Koenigsegg Regera

 Koenigsegg has built fewer cars during its entire existence than Ferrari produces in a single week, and yet the Swedish hypercar manufacturer has become disproportionally adept at winning headlines. Take for example the Regera, the company’s all-new model and a car that makes the 1341-hp One:1 that we drove not long ago look slightly underpowered.
The figures are somewhere beyond being merely intimidating. The Regera follows the example set by the McLaren P1, the Ferrari LaFerrari, and the Porsche 918 by using a hybrid drivetrain, albeit one completely unlike anything we’ve seen before. It uses both a twin-turbocharged 5.0-liter V-8 engine and three electric motors for a total combined output of 1.11 megawatts, which converts to 1509 metric horsepower—or 1489 horsepower on America’s SAE measuring stick. Koenigsegg claims the 0-to-400-kph (249 mph) acceleration time of less than 20 seconds makes the Regera—Swedish for “to reign”—the fastest-accelerating car in the world.
A Look that Is . . . Understated?
We’ll get to the powertrain in a second—trust us, it’s better to take a run-up—but first, a word about the design. Perhaps the most amazing thing about the styling is that Koenigsegg did it almost entirely in-house and with no professional designers. The Regera is intended to be a more luxurious alternative to the existing Agera model. From the front, it does look almost completely different—you could call it understated by Koenigsegg’s standards. The side and rear profiles are dominated by the aero channels and the huge deployable rear wing. The cabin is the biggest surprise; Koenigsegg’s previous models have all had cockpits like blinged-up Group C racers, but the Regera looks plush and spacious by comparison, the big central display screen even features Apple CarPlay.
 And now on to the drivetrain. The gasoline side features the novel Koenigsegg Direct Drive transmission: In effect, a single-speed gear reduction for the mighty V-8 engine. Between the engine and the 2.85:1 rear final drive there’s no conventional gearbox, just a hydraulic coupling that, when closed, links the two directly. Below 30 mph, this can slip slightly, but it isn’t a proper clutch and won’t provide propulsion at very low speeds where the Regera relies instead on its electric motors. Above 30 mph, the Regera’s engine speed and wheel speed rise in direct proportion, with the engine’s 8250-rpm redline corresponding to the top speed of 249 mph. (Honda’s Accord hybrid and Accord plug-in hybrid use single-speed transmissions that are similar in concept, although we wouldn’t be surprised if Christian von Koenigsegg wasn’t even aware of the existence of those 114-mph family sedans.)
Koenigsegg Direct Drive might sound like the solution to a nonexistent problem, but the company claims that the lack of a conventional gearbox both saves weight and reduces the power lost to the driveline by over 50 percent compared to a traditional transmission. And the electric motors provide the ability to fill in where the V-8 is producing less power and also to add extra performance on top of it, all the way to the Regera’s top speed. There are three YASA axial flux motors, which are lighter than the more common radial flux motors. Two 241-hp versions drive the rear wheels—and provide torque vectoring—and a 215-hp motor on the crankshaft supplies torque fill and also acts as both a generator and a starter motor.
The 620-volt battery pack sits in the chassis backbone where it takes up 2.4 cubic feet of space and weighs 254 pounds. Koenigsegg says it’s the most power-dense battery pack created for a road car, with a 9.27-kWh capacity. Prodigious flow rates—up to 671 horsepower can be supplied during full acceleration and 201 horsepower can be absorbed during regenerative braking. And, yes, the provision of a 3-kW onboard charger means that the Regera is a plug-in, with a claimed electric-only range of 22 miles. We’re told the entire transmission including the electric motors and the battery pack adds just 194 pounds to the Regera’s weight compared with its mass if it had been built with just the V-8 and the company’s existing seven-speed automated transmission.
This is of course very different to what people are used to in sports cars,” admitted company founder Christian von Koenigsegg, adding, “It’s nice to shift down, hear the engine howl and then shoot off. However, given the massive electrical support and the power of the internal-combustion engine over 2500 rpm, the experience is otherworldly. At low rpm, the engine will still feel truly monstrous as the combined torque is unbelievable. The fun of shifting down and planning for the acceleration is quickly forgotten and not missed. It needs to be experienced.”
Good luck with that final point. Just 80 Regeras will be produced, each one commanding a starting price of $1,890,000 before any taxes or fees. That sum is heady, sure, but it also seems like an odd sort of bargain when the track-only P1 GTR costs more than $3 million. And then there's this: The Regera will be offered in the U.S. as a fully federally compliant model, probably early next year.
The first hybrid created by Koenigsegg is powered by the combination of a V8 engine and three electric motors – one on each rear wheel and one on the crankshaft.
The Regera features a softer front-end design than the Agera and comes with large front air intakes, a front diffuser, a wrap-around windscreen and a prominent roof scoop. At the rear, the new model gets an Akrapovic-developed exhaust which exits from a rear diffuser, above which is the Regera’s charging port.
The Regera’s large rear spoiler contributes to a total downforce of 450kg at 155mph. The model sits on carbonfibre wheels – 19in at the front and 20in at the rear – and features ventilated ceramic brake discs at all four corners.
Output from the Regera’s 5.0-litre twin-turbocharged V8 engine is 1085bhp at 7800rpm. However, the added 697bhp coming from the electric motors produces a total system output of 1782bhp and combined torque of 1549lb ft.
Koenigsegg says the Regera is the most powerful production car in existence, with its outputs significantly eclipsing the likes of the McLaren P1, LaFerrari and Porsche 918 Spyder.
According to the car maker, it will cover 0-250mph in under 20sec, 95-155mph in 3.2sec and 0-62mph in around 2.8sec. It has also revealed that the Regera will run up to 20mph on electric power only.
The key to its performance is its relatively lightweight hybrid set-up. Although the Regera is not referred to as a traditional hybrid, the model does feature a new Koenigsegg Direct Drive (KDD) transmission which, the company says, can reduce energy losses by up to 50% compared with traditional transmissions and CVTs.
Despite the huge power output of the Regera, Andreas Petre, Koenigsegg’s director of sales in Asia, Middle East, Africa and Oceana, said it wouldn’t be difficult to drive on the road: “It has very sophisticated ESP, traction control, active chassis and aerodynamics. It’s like a very fast Tesla with a beautiful sound."
Just 80 examples of the Regera will be made over the next five to six years, and each will cost $1.89 million (around £1.23m) before tax.

