Auto Show. And while GM might tell you Chevy runs deep, the compelling power-to-dollar ratio of this souped-up muscle car means your pockets won't have to.
Powering this rear-wheel-drive pony car is a supercharged 6.2-liter V8 that cranks out 580 horsepower and 556 pound-feet of torque, which Chevy says is good for zero-to-60 mph in 3.9 seconds. Top speed is 180 mph with the 6-speed manual transmission, and, curiously, 184 mph with the optional 6-speed automatic.
The ZL1 is rife with dragster-ready accoutrements, such as launch control (on manual gearboxes) and behemoth Brembo brakes. Multiple cooling systems such as a rear-differential cooler, an integrated engine- and transmission-oil cooler, and brake-cooling ducts help to diffuse all the heat drivers will no doubt be churning up.
The Camaro ZL1 is outfitted with GM's third-generation Magnetic Ride technology, which uses a special valveless damping and fluid system to adjust suspension firmness to match the road and driving conditions. This, Chevrolet says, keeps the everyday ride compliant while offering track-worthy grip and handling. Also standard is a bevy of electronic systems also found on the Corvette ZR1 that are sure to increase drivers' hero quotients, including traction control, stability control and a new electric power steering system.
Inside, leather upholstery and heated seats are standard, as well as rear-park assist with a rear-view camera display integrated in the center rear-view mirror. The standard nine-speaker audio system has both USB and Bluetooth connectivity. Options include 20-inch wheels, a stripe package, carbon-fiber hood insert, power sunroof, and a suede microfiber interior trim package.
The brass at Chevrolet would have you believe the 2012 ZL1 competes with the likes of luxury sports cars nearly three times the price. And while that might be true looking purely at performance specs, we say more commensurate competitors include the Ford Shelby GT 500 Coupe. For the price, one could also spring for an entry-level Porsche Cayman or Chevrolet Corvette, or a lower horsepower but overall more luxurious choice such as the Audi S5 or BMW 1 Series M Coupe.
The 2013 Chevrolet Camaro ZL1 Coupe will go on sale in the spring of 2012. Base pricing starts at $54,995 MSRP, including a $900 destination charge.
The 2013 Camaro ZL1 convertible will follow in late 2012 with the same specification as the coupe, Chevrolet announced at the LA Auto Show. The fifth-generation Camaro was designed to accommodate a convertible model and four reinforcements were engineered to quell cowl shake common in convertibles. The additional stiffening includes a brace connecting the front strut towers, a transmission support brace, an underbody tunnel brace, a front X-brace, a stiffer cradle, and rear underbody V-braces. The convertible is reinforced further around the windscreen.

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BMW M5 2013

After a model year's hiatus, a new chapter begins for the venerated high-performance sedan that drives the line between worthy track car and posh family sedan. First appearing in summer 2011 in Frankfurt, Germany, and officially making its North American debut at the LA Auto Show, the 2013 BMW M5, dubbed the F10 in Bimmerphile geek-speak, has a new engine, improved suspension and weight saving advances that keep the midsize four-door precipitate as well as perfunctory. Gone is the old 500-horsepower V10 in favor of a 4.4-liter, direct-injected, twin scroll, twin-turbocharged V8 (which BMW calls the S63Tu), a modified version of the power plant found in the X6 M and X5 M. This incarnation churns out 560-hp and 502 pound-feet of torque, with the maximum available between 1500 and 5750 rpm.
Paired to the engine is a 7-speed dual-clutch automatic with manual shifting mode, replacing the previous generation's SMG sequential automated manual gearbox. The new powertrain, combined with weight savings and an automatic start/stop feature, help to achieve what BMW claims is an increased fuel efficiency of 30 percent. (The 2010 M5 is rated by the EPA at an abysmal 11 mpg City, 17 mpg Highway, or 13 mpg Combined.)
Weight is reduced on the 2013 M5 via new aluminum components and by bolting the rear suspension directly to the chassis, which in the previous generation was linked by bulky rubber subframe bushings. That said, the M5's curb weight is a beefy 4300 pounds, nearly 100 pounds heavier than a standard 5 Series with similar features. And unlike the standard 5 Series, the M5 loses the electric steering in favor of hydraulic, giving the driver a more connected feeling to the road.
Track-day junkies will like the cockpit-adjustable shocks and iron-and-aluminum brake rotors with heavier-duty six-piston calipers, riding inside 18- or 19-inch wheels. All in all, the M5 seems well-suited to take on the Mercedes-Benz E63 AMG and Cadillac CTS-V.
Inside, the 2013 BMW M5 is teeming with software and in-car connectivity. Purists may balk at BMW's high-tech solution for letting drivers hear the growl of their V8 engines without irking passersby: A digital signal processor translates data from the engine management system and reproduces engine noises through the car's six-speaker audio system. Translation? A fake engine sound coming through your radio. Still, if you're paying upwards of $100k for a high-performance sedan, you'd better hear something.
The 2013 BMW M5 is slated to arrive in dealerships next summer with an expected base price of $92,000.

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Porsche 918 2014

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.
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.

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Audi S6 2013

An all-new 2013 Audi S6 sedan goes on sale next summer, part of a revised lineup of Audi's high-performance S cars that debuted earlier this year at the Frankfurt auto show. The upcoming S6 was first shown in the U.S. at the LA Auto Show in November 2011. The 2013 S6 uses a new twin-turbocharged, direct-injection 4.0-liter V8 engine called TFSI that makes 420 horsepower and 406 pound-feet of torque. That's a slight power drop from the 435 hp on the previous powerplant, a 5.2-liter naturally aspirated V10, but an increase in torque over the previous 398 lb-ft. Paired with a 7-speed, dual-clutch transmission, Audi says the S6 will beat the outgoing model in the 0-62 mph run at 4.8 seconds, compared with 5.1 seconds on the previous generation. The top speed on the 2013 Audi S6 will be electronically limited at 155 mph.
While performance numbers are respectable (albeit not mind-numbing), the S6's real achievement is efficiency. In addition to the revised powertrain, the S6 uses a start-stop feature and cylinder-on-demand technology, which allows the car to operate on four cylinders during highway driving to save fuel. (Hand-in-hand with the cylinder deactivation function is an Active Noise Cancellation system, which sends an anti-phase sound into the cabin to cancel any engine noise when the engine is operating on half of its cylinders.)
The new S6 is lighter than before, thanks to a proliferation of aluminum that comprises 20 percent of the car.
The result of all this, according to Audi's estimations, is improved gas mileage of up to 25 percent. And while official numbers aren't out, Audi says they expect the S6 to achieve an EPA rating of 24 mpg Combined, compared with 16 mpg Combined on the old model.
The S6 comes with Audi's Quattro all-wheel drive system, as well as a sport-tuned adaptive air suspension. Standard features include 19-inch aluminum wheels, steel vented disc brakes, xenon headlights, sport seats, a head-up display, park assist with 360-degree camera, Audi's MMI interface, Bluetooth connectivity and the usual S aero and trim enhancements. Options include 20-inch wheels, carbon ceramic disc brakes (which shave 11 pounds off the 4,178-pound curb weight), speed adjustable steering and Audi's sport differential, which actively distributes power between the rear wheels. The MMI Navigation Plus package gets you an eight-inch LCD display, hard-drive based entertainment system, WLAN capability and a 15-speaker Bang & Olufsen audio system. Buyers can also choose from two different seat options.
Key rivals to the 2013 Audi S6 include the redesigned BMW M5, with a twin-turbo V8 that packs more horses and torque, as well as a faster 0-60 mph time, and the Mercedes Benz E63 AMG, which serves up more power but isn't quite as quick.
The 2013 Audi S6 is scheduled to go on sale in late spring/early summer of 2012, shortly after the European launch. Pricing has not been announced. We're guessing the new S6 will be priced similarly to its predecessor, possibly around $76,000.