Lamborghini Gallardo

Lamborghini has unveiled its hardest Gallardo yet. The LP570-4 Blancpain Edition celebrates the fastest one-make racing series in the world – the Lamborghini Blancpain Super Trofeo that our John and Roger have competed in – and brings the drama of Gallardo racing cars to the road.

Just look at the rear styling, for example – the huge rear spoiler, Skorpius wheels and new engine cover are all borrowed from the circuit and distance the Blancpain Edition from the LP570-4 Superleggera it is based on. Like the lightweight Lambo (and the racing cars), the Blancpain uses a 562bhp tune of the company’s 5.2-litre V10 engine, and with just 1340kg to propel (a standard Gallardo LP560-4 weighs 1410kg) it hits 62mph in a claimed 3.4sec and tops 199mph.

Hauling all that speed off is a set of carbon-ceramic brakes, while that lower weight figure comes courtesy of extensive carbonfibre usage.

There’ll be a 25,000 euro premium on top of the cost of its Superleggera base car, so once UK taxes are added, you’re looking at a pricetag of over £200,000 for the Gallardo LP570-4 Blancpain Edition.
Automobili Lamborghini and Blancpain are uniting their phenomenal engineering skill and honoring the huge success of the Lamborghini Blancpain Super Trofeo racing series with a very special super sports car: the new Gallardo LP 570-4 Blancpain Edition.

This extraordinary super sports car joins the competition spirit of the Super Trofeo race car with an exclusive design and one hundred percent road-going usability. The first Gallardo from the exclusive and limited Blancpain Edition production run has been presented by Stephan Winkelmann, President and CEO of Automobili Lamborghini, and Marc A. Hayek, President and CEO of Blancpain, at the final race weekend of the Lamborghini Blancpain Super Trofeo on Sunday September 26 in the "Piero Taruffi" circuit, Vallelunga.

Automobili Lamborghini, the manufacturer of extreme Italian super sports cars, and Blancpain, the world's oldest luxury watchmaker, are among the very best brands in their respective sectors worldwide. Blancpain was recently voted the "Best of the Best" among the world's most exquisite watch brands by the "Luxury Institute" in New York. Now the two brands have come together to develop a unique blend of technology and design to create the Lamborghini Gallardo LP 570-4 Blancpain Edition, putting the power of the world's fastest mono-marque race series into a road-legal vehicle.

Blancpain is the title sponsor of the successful Lamborghini Blancpain Super Trofeo series. The cooperation between these two brands brings together the highest levels of engineering excellence from the automotive and chronometry industries. Blancpain has been producing innovative masterpieces of watch-making art in Switzerland's Vallée de Joux since 1735. Each timepiece is assembled by one single watchmaker, reflecting the quality and individual attention with which Lamborghini builds its super sports cars for the road, and its 570 hp Super Trofeo race cars.

Both brands share an enormous passion for racing. Blancpain is not only intensely involved with the Lamborghini Blancpain Super Trofeo, but is also official timekeeper for the FIA GT1 World Championship – where Lamborghini cars also compete against other prestigious marques. In July, Lamborghini secured its first win in the newly-formed championship at the iconic Spa-Francorchamps circuit in Belgium, where former Formula One driver Riccardo Zonta and Frank Kechele charged to a first-place finish.

"Lamborghini is extremely happy about its cooperation with Blancpain. In just its second year, the Lamborghini Blancpain Super Trofeo has established itself in the premier league of gentlemen's racing," says Stephan Winkelmann, President and CEO of Automobili Lamborghini. "Each race is a battle of dedication and passion for every single hundredth of a second – something that characterizes both of our brands. The Gallardo LP 570-4 Blancpain Edition demonstrates the close bond between our road-going super sports cars and the race car."

"This is a very intense and dynamic partnership between companies from highly disparate sectors, but with the same drive for innovation and mechanical excellence," says Marc A. Hayek, President and CEO of Blancpain. "For me, Blancpain has always been a true revolutionary - even a little crazy - with the spirit of adventure. We have always tried to be a little different, to remain innovative and to attempt things that no-one had ever achieved before. This pursuit of excellence is a passion that is shared by Blancpain and Lamborghini," continues Hayek. "Lamborghini is indisputably a first-class manufacturer with the highest levels of engineering competence, which is why the Lamborghini Blancpain Super Trofeo offers a perfect platform for attracting even more attention to our brand around the world."

Marc A. Hayek is not only President and CEO of Blancpain, he is also a passionate and accomplished race driver. He has already claimed several victories in the Lamborghini Blancpain Super Trofeo, and is currently fighting for the podium in the Pro-Am Drivers' Standings.

In this special configuration, the Lamborghini Gallardo LP 570-4 Blancpain Edition shows the spirit of competition - the mighty rear spoiler for maximum stability and the engine cover for optimized ventilation were derived directly from the race car featured in the world's fastest one-make series. The Edition is also equipped with Skorpius wheels with yellow-painted brake calipers and discs made, of course, from carbon-ceramic composite. One striking visual feature that fits perfectly with the matt black paintwork is the carbon-fiber used to make external components, such as the diffuser and mirror casings.