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Audi R8 GT Spyder 2012

With the 2012 Audi R8 GT Spyder debuting at this year's LA Auto Show, one might say the Audi R8 supercar lineup is now complete. This latest addition, the drop-top version of the uber-performance GT, means the venerated Audi R8 now has topless siblings for all of its variants. The Audi R8 GT Spyder gets the same powerplant that propels the hardtop: a mid-mounted, direct-injection 5.2-liter V10 that makes 560 horsepower and 398 pound-feet of torque.
Sportscar purists might bemoan that the only transmission choice is the R-Tronic, Audi's 6-speed single clutch automated manual. Still, the 2012 Audi R8 GT Spyder is no slouch. Add the standard rear-biased four-wheel-drive plus launch control, and you get a manufacturer-estimated 0-62 mph time of 3.8 seconds (or 0-60 in about 3.6 seconds) and a top speed of 197 miles per hour.
Like its hardtop sibling, the GT Spyder sports carbon-fiber panels and trim, including a front splitter, rear spoiler and rear bumper with integrated diffuser. Combined with a lighter transmission, wheels and brakes, examples of the R8 GT Spyder bound for the U.S. each lose 107 pounds over non-GT Spyders. European spec models will get special fiberglass bucket seats that will shave off even more weight, but whether they'll end up here in the States is TBD. In addition to the fancy aero and lighter components, the 2012 Audi R8 GT Spyder, like the coupe, also gets 19-inch wheels and a 0.4-inch lower suspension. A GT Spyder for the North American market should weigh in at a more svelte but still substantial 3,800 pounds.
Options on the 2012 Audi R8 GT Sypder will most likely be the same or similar as on the coupe, which includes an enhance leather package, Audi's MMI infotainment system, a Bang & Olufson sound system and various wheel and brake choices. The Spyder also features a microphone built into the driver’s seatbelt to allow for clearer handsfree calling with the top down.
The most obvious competitor to the 2012 Audi R8 GT Spyder might very well be the newly unveiled Mercedes-Benz SLS AMG Roadster. Its 563 hp and 479 pound-feet of torque top the specs on the Audi, and will only set you back $183,000, compared to the $200,000-plus price tag we're expecting for the R8 GT Spyder. Other worthy competitors include the Mercedes-Benz SL63 AMG, Porsche 911 Turbo Cabriolet, and Ferrari 458 Spider.
Like the GT Coupe, only 333 Audi R8 GT Spyders will be produced, and only about 90 of them are slated for American soil. As for pricing, though figures haven't been announced, the current hardtop GT starts at $196,800, and the 5.2 Audi R8 has about a 10-percent price premium over the hardtop with the same engine. That makes our guess for the 2012 Audi R8 GT Spyder around $215,000, give or take, with availability expected in early 2012.

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Mercedes-Benz SLS AMG Roadster 2012

A convertible version of the ultra high-performance Mercedes-Benz SLS AMG goes on sale late in 2012. The SLS AMG Roadster joins the coupe version launched May 2010 as a 2011 model. The price of the roadster should be just under $200,000, including a big destination charge to cover careful handling. The coupe retails for $185,750.
The Roadster version of the Mercedes-Benz SLS AMG gives up the signature gull-wing doors of the Coupe but gains less than 90 pounds, leaving performance effectively unchanged. It's still very quick at 197 mph and able to enter any drifting contest with its electronic safety nets switched off. With them enabled, it's a consummate Grand Touring machine.
A multi-layer folding soft-top in black, sand or red is used to keep the center of gravity low and not change the front/rear balance, two key aspects of high-performance cars. The top may be opened or closed at speeds to 30 mph and the process takes only 11 seconds; it uses a glass rear window and takes away less than 2 percent of the cargo area. A wind deflector may be fitted between the roll-bars and the Airscarf system that vents warm air to occupant's neck areas is standard. Conventional doors replace the gull-wings, but eight airbags remain.
The SLS AMG Roadster uses SLS AMG Coupe components underneath, including an aluminum space-frame chassis, free-revving 563-hp hand-assembled 6.2-liter V8 engine, rear-mounted seven-speed multi-clutch transmission and limited-slip differential, compound brake rotors and 19-inch front and 20-inch rear wheels. The fully independent suspension can be optioned with adaptive damping to keep the firm handling but allow a softer ride over long distances.
One sits low in the SLS and visibility with the top up is less than ideal. Some mitigation comes in the form of now-standard blind-spot monitor system, and the rear camera aids backing.
Inside, the SLS sport seats are trimmed in leather with trim touches available in suede, carbon fiber and piano black lacquer finishes. All the requisite features and amenities are covered and any Mercedes driver will find all the controls familiar; among the options is a one-kilowatt Bang & Olufsen sound system at 6.4 cents/watt.
The Roadster will offer the broad option detail of the Coupe, including various forged alloy wheels, genuine carbon fiber engine covers and other trim, and a new AMG Performance Media package that's more performance instrumentation than what media suggest. At least two of the options, Alubeam silver liquid metal paint and carbon ceramic brakes, are more than $12,000 each. Super-car prices add up quickly and the SLS Roadster is not immune.
The SLS AMG Roadster is the first convertible designed from the ground up by Mercedes's AMG division and makes a fitting partner to the coupe. You may miss the gull-wing door show but the Roadster sounds even better.
With an expected 22 miles per gallon, the SLS could get slapped with a federal Gas Guzzler Tax.