The interior of the Blancpain Edition further reinforces the extremely sporty character of the Gallardo without sacrificing the comfort of the driver and passenger. The entire interior is finished in black Alcantara with yellow accents and visible carbon-fiber. The Blancpain logo is placed on the exterior and also featured on the seats and cockpit in yellow stitching. Propulsion for the Gallardo LP 570-4 Blancpain Edition comes courtesy of the 570 hp V10 power unit from the series Superleggera production car – as is the case for the Super Trofeo race car. Superb traction from the all-wheel drive ensures perfect stability in every situation.

The super sports car from Sant'Agata Bolognese boasts a dry weight of no more than 1340 kilograms (2954 lb) – the lightest road-going model in Lamborghini's range.

One key factor is the exterior and interior components made from carbon-fiber. Carbon-fiber is ideal for the manufacture of sports cars as its use allows for weight reduction and improved mechanical features. The car's performance is thus enhanced thanks to a better power-to-weight ratio and reduced total mass, which means that CO2 emissions are also lower.

The V10 power unit with 5.2 liters (317.6 cu in) of displacement generates 419 kW (570 hp) in the Gallardo Blancpain Edition. This puts the power-to-weight ratio of the vehicle at only 2.35 kilograms (5.18 lb) per hp and guarantees breathtaking performance. This super sports car handles the dash from zero to 100 km/h (0-62 mph) in 3.4 seconds and flies past the 200 km/h (124 mph) mark only 6.8 seconds later, ultimately exceeding 320 km/h (199 mph).
That’s right. Blancpain is a luxury watchmaker, has been putting together exquisite Swiss timepieces since 1735, and is the sponsor of Lambo’s one-make Blancpain Super Trofeo racing series.
Think of it as a special edition version of the LP570-4 Superleggera, so you get the 9bhp more powerful 562bhp V10 engine, plus that car’s 70kg weight saving (thanks to polycarbonate instead of glass, and carbon seats, sills, diffuser, mirror casings and various trim parts). The Blancpain car also has ceramic brakes as standard, plus new Skorpius wheels, yellow brake calipers, and matte black paint. The huge rear wing and engine cover are lifted from the Gallardo racecars, and inside there is black Alcantara with yellow highlights.

Details

• Year: 2012
• Make: LAMBORGHINI
• Model: GALLARDO LP 570-4 BLANCPAIN
• Exterior Color: Black
• Interior Color: Black
• Bodystyle: Coupe
• Mileage: 1,936 miles
• Engine: 5.2L V10 40V GDI DOHC
• Transmission: AUTO
• Drive Line: AWD
• VIN: ZHWGU7AJ5CLA11236
• Location: Maserati of Fort Lauderdale
• Stock #: FP2172
• Type:Used

• Comments: 2012 Lamborghini Gallardo LP 570-4 Blancpain Edition
  
  - DRIVE THIS LAMBORGHINI FOR ONLY $2,779/MO!* -
  
  Ferrari-Maserati of Fort Lauderdale is thrilled to announce the arrival of this stunning 2012 Lamborghini Gallardo LP 570-4 Blancpain Edition. Finished in Nero Noctis over Alcantara Nera, the Blancpain Edition has barely been driven by two previous owners. The balance of the the Lamborghini Factory Warranty remains in effect, and the Gallardo is in stellar condition from top to bottom. Do not miss the rare opportunity to own a piece of Lamborghini history as only 12 examples were ever produced, and only a handful for the US market!
  
  This Gallardo LP 570-4 has been specified with a dazzling array of optional equipment including Super Trofeo Blancpain Edition Package, Multimedia System + (Navigation), Carbon Ceramic Brakes with Yellow Calipers, Interior Carbon Fiber Package and more!
  
  The Blancpain Edition Gallardo is a Special Edition of the Super Trofeo Stradale built to commemorate the race cars used in the Blancpain Super Trofeo Series. It benefits from exotic construction, lightweight materials, revised engine tuning, and features special badging throughout. At its heart is a throbbing 5.2L V10 that routes its 562 HP to a high-tech all-wheel-drive system. Aerodynamic enhancements to the body insure precise handling and high-speed stability. A large rear wing ensures amazing grip, and a quick-release Carbon Fiber engine cover further reduces weight. The interior is swathed in Carbon Fiber and Alcantara, and the exhaust system has been improved for higher flow and an even more incredible sound. This is the definition of exotic!
  
  If you are in the market for a Gallardo LP 570-4 Blancpain Edition, call or email us about this Lamborghini today!
  
  *2012 Lamborghini Gallardo LP 570-4 Blancpain Edition only for stock #FP2172. Payment based on a 60 month open-end lease; $23,000 capitalized cost reduction, first payment, taxes, title, and security deposit due at lease signing. Subject to The Experience Leasing approval; not all customers will qualify; subject to change without notice.  Payment includes state and local registration fees, $899 dealer fee and $995 acquisition fee.  Total Due at Inception is $32,665.48.  Lease End Purchase Option of $90,000.

Convenience Features

• 1-touch down
• Driver vanity mirror
• Tilt steering wheel
• Auto-dimming rearview mirror
• Air conditioning
• Illuminated entry
• Front dual zone A/C
• Telescoping steering wheel
• Residual heat recirculation
• Automatic temperature control
• Power windows
• Remote keyless entry
• Passenger vanity mirror
• 1-touch up

Entertainment Features

• Radio data system
• AM/FM radio
• MP3 decoder
• Speakers: 4
• CD player

Seats and Trim

• Max seating capacity: 2
• Front seats: bucket
• Sport steering wheel
• Leather upholstery

Powertrain

• Fuel economy city: 13mpg
• Mode select transmission
• Horsepower: 562hp @ 8,000RPM
• Fuel economy highway: 20mpg
• Variable valve control
• Engine liters: 5.2
• Manual-shift auto
• Fuel tank capacity: 23.8gal.
• Cylinder configuration: V-10
• Recommended fuel: premium unleaded
• Engine location: mid
• Torque: 398 lb.-ft. @ 6,500RPM
• Variable intake manifold
• Number of valves: 40
• Drive type: all-wheel drive
• Limited slip differential