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Nissan GT-R 2012

Okay, first things first: the revised 2012 Nissan GT-R (or GT-R Supercar, as Nissan calls it; or Godzilla, as its fans call it) now produces 530 horsepower. That's up from 485 horsepower, which, apparently, was just plain not enough. It's all about turbochargers. Bolted onto a fantastic 3.8-liter V6, of course. Pump up the boost of the twin turbos, open up the air intake, adjust the mixture and tweak the valve timing, expand the exhaust, and you've just obliterated the 500-horsepower barrier. But before you peak there, you've got 488 pound-feet of torque (up by 54) to blur your eyeballs from a standing start.
But don't let the sheer horsepower impress you too much. Nissan has gone over their Godzilla top-to-bottom to make sure the rest of the car's performance can keep up with the added horses. There's a long and impressive list of improvements, mainly to the chassis and aerodynamics.
The body shell has been stiffened with carbon fiber reinforcements in front, and a new brace for the strut towers. The suspension geometry has been tweaked and new shocks with lower friction installed. The all-wheel-drive system has an electronic decoupler that disengages power to the front wheels to reduce understeer, in those situations when the tail wants to hang out there where it belongs, with its friends in those Japanese drifting movies.
Lighter 20-inch forged aluminum 10-spoke wheels, bitchin' in black, reduce unsprung weight for better cornering. They feature new knurling to keep the tires from rotating on the wheels when that humongous torque is hammered to the pavement. The Vehicle Dynamics Control has been adjusted to provide better response off the line. The brakes have been upgraded with a thinner rotor that improves pedal feel and increases fade resistance. Naturally, the GT-R uses a 6-speed twin-clutch automated manual transmission with paddle shifters.
Downforce has been increased by 10 percent and the coefficient of drag reduced to 0.26 from 0.27. The underbody diffuser has been extended, and there's a new sculpted rear fascia that's longer and lower. New vents on the lower rear fenders and fascia draw out hot air. At the front, an enlarged fascia with aggressive fins improves cornering stability, and wider grille openings flow more air to the radiator and brakes.
But don't let all this talk about speed fool you. The GT-R is known to be well-mannered and easy to drive on the street. And that aspect has been enhanced too, with a new SAVE mode added to the VDC that optimizes torque and modifies the shift mapping during highway driving to improve efficiency. There's also a new ultra-low precious metal catalyst that slightly improves fuel mileage while dropping CO2 levels enough to meet SULEV (Super Ultra Low Emission Vehicle) standards.
Inside the cabin, there's new carbon fiber trim and upgraded materials. And if you demand exclusivity, there's a new Black Edition that comes in Jet Black with its own 6-spoke black RAYS wheels, and adds custom red-trimmed Recaro seats with a black-and-red interior and dark headliner.
The GT-R has been around for four years, although because it's a so-called supercar, it's fairly rare. But even at $90,000, there now might be more of them with this 2012 model. Godzilla has fully arrived.