Body Exterior

• Spoiler
• Auto-dimming door mirrors
• Power door mirrors
• Bumpers: body-color
• Heated door mirrors
• Pin stripe

Specs and Dimensions

• Compression ratio: 12.50 to 1
• Engine horsepower: 562hp @ 8,000RPM
• Front headroom: 914mm (36.0")
• Turning radius: 5.7m (18.9')
• Exterior height: 1,165mm (45.9")
• Wheelbase: 2,560mm (100.8")
• Exterior body width: 1,900mm (74.8")
• Engine bore x stroke: 84.5mm x 92.8mm (3.33" x 3.65")
• Air Pollution Score (AP): 6
• Greenhouse Gas Score (GG): 3
• Front legroom: 1,143mm (45.0")
• Engine displacement: 5.2 L
• Exterior length: 4,387mm (172.7")
• Engine torque: 398 lb.-ft. @ 6,500RPM
• Interior cargo volume: 110 L (4 cu.ft.)
• GVWR: 1,800kg (3,968lbs)

Safety and Security

• Traction control
• Passenger cancellable airbag
• ABS brakes
• Electronic stability
• 4 wheel disc brakes
• Dual front impact airbags

Suspension/Handling

• Front tires: 235/35YR19.0
• Rear tires: 295/30YR19.0
• Wheel size: 19"
• Speed-sensing steering
• Four wheel independent suspension
• Tires: performance
• Rear anti-roll bar
• Front anti-roll bar
• Power steering
• Sport suspension
• Alloy wheels
• Adaptive suspension

Lighting, Visibility and Instrumentation

• Outside temperature display
• Tachometer
• High intensity discharge headlights
• Front reading lights
• Trip computer
• Variably intermittent wipers
• Low tire pressure warning
• Headlight cleaning
• Voltmeter

Ferrari 458 Spider

DIMENSIONS AND WEIGHT

Overall length	178.2 in (4527 mm)
Overall width	76.3 in (1937 mm)
Height	47.7 in (1211 mm)
Wheelbase	104.3 in (2650 mm)
Front track	65.8 in (1672 mm)
Rear track	63.2 in (1606 mm)
Kerb weight*	3384 lbf (1535 kgf)
Dry weight*	3153 lbf (1430 kgf)
Weight distribution	42% front - 58% rear
Boot capacity	8.12 cu ft (230 l)
Rear bench capacity	2.05 cu ft (58 l)
Fuel tank capacity	22.7 US gallon - 4.2 US gallon reserve (86 l - 16 l riserve)

TYRES

Front	235/35 20" x 8.5"
Rear	295/35 20" x 10.5"

BRAKES

Front	15.7 x 8.8 x 1.4 in - isoF142 (398 x 223 x 36 mm - isoF142)
Rear	14.2 x 9.2 x 1.3 in - isoF142 (360 x 233 x 32 mm - isoF142)

ENGINE

Type	V8 - 90° - Direct Injection - Dry Sump
Bore and Stroke	3.7 x 3.2 in (94 x 81 mm)
Total displacement	274.4 cu in (4497 cm³)
Compression ratio	12.5:1
Maximum Power	419 kW (570 CV)** @ 9000 rpm
Maximum Torque	398 lbf ft (540Nm) @ 6000 rpm
Specific Output	1.53 kW/cu in (127 CV/l)
Maximum revs per minute	9000 rpm

PERFORMANCES

Maximum speed	199 mph (320 km/h)
0-62 mph (0-100 km/h)	< 3.4 s
0-124 mph (0-200 km/h)	< 10.8 s
0-437 yd (0-400 m)	11.4 s
0-1093 yd (0-1000 m)	20.5 s
62-0 mph (100-0 km/h)	107.6 ft (32.8 m)
124-0 mph (200-0 km/h)	421.6 ft (128.5 m)
Dry weight/power ratio	7.53 lbf/kW (2.51 kgf/CV)
Fiorano Lap Time	85.5 s

Fuel consumption and emissions

Fuel consumption***	19.9 mpg (11.8 l/100 km)
CO2 Emissions ***	0.442 kgCO2/mile (275 g CO2/km)

Transmission and gearbox

7 gears F1 dual clutch transmission

-

Electronic controls

E-Diff3, F1-Trac, High Performance ABS with Ferrari Pre-Fill

-

NOTE

*	With Forged Rims and Racing Seat
**	Included 3.7 kW by dinamic over pressure
***	Combined cycle with HELE system (ECE+EUDC)

 The 458 Spider is the folding-hardtop convertible version of Ferrari's magnificent 458 Italia coupe. It offers an open-air experience for those who prefer the wind in their face and the scream of their Ferrari exhaust as loud as the bright red paint job.
Mechanically identical in most respects to the Italia, the Spider a sonorous 4.5-liter direct-injection V8 that shifts through a seven-speed dual-clutch automated-manual transmission. The V8 cranks out 562 horsepower at a staggering 9,000 rpm and 398 lb-ft of torque at 6,000 rpm, which combines with its 3,153 lbs curb weight to help the 458 Spider scoot to 62 mph in just under 3.4 seconds.

Perhaps even more note-worthy than the performance numbers is the Ferrari's handling - the car feels like it's hard-wired to the driver's synapses, responding to control inputs with lightning alacrity yet remaining extremely forgiving (assuming the stability control isn't shut off) for less advanced pilots.
Helping to make the 458 Italia's sublime driving dynamics possible is a rigid, lightweight aluminum chassis that features advanced alloys and aerospace industry manufacturing and bonding techniques. The suspension is composed of a twin wishbone/multi-link setup, and an electronic rear differential helps apportion power so as to make the best of use of available traction. Standard carbon fiber brakes are extremely fade-resistant and effective at bringing the 458 Spider down from extra-legal speeds.
Designed to both save weight and add to the 458 Spider's profile, the aluminum hardtop can be lowered or raised in just 14 seconds. Ferrari says that the aluminum roof, the first such application on a mid-rear-engined sports car, saves around 55 lbs. over a more traditional cloth roof.
Given that most roofs would hide away where the 458 Spider's V8 engine resides, certain engineering feats had to be achieved. The roof stows just ahead of the engine bay and its compact dimensions meant that Ferrari was able to add a small rear bench for additional luggage directly behind the front seats. Like the hardtop, the 458 Spider also offers some storage room under its front bonnet.
Ferrari says that structural modifications mean that the Spider features the same level of rigidity with the top up or down. Meanwhile, an adjustable electric windstop keeps unwanted air out of the cockpit. Ferrari says that normal conversations can be had at up to 124 mph.
Inside, the cabin is a postmodern collection of abstract shapes and flowing lines. The look isn't for everyone, but materials and craftsmanship are first-rate. In order to free up real estate for the large paddle shifters, Ferrari has done away with steering wheel-mounted stalks and relocated a host of secondary controls to the steering wheel. This quirky setup is a bit of an acquired taste. Other ergonomic elements of the 458 are also a bit off-beat, such as a instrument cluster that displays the navigation system or the speedometer - but not both at the same time.
Thankfully, important details like the driving position and pedal placement are superb, and the manettino - a steering wheel-mounted dial that controls traction, stability control and differential settings - is simple and prominently placed.
Should buyers want to personalize their 458, Ferrari offers an extremely wide range of options ranging from different leather upholsteries to carbon fiber trim to faux-suede touches.
458 Speciale Aperta
Available for a limited time only, the 458 Speciale Aperta ("Open" in Italian) is significantly lighter than the standard 458 Speciale.
Offered as an exclusive limited-edition model, the 458 Speciale Aperta packs an upgraded version of the 458's V8 that has been massaged to churn out 605 horsepower and 398 lb-ft. of torque. With it, the convertible sprints from zero to 62 mph in three seconds flat.
The 458 Speciale holds the honor of being the most aerodynamic regular-production Ferrari has ever produced, an achievement partially accomplished by fitting the car with adjustable spoilers on both ends.
On-track handling is enhanced by Ferrari's Side Slip angle Control (SSC) system. SSC uses a new algorithm to precisely analyze the car's side slip, compare it to the car's projected trajectory and work with the electronic differential and the F1-derived traction control system to instantly change the torque distribution between the rear wheels. Michelin Pilot Sport Cup2 tires designed specifically for the Speciale help keep the extra power in check.

 The Speciale A sports an aluminum lid that retracts or raises in just 14 seconds; the price paid for the deployable roof is 110 additional pounds to cart around. Even so, Ferrari estimates that the car will rocket to 62 mph in three seconds flat, but we’d likely be able to break into the twos in a 0-to-60 run with our equipment aboard.
Other carry-overs ported from the fixed-top Speciale include Side Slip Angle Control, the lines of code for which were developed in part for the LaFerrari mega-ultra-hypercar. It aims to measure the car’s slip angle in real time, then adjust the electronic rear differential and stability control based on what it determines to be the optimum slip angle. (Learn more about how it works, as well as myriad suspension, steering, and other chassis upgrades, in our 458 Speciale first drive.)
 The A also gets the 458 Speciale’s advanced aerodynamic features, including a flap ahead of the front fascia’s Ferrari logo that sends air under the car to create more rear downforce at high speeds. Spring-loaded doors up front open above 105 mph to divert air from the radiators and through vanes at the corners of the car. The regular Spider’s three-tip central exhaust becomes a pair of wider-set cannons to accommodate a big rear diffuser and a motor-actuated drag-reduction setup that drop from the underside of the rear end to help achieve Vmax. The coupe can hit 202 mph; no figure has been released yet for the A.

The car makes its debut at the 2014 Paris auto show, and just 499 will be built. We’re guessing a big-ol’ chunk of the run has already been spoken for.  

Ford Mustang GT

 With the new Ford Mustang finally sitting before us, a walkaround is the first order of business. Circling the newest pony, there’s no mistaking it for anything but a Mustang. The all-new 2015 model retains the right proportions, with a long hood, a compact and low greenhouse, and an extremely fast, well, fastback roofline. Strong cheekbones and taut sheetmetal enhance its beauty, while jawlines on top of jawlines will convey an appropriate sense of terror to anyone who encounters one in their rearview mirror.
Sliding behind the wheel, we begin to experience some nervousness—on behalf of the car. You see, this isn’t the four-cylinder turbocharged EcoBoost model, or even the rental-counter base V-6. No, what we have here is what some might refer to as the real Mustang: the V-8 GT. More than any other 2015 Mustang, it carries the weight of expectations. Heavy expectations. Yes, the direct-injected EcoBoost is a technologically advanced engine and its turbocharger forces enough air through it to embarrass many eight-cylinders from a decade ago, but it still isn’t a proper V-8, no matter how much power it makes or how efficient it is. 