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BMW Z4 2012

Unlike any other type of car, cruising in a roadster captures both the best and worst about driving. Top down, the wind rushes through your hair, every passing scent fills your nostrils (whether pleasant or not) and it's easy to feel at one with the road. But when it's time to put the top up, the fun usually ends.
Thanks to its retractable hardtop, the BMW Z4 offers the freedom of a convertible with the convenience of a coupe: more security, superior chassis rigidity, more rearward visibility and less susceptibility to pesky weather. While Porsche focuses more on performance and Mercedes seems to emphasize luxury and comfort, the BMW Z4 strikes a happy medium.
The 2012 BMW Z4 offers a choice of turbocharged engines: a 240-hp 2.0-liter turbocharged inline-4 in the new sDrive28i, a 300-hp 3.0-liter turbocharged inline-6 in the sDrive35i, and a 335-horsepower 3.0-liter turbocharged inline-6 in the sDrive35is.
New for 2012 is the Z4 sDrive28i, which replaces the outgoing sDrive30i. The 2012 BMW Z4 comes standard with more features than before (although the base price has also increased), including Bluetooth, a USB port and floor mats. The current-generation Z4 sDrive35i was launched as a 2009 model. The Z4 sDrive35is was introduced as a 2011 model.
The new 2012 BMW Z4 sDrive28i is the base model and the first to use BMW's all-new N20 engine, a 2.0-liter twin-powered turbo four-cylinder that makes 240 horsepower, slightly less than the venerated, naturally aspirated inline-6 it replaces, but with more power available at lower revs, along with 30 percent more torque. As they say, horsepower sells cars, while torque wins races.
Four-cylinders have never been a staple in the BMW lineup; earlier use was limited to a few models with less-than-stellar performance, and Munich's engineers admit it wasn't an easy decision to return to smaller powerplants. But with increased global pressure to reduce emissions, all automakers are faced with the challenge of increasing efficiency while maintaining performance. Several technologies in BMW's new engine enable the Z4 to keep its sporty dynamics while achieving what BMW says will be a 20 percent improvement in fuel economy. For one, the crankcase is about 22 pounds lighter. High-pressure direct injection as well as electronic variable valve timing uses fuel more efficiently than older systems. And the turbocharger, which consists of one turbine directed into two chambers (hence BMW's TwinPower nomenclature), uses engine exhaust to generate an extra boost of power.
Slightly quicker is the Z4 sDrive35i. EPA numbers for the sDrive35i are 18/25 mpg with the manual transmission and 17/24 mpg with the DCT. The sDrive35is delivers even better performance with the same fuel economy.
We found the Z4 offers the nimble, responsive driving character one would expect from BMW. The performance and feel of balanced precision is there in every Z4. Models with the manual transmission and devoid of many of the techno-gadgets including iDrive will make for the most sporty, free-feeling roadster, while heavier, highly optioned Z4s feel more like grand touring machines than sports cars. For car club track days, the high-performance sDrive35is with the dual-clutch gearbox might be the hot setup.
We think this roadster is best suited to someone who values luxury as much as performance. The closest competitors to the 2012 BMW Z4 include the luxe Mercedes-Benz SLK roadster and the Audi TT. For those who want an unadulterated roadster that gives the true feeling of the open road, the Porsche Boxster might be a better choice. But in general, the BMW Z4 does an admirable job combining fun, comfort and style.

Model Lineup
The 2012 BMW Z4 comes in three models, sDrive28i, sDrive35i, and sDrive35is. (In current BMW nomenclature, sDrive refers to rear-wheel drive. However, there are no xDrive all-wheel-drive Z4s.)
BMW Z4 sDrive28i ($48,650), is powered by a 2.0-liter, direct-injected twin scroll turbocharged inline 4 cylinder engine that makes 240 hp and 258 lb-ft of torque. Transmission choices include a 6-speed manual or an 8-speed automatic. Standard features include 17-inch wheels, power-retractable hardtop, automatic adaptive xenon headlights, run-flat tires, leatherette (vinyl) upholstery, six-way manually adjustable seats, adjustable sport driving settings, cruise control, trip computer, floor mats, a tilt/telescoping steering wheel with multifunction controls, anti-theft alarm system, rear pass-through slot, Bluetooth handsfree connectivity, and an audio system that includes single CD player, HD radio, iPod and USB adapter and satellite radio capability.
Options include a premium sound system ($950) and Kansas leather upholstery ($1,250), along with several wheel designs. The Cold Weather package ($850) includes heated seats, a heated steering wheel, storage package and headlight washers. The M Sport package ($3,900) for the sDrive28i bumps the wheels size up to 18 inches and adds an aerodynamic kit, an increased top speed limiter, sport seats, M steering wheel, adaptive sport suspension with electronic shock absorber control and special interior trim. The Canyon Brown package ($2,300) includes full Canyon Brown Merino leather upholstery, sport seats, and Anthracite wood interior trim. A Citrus Yellow package ($2,550) adds black Alcantara and citrus yellow leather interior, sport seats and special interior trim. The Premium package ($3,300) includes auto-dimming exterior and interior mirrors, a universal garage door opener, eight-way power seats with memory funtion and ambient interior lighting.
BMW Z4 sDrive35i ($55,150) has a 3.0-liter, twin-turbocharged inline-6 that delivers 300 horsepower at 5800 rpm and 300 pound-feet of torque from 1400 to 5000 rpm. A 6-speed manual gearbox is standard and a 7-speed dual-clutch automated manual transmission (DCT) is optional. This model gets larger brakes along with standard 18-inch wheels. Cabin upgrades include standard leather upholstery, brushed aluminum trim or ash wood, and automatic dual-zone climate control. Options are similar to those above.
The Z4 sDrive35is ($64,200) features an engine with increased intake airflow and increased boost pressure to deliver even more power. Its maximum output is 335 horsepower at 5800 rpm and 332 pound-feet of torque from 1500 to 4500 rpm. In addition, its engine management system includes an electronically controlled overboost function, which increases torque by another 37 pound-feet, for a temporary peak of 369 pound-feet for up to seven seconds. The sDrive35is comes standard with 18-inch wheels and includes M aerodynamic body kit and adaptive suspension. The sDrive35is comes standard with the 7-speed dual-clutch transmission. Options and packages are similar to those above.
Safety features included on all Z4 models include dual frontal airbags, head/thorax side airbags in the seats, active knee protection, roll hoops, electronic stability, traction control, anti-lock brakes, and tire-pressure monitoring. Manual transmission models also have a hill-holder clutch to prevent the car from rolling backward when the clutch is engaged. The only option related to safety is the front and rear park assist.