 As for the V-8, it’s a worked over version of the outgoing Mustang’s Coyote powerplant, more specifically a version that saw the stonking Boss 302 serve as its drivability and output bogey. Certified on 93-octane unleaded, horsepower now stands at 435 (up from 420) and torque comes in at a nice, even 400 lb-ft. According to the EPA, fuel will be burned at a rate of 15 mpg in the city and 25 on the highway with the six-speed manual; the six-speed automatic does one better in the city. We saw 17 mpg from this stick-shift car. If you fill up using 87 octane, you’ll be down on horsepower—by about one percent according to Ford. So it’s highly unlikely you’ll notice.
With a six-speed manual sprouting up between the seats, the V-8 makes very short work of the first three gears. The accelerative rush is such that the somewhat cheesy “Ground Speed” label on the speedometer makes some sense, and the needle swings into triple digits very quickly. Zero to 60 mph is accomplished in 4.5 seconds and the quarter-mile lights tripped in 13 flat; our Mustang also hit 150 mph in well under 30 seconds. Also, there’s no Muzak version of the Daytona 500 played through the speakers in the Mustang: The GT’s V-8 soundtrack, although more subdued than we expected, is generated solely by combustion events and not electrons. We came away from this hushed GT thinking about refinement, not tinnitus.
The refinement extends to the ride and handling. Even with the 19-inch wheels and Pirelli P Zeros that come with the GT Performance package—which also brings a bunch of bracing, uprated brakes, and much more; full details here—the ride feels like a slightly more supple Boss 302. Some credit must go to the new integral-link independent rear suspension; dropping the solid rear axle is the Mustang’s big leap out of its 1960s roots. Ford had managed over the years to massage the stick axle to acceptability—and near-transcendence in the case of the Boss—but untying the Mustang’s rear wheels from each other pays massive dividends in terms of impact mitigation and keeps the front and rear ends working more closely together. Setting the Mustang into a corner no longer puts you into the awkward situation of serving as a couples’ counselor to the fore and aft axles. Turn-in felt natural in the outgoing Mustang, but the rear end seemed slightly disconnected, as if it wasn’t sure it wanted to follow the front. Cornering is now secure and flat, and we measured 0.95 g of lateral grip with those sticky P Zeros. The new Mustang’s chassis is in total harmony.  

 It’s not just the chassis that feels right. The precise steering is electrically assisted, but the sensations are richly analog and not digital. (This is true in any of its three adjustable modes, which largely alter weight.) The Getrag-sourced six-speed manual shifts easily and slots into gear quickly, and it feels more polished than before. It’s no trouble to find a good seating position, the forward view is quite good, and the optional $1595 Recaro seats seem tailor-made just for you. The interior design gets a little inspiration from the previous generation, but the materials are vastly improved and the switchgear wears aluminum-look brightwork. The back seats remain strictly for kids, which is a bit disappointing given the Mustang’s 188.3-inch total length—within an inch of a Toyota Camry.
Unlike the Camry, though, the new Mustang GT is a whole mess of fun. Large doses of maturity and refinement have entered the equation, sure, but they make for an improved and more well-rounded whole. The 2015 Mustang handles better, it’s easier to live with, and it acts like a more expensive car. At its $45,885 as-tested price, the GT should behave like it knows its way around a monocle and top hat, and it does. The V-8 version does start at $32,925, but options drive it past $35,000 with ease. Enthusiasts who crave a louder and prouder Mustang can look to the forthcoming GT350, which likely will pack a high-revving V-8 and even more horsepower. For those who want to drive their Mustang every day for the next five years, however, the new GT delivers performance without brutality.

Mercedes Benz SL63 AMG

SL is short for sport leitch, or "sport lightweight" in English, and Mercedes engineers went to great lengths to remove precious pounds from the SL in order to help it live up to its name. Underneath the sheetmetal is a low-weight aluminum bodyshell not unlike the one used in the SLS AMG supercar. High-strength steel is incorporated at key points to enhance rigidity, and carbon fiber used on the trunk lid's inner frame also helps trim weight. As a result, the SL tips the scale at a hair over 4,000 pounds.
To stand apart from the less powerful SL550, the SL63 AMG gains its own unique body kit and AMG-specific LED running lamps. Special V8 Biturbo badging hints at what provides motivation. At the rear, a small spoiler lip improves aerodynamics and stability, while a sport exhaust system exits through a unique air diffuser.
Life Aboard
Inside, the SL63 features a sporty, driver-focused cockpit with two bucket seats and a sporty three-spoke multi-function steering wheel. The instrument cluster is made up of four analog gauges and a configurable thin-film transistor screen that provides vital information about the car and its surroundings.
The SL comes standard with a high-resolution color touch screen that runs Mercedes' COMAND infotainment system. COMAND groups the SL's navigation, entertainment and connectivity functions into a single unit that can also be controlled using a controller knob on the center console, voice commands and buttons on the steering wheel.
The SL63 also comes with mbrace, a system which includes a host of cloud-based goodies including a concierge service, location-based traffic and weather updates, stolen vehicle location assistance, automatic collision notification and more. Available apps add internet browsing, Google local search with street view, Yelp reviews, Facebook access and news reports. Owners can even use an mbrance smartphone app to remotely lock, unlock or locate their SL63.
Under the Hood
The SL63 was designed as more of a high-performance grand-tourer than an all-out sports car. It is powered by a hand-built twin-turbocharged 5.5-liter V8 engine that pumps out 577 horsepower at 5,500 rpms and 664 lb-ft. of torque at 2,000 rpms. Power is sent to the rear wheels via a seven-speed automatic transmission that can be controlled by shift paddles mounted behind the steering wheel.
The SL63 AMG reaches 60 mph from a stop in 4.1 seconds. An AMG-modified active sports suspension and upgraded brakes on all four corners ensure improved handling over the standard SL roadster.
Fuel economy checks in at 16 in the city and 25 on the highway thanks in part to a standard start/stop system.
Standard and Optional Features
The SL63 AMG comes standard with a universal garage door opener, an auto-dimming rear-view mirror, heated power-adjustable door mirrors, HID headlights, rain-sensing wipers, leather upholstery on the seats and on the steering wheel, power-adjustable front seats that are both heated and cooled, dual-zone automatic A/C, navigation and 19-inch alloy wheels.
Highlights from the long list of options include additional alloy wheel designs and paint colors, a carbon fiber exterior package, red brake calipers, an AMG performance steering wheel, an upgraded sound system, soft-close doors and carbon ceramic brakes.
Occupant Safety
In addition to traction and stability control systems, the SL63 AMG boasts six supplemental restraints including two-stage front airbags, dual knee airbags and dual side airbags. Roll over hoops mounted behind the seats provide an extra measure of protection.
Also standard is an Attention Assist system that can alert the driver to the first signs of drowsiness, a factor that causes more than 100,000 accidents a year in the U.S.A. A steering sensor is coupled to smart software that uses 70 parameters to establish a unique driver profile during the first 20 minutes of driving. Between 50 and 112 mph, the system identifies the erratic steering corrections drivers make as they begin to get drowsy and triggers an audible warning and a "Time for a Rest?" message with a coffee cup icon in the instrument cluster.
The optional Driver Assistance package bundles electronic driving aids like a radar-based adaptive cruise control, Blind Spot Assist, Pre-Safe brake and active lane keeping assist.

Bentley Continental GT

The Bentley Continental GT is a super-luxury premium two-door offered as a coupe or convertible with an extensive range of drivetrains and performance levels. One of the most luxurious cars in its class—or any class—the Continental GT is comfortable, all-weather capable, and potently quick in any form. The GT competes with the Mercedes-Benz S-Class Coupe and Rolls-Royce Wraith.
Read our review for more details on the 2015 Bentley Continental GT
Launched in coupe form for the 2005 model year, the Continental has seen increases to power and re-touches to its aesthetics, but little in the way of fundamental mechanical change.
The basics of the $185,000 coupe and $200,000 convertible are shared with the Flying Spur sedan. Though the two-doors have a much shorter wheelbase, they share the engine, transmission, all-wheel-drive system, and other performance pieces with the four-door Spur. All cars originally used a 6.0-liter, twin-turbocharged twelve-cylinder engine in which the cylinders are arranged not in a V shape, but as a W—basically two narrow-angle V-6 engines mounted side by side with a common crank. This spares some room under the hood, and produces power just as copiously and as smoothly as a conventional V-12.
In the first generation, which was sold until the 2011 model year with one exception, the standard W-12 engine produced 552 horsepower, and a 0–60-mph acceleration time of about 5 seconds, even though the cars each weighed more than 5500 pounds. Updated Speed editions saw power rise to 600 hp, while 60-mph acceleration times fell below 5 seconds and top speed on coupes rose to 195 mph. A Supersports model added on 21 more horsepower, for a 0–60 time of 3.7 seconds, and a manufacturer-rated top speed of 204 mph; an ISR special edition reached 631 horsepower. Each version used a six-speed, paddle-operated automatic transmission. Each also rode on an independent suspension, with power shuffled to the wheels via all-wheel drive with a Torsen differential. Fuel economy in the Continental GT in this generation was a very low 10/17 mpg, mitigated only a little by the flex-fuel capability of all versions.
Among the myriad convenience and luxury features on the Continental were a marvelous convertible lid on the GTC versions that folded closed or open in 25 seconds, at the touch of a switch. Lavish interior materials distinguished this Continental range even from the Ferraris and Maseratis of the world, and a 1000-watt Naim audio system was on the options list for a mere $6000 or so. The Mulliner trim package of quilted leather, knurled chrome and turned aluminum trim, was a highlight of modern-day automobile construction.
In the 2012 model year, Bentley updated the Continental GT and GTC with slightly revised styling, and made a 567-hp version of the W-12 standard. A quicker shifting pattern and a revised torque bias, to 40:60, for the all-wheel-drive system were matched with slightly more sporty handling. The Speed editions were dropped for the 2012 model year, but the Supersports GTC models were carried over intact from the 2011 model year, without the cosmetic and mechanical changes.
A new V-8 drivetrain became available for the 2013 model year, with a net output of 500 horsepower. It is paired with an eight-speed automatic transmission. Because the V-8 is lighter, Bentley says performance nearly rivals that of the W-12 car, while fuel economy is up to 40 percent higher.
Also for 2013, the Speed model returned, in both Coupe and Convertible form. Unveiled at the 2013 Detroit Auto Show, the new Continental GT Speed Convertible offers figures to match the Coupe: a stout 616 horsepower and 590 pound-feet of torque, enabling 4.1-second 0–60-mph acceleration and a top speed of 202 mph. The GT Speed Coupe accelerates to 60 mph in 4.0 seconds and hits a 205-mph top speed.
For the 2014 model year, Bentley added yet another model to the lineup with the Continental GT and GTC V8 S versions. They use a higher-output version of the twin-turbocharged V-8 that produces 521 horsepower and 502 pound-feet of torque, carrying less weight than the W-12 version. Then, for 2015, Bentley updated the GT Speed, currently the most powerful in the lineup with 626 horsepower and 607 lb-ft from its W-12 engine, increases of 10 hp and 27 lb-ft compared to the previous Speed coupe and droptop.
Also in 2015, Bentley will offer a very limited run of Continental GT3-R models. Power comes from a 592-hp version of the GT V-8 S's twin-turbo eight-cylinder. Bentley has shed 220 pounds form that model, in part by removing the rear seat, which creates what should be the quickest Conti yet. Only 300 copies of this racy Continental will be built and sold globally.

Continuing the pace of yearly updates, the 2016 Continental GT receives a bit of a makeover, albeit a subtle one. Up front, noticeable changes include a smaller grille, vents carved into the fenders, and a revised bumper design. In back, there's a new bootlid design for all models, while the GT Speed and V8 S models receive a new diffuser-looking lower valance. Inside, gauges faces evolve, the steering-wheel diameter shrinks, and WiFi is available as an option. The W-12 also gets a bit of a power bump, for grand totals of 582 hp and 531 lb-t of torque.
 Bentley is treating its Continental GT family of coupes and convertibles to a host of interior and exterior changes, as well as a power bump for the W-12 engine. The tweaks arrive with the 2016 model year—which means fall deliveries for U.S. customers.
Up front, the 2016 models sport a smaller grille, a new bumper, and redesigned fenders that incorporate the obligatory side gills, here adorned with the “B” logo. At the rear, a new bumper dons more chrome, and a lower diffuser is added on V8 S and GT Speed models. There’s also a reshaped trunk lid and new 20- and 21-inch wheel designs.