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Lexus LFA 2012

Lexus has been working on the Lexus LFA supercar for more than a decade. They even raced it in the Nurburgring 24-hour in 2008 and 2009. In some ways it's brilliant and in other ways curious. For starters, the heart of the matter, the V10 engine that was designed just for the LFA, is incredible.
But who are they trying to kid? The second sentence of its introduction material says the LFA "single-handedly creates new boundaries to redefine the supercar for the 21st century." New boundaries in hype maybe. Compared to other supercars, stat-by-stat and dollar-for-dollar, the LFA comes up short.
By redefinition Lexus must mean that the LFA is in a world of its own because you can buy matching luggage for it, and you can get it in Passionate Pink with lavender leather seats.
The bespoke engine is a 4.8-liter V10 that's smaller and lighter than the 2.5-liter V6 in the Lexus IS250 sedan. Titanium rods and valves. It makes 552 horsepower and 354 foot-pounds of torque and revs to a screaming 9000 rpm. Its 10 electronic throttle bodies can blip the low-friction engine from idle to 9000 rpm in 0.6 seconds. It sounds sensational from the sidewalk. Lexus calls it a high-octane soprano and we'll go along with that, whatever it means.
For the occupants, intake and exhaust noise is piped through three separate tunnels into the cabin, and the sound sends chills up your spine. A tremendous amount of time and engineering effort went into that feature. We can only wonder how spectacular a V12 mid-engine Lamborghini Aventador must sound.
The compact size of the engine opened the door to chassis opportunities. Carbon fiber is used in the cage around the cabin, contributing to a light weight of 3263 pounds, 209 pounds less than the Mercedes SLS AMG and 463 less than the similar Audi R8, but 221 pounds heavier than the super lightweight Ferrari 458 Italia.
The most innovative thing about the Lexus LFA might be its carbon-fiber reinforced plastic (CFRP) technology. Many parts and methods of joining metal to carbon fiber were devised and employed, thanks to Toyota's Rumpelstiltskin-like resources, its "legacy of weaving and loom-making experience." The chassis mixes carbon fiber and aluminum for rigidity, light weight and safety, notably a forward carbon-fiber crash box. Lexus calls it a Fuji Structure, for the similarity of its triangular profile with that of Mount Fuji.
The Lexus V10 uses a dry sump oiling system, allowing the engine to be dropped below the level of the front wheels and pushed back for better balance, and rear-mounted transmission and radiators help to achieve a 48/52 weight distribution, remarkable for a front-engine car, balance that contributes to its stable cornering, which we discovered during hot laps at Infineon Raceway near Sonoma, California.
Carbon ceramic brakes, with six-piston calipers and giant 390mm (15.4 inches) rotors in front, haul the car down from 202 mph, a speed we did not reach. Maybe we'll reach that speed at Monza when we go there to test the Ferrari Enzo, in our dreams.
The interior is as complete and comfortable as a luxury car, and the driver's space is a compartment, not merely a seat. There are four electronic modes for driving: Auto, Sport, Normal, and Wet, and no less than 7 speeds for the transmission shifts.
The LFA's weak link is its electro-hydraulic 6-speed sequential automated transmission, same as the Audi R8. It's not as fast, smooth or technically sophisticated as the 7-speed twin-clutch gearboxes in the Mercedes SLS AMG, Ferrari 458, or Porsche 911. The shifts are slow and harsh, compared to a twin-clutch.
Lexus is a latecomer to the supercar game, and evidently presumptuous about its position. There's no reason the LFA should cost $217,000 more than the V10 all-wheel-drive mid-engine Audi R8, for example; or twice as much as the Mercedes SLS AMG, which has more horsepower and torque; or $135,000 more than the mid-engine Ferrari 458, with more performance all-around; or the same as the Lamborghini Aventador, with a 700-horsepower mid-engine V12 and a full carbon-fiber chassis, not to mention a lightning-fast transmission and top speed of 217 mph, for those track days at the Bonneville Salt Flats.
But the LFA is all about the target buyer. It's the second or third Lexus in the driveway for super-rich guys, as much as it is a purebred uber-high-performance car for super-rich car guys. Lexus plans to build 500 of them in the next two years. Each LFA will be custom-built to the buyer's styling tastes and desires. A selection of 30 paint colors and 12 interior tones is what you might expect in a Lexus supercar; but Lime Green and Passionate Pink, with lavender leather, is not quite what you would expect. This direction takes some of the bloom off its hard-working and mostly brilliant engineering.

Model Lineup
The 2012 Lexus LFA ($375,000) comes as one model, but there are three configurations, having to do with interior equipment. Standard equipment in configuration 1 is complete with all the power accessories any luxury car has, including leather or Alcantara seats; configuration 2 adds navigation and a Mark Levinson premium sound system; configuration 3 adds electronic communication things such as automatic collision notification, stolen vehicle notification, enhanced roadside assistance, and XM reports on sports, weather and Wall Street.
The Nurburgring Package ($70,000) includes a carbon-fiber front spoiler and fixed rear wing, black mesh wheels, racing-tuned suspension, 10 more horsepower, and faster transmission shifting. The Nurburgring LFA only comes in five exterior and three interior colors. One of the exterior colors is matte black ($20,000).
Safety equipment includes front airbags, seatbelt shoulder harness airbags, and driver's knee airbag. Lexus boasts a highly sophisticated electronic stability system called Vehicle Dynamics Integrated Management (VDIM) that incorporates everything, including abs and traction control.

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Porsche Boxster 2010

Overview
The Porsche Boxster is a delightful sports car equally at ease being pushed to its limits or sauntering through traffic jams. The engine note is invigorating, the handling crisp, the ride elastic, the brakes sublime and the interior ideal for driving. But it is how all this works in harmony that makes the Boxster such an entertaining car.
The Boxster is perhaps the most practical mid-engine convertible sports car available today. The cabin has plenty of room and can accommodate tall individuals. The standard Boxster's levels of insulation, refinement and equipment match many sedans. There are two compact trunks, one up front and another in back, to carry a week's worth of groceries or luggage in soft-sided bags.
The Boxster lineup is so well-rounded it could come up on many shopping lists. Convertible luxury with a driver bias might pit the 2010 Boxster or Boxster S against a BMW Z4, Audi TT, or Mercedes-Benz SLK, while the performance shopper may also have a Lotus Elise or Exige on the list.
For the sports car purist, Porsche has introduced the performance-oriented Boxster Spyder as an early 2011 model. The Boxster Spyder features a manual soft-top, the 320-horsepower engine from the Cayman S and several changes to reduce weight by a total of 176 pounds. As a performance model, the Spyder gets a firmer suspension. We found the Spyder's top doesn't seal very well and it lacks the refinement and isolation of the others, but it makes up for that with even better handling and a more engaging driving experience than what's found in the Boxster S.
The Boxster uses a 2.9-liter flat-six with 255 horsepower and 214 pound-feet of torque. It comes with a choice of six-speed manual transmission or seven-speed automated manual double-clutch gearbox (PDK, or Porsche Doppelkupplungsgetriebe).
The Boxster S increases performance with a 3.4-liter flat-six rated at 310 horsepower and 266 pound-feet of torque with six-speed manual or seven-speed PDK. Standard wheels are 8 and 9x18 alloys with P235/40ZR and P265/40ZR tires. The S can be distinguished by its red brake calipers, dual exhaust outlets, and light gray instrument backgrounds.
Virtually no one buys a Boxster for the base price, and the many options can drive the price up considerably. Great fun, though. One option we recommend is the PASM active suspension.
Porsche does not make major changes very often, preferring to get the basics right from the start and continue fine tuning from there on. The Boxster benefitted from some heavy revisions for the 2009 model year, including new engines and a new transmission, so the 2010 model year features only minor changes. Inside, the Porsche Communications Management system gets a larger (6.5-inch) touchscreen and a simplified control layout. It is also now compatible with mp3 players and offers Bluetooth cell phone connectivity. The steering wheel is now a three-spoke unit, and the sound system is now Porsche's CDR-30 unit with a CD/mp3 player. Underneath, Porsche says the 2010 Boxster's suspension has been refined to improve ride comfort and dynamic response. As part of this change, the car uses new tires and tire pressure in the rear tires is slightly reduced. Finally, the 2010 Boxster is now offered with a heated steering wheel and a new Dark Blue Metallic color.

Model Lineup
The 2010 Porsche Boxster comes in Boxster and Boxster S models with options sufficient to make each car different. Custom paint and upholstery notwithstanding there are 18 factory paint choices, five convertible top colors, nine wheel styles, 10 upholstery color schemes and five seat types.
The Boxster ($47,600) uses a 255-hp 2.9-liter horizontally opposed six-cylinder and six-speed manual transmission. A seven-speed automated manual double-clutch gearbox (PDK, or Porsche Doppelkupplungsgetriebe) is available ($3,420).
Standard features include power-reclining Alcantara-insert bucket seats, air conditioning, power top with heated glass rear window, power windows/locks/heated mirrors, remote keyless entry, interior air filter, AM/FM/CD stereo, cruise control, trip computer, leather-wrapped tilt/telescoping steering wheel, leather-wrapped shifter, anti-theft immobilizer, universal garage door opener, automatic-off headlights, front and rear fog lights, active rear spoiler, and 17x7 front and 17x8.5-inch rear alloy wheels with P205/55ZR17 front and P235/50ZR17 rear tires.
Porsche option lists are extensive. Factory paint options range from $710 to $3,150 (paint to sample $4,315); wheels ($1,815) may be painted and equipped with Porsche crest centers; seat choices (up to $3,350) include sport seats, power adjustable, carbon-fiber race-style, heating ($500) and ventilation ($800); and there are multiple choices in steering wheels and full leather upholstery (to $3,935).
Other options include bi-xenon headlamps with cornering lights ($1,560); self-dimming mirror and rain-sensor ($690); park assist ($530); hard top ($2,345); windstop ($375); various painted and aluminum trim exterior upgrades; PASM active suspension management ($1,990); limited-slip differential ($950); Sport Chrono packages that allow for timing segments and making adjustments to car systems ($960-$1,320, plus $690 painted dial); sport exhaust ($2,500); sport tailpipe ($650); sport shifter ($765); automatic climate control ($550); heated steering wheel ($210); interior paint and seatbelt trims (to $1,580), Makassar wood, carbon fiber and Alcantara interior trim packages (to $2,150); painted instrument dials ($690); Porsche Communication Management with navigation ($3,110); Bluetooth ($695); Bose sound system ($990); auxiliary input jack and USB port ($95 or $440 with PCM); 6CD/DVD changer ($650) and XM radio ($750). A SportDesign Package ($4990) consists of a new front apron, an additional spoiler lip, and a new automatically extending rear spoiler; Porsche notes that this package substantially reduces entry angle to gradients. There is a lot of interplay among options availability and pricing so careful consideration must be applied when ordering your own car.
The Boxster S ($58,000) gets a 310-hp 3.4-liter H6 engine and six-speed manual or seven-speed PDK. Standard wheels are 8 and 9x18 alloys with P235/40ZR and P265/40ZR tires. The S also gets the Sound Package Plus as standard. Boxster S options are the same as the standard Boxster with one exception: Ceramic composite brakes ($8,150) with drilled, vented discs and yellow-painted calipers are offered on the S.
The Boxster Spyder ($61,200) is a lightweight performance model with a manual soft top. In addition to Boxster S equipment, it features carbon-fiber sport bucket seats, bi-xenon headlights, locking rear differential, and lightweight 19-inch wheels that carry P235/35ZR front and P265/35ZR rear tires. What's not there is almost as important as what is. In the name of weight savings, the radio, air conditioning, and cupholders have been deleted and the door pulls are nylon instead of aluminum.
The Boxster Spyder can be optioned like a Boxster S. The radio, cupholders, and power sport seats are all no-cost options, and automatic climate control costs $1,760. For about $3000, buyers can save another 22 pounds by opting for a lithium-ion battery. The ceramic composite brakes are available as well.
Safety features on all models include front airbags, head-and-thorax side airbags, and roll bars behind the seats. Electronic stability control (PSM), antilock brakes (ABS), brake assist, electronic brake-force distribution (ABD), tire-pressure monitor, traction control (ASR) and LED daytime running lights are also standard.
 

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