Interior updates include a smaller steering wheel, a revised center console, new gauge faces, and available Wi-Fi. The seats, upholstered in softer leather or available faux suede, now have a new stitching pattern—although rest assured, diamond quilting is still available.
 The W-12 engine has been goosed from 567 horsepower to 582, while torque is up by 15 lb-ft to 531. The addition of cylinder deactivation—which the unchanged-for-2016 V-8 already had—allows the W-12 to run as a six-cylinder in moments of lesser urgency. (The fuel-saving feature, but not the extra output, comes also to the Flying Spur sedan’s available W-12. The four-door also gets some of the interior updates, and the Wi-Fi connectivity, but none of the styling tweaks.)
Although the new power and torque figures remain shy of the 12-cylinder Continental GT Speed—which corrals 626 horses and 607 lb-ft—they do nose ahead of the GT3-R. Although, to be fair, that racy two-seater has two-thirds the cylinder count.

Indeed, the GT3-R’s use of the 4.0-liter twin-turbo V-8 rather than the traditional W-12 led some to speculate that Bentley might be ushering its 12-cylinder powerplant toward the exit, at least in the two-door Continentals. But the engine’s update for 2016 suggests that the Flying B brand intends to keep both of its twin-turbo offerings around, at least for a while.

Nissan 370Z NISMO Roadster

 In the car world, if a company can build a sexy new variant of an existing model out of existing parts, we call that a “no-brainer.” And so we’re somewhat skeptical when Nissan says that the car unveiled at the 2015 Chicago auto show, the Nissan 370Z NISMO Roadster concept, is just a “one-off design study created to gauge market interest in the ultimate factory Z Roadster.” We bet it’s going to happen.
Whether you describe the 370Z NISMO Roadster as a topless variant of the 370Z NISMO coupe or a NISMO-fied version of the 370Z convertible, you’re absolutely correct. And, really, it’s not much more complicated than that. Like the NISMO coupe, the roadster is roughly three inches longer than the non-NISMO version and features a racy front fascia with LED running lamps and black headlight bezels, red stripes along the lower body, and red trim on the mirror covers. Unique to this car, however, are the fixed, leather-wrapped headrest bars with red accents and the carbon-fiber rear spoiler.
 The NISMO-ified interior features black Recaro seats with off-white suede inserts and red contrast stitching. We’d be surprised to see the light-colored inserts make it to production—but wouldn’t be upset if they do. More likely, the current coupe’s red-and-black treatment would be offered.
Under the roadster’s skin are most of the same chassis and powertrain modifications found in the NISMO Z coupe, including a retuned suspension, a strut-tower brace, 19-inch forged Rays wheels wrapped with 245/40 front and 285/35 rear Bridgestone Potenza S001 tires, a shorter final-drive ratio, and of course, Nissan’s V-6 engine in a 350-hp state of tune. We expect that the ragtop would be a touch more softly sprung to compensate for the less-rigid structure, but it would take quite a bit of softening to lose the visceral feel that makes the NISMO Z coupe so satisfying to flog on a twisty mountain road.
The show car is fitted with the NISMO coupe’s seven-speed automatic transmission, which is how we’d expect most (if not all) production models to be equipped. The concept also features a navigation system and fancy Bose audio, which were introduced on the 370Z NISMO coupe as part of the Tech package for the 2015 model year. 

 Why are we so sure this car will happen? In a word, money. The 370Z NISMO Roadster represents an opportunity for Nissan to wring a little more profit out of the dated but proven Z car before this generation is put out to pasture in 2016 or 2017. How much money? Well, let’s do some math: Nissan currently charges an average premium of roughly $9500 for a droptop 370Z versus a comparable coupe, and with the 2015 370Z NISMO coupe with the automatic transmission currently stickering for $44,115 and $47,615 with the Tech package, figure a NISMO convertible would cost about $53K to start and $57K loaded. (If it’s offered with a stick, figure on saving about $1300.)
The NISMO Z Roadster’s appearance alongside the 240-plus-hp Sentra NISMO on the show stand in Chicago is worth celebrating as part of a larger narrative of NISMO-tuned products for the street. Should it be built, the convertible would become the fifth NISMO model, joining the 370Z NISMO coupe, the inimitable GT-R NISMO, and the two Juke NISMO models. We’re fully onboard with this not only because NISMO models are fun and sexy, but also because most of them—especially this one—are no-brainers.

• Combines legendary NISMO performance, style and technology with Nissan 370Z Roadster open-air motoring excitement
• One-off design study created to gauge market interest in an ultimate factory Z® Roadster
• Offers unique engine, suspension, exterior and interior features versus standard Nissan 370Z Roadster models – including 350-horsepower 3.7-liter V6 and NISMO-tuned suspension
• Would join current Nissan 370Z NISMO coupe model, expanding NISMO lineup to five models

As the heart and soul of Nissan performance for both the track and on the street, NISMO continues to set the standard for straight-from-the-factory enthusiast vehicles. The lineup of NISMO production models for 2015 includes the GT-R NISMO, 370Z NISMO, JUKE NISMO and JUKE NISMO RS.
Yet as the popularity of NISMO models continues to grow – the 2015 GT-R NISMO is sold out, the 370Z NISMO accounts for 20 percent of total sales and JUKE NISMO models for about 15 percent – one group of performance enthusiast remains left out: Open-air sports car lovers. Enter the Nissan 370Z NISMO Roadster Concept, which makes its world debut at the 2015 Chicago Auto Show. The custom vehicle combines the long list of 370Z NISMO Coupe performance equipment with a modified 370Z Roadster body and interior.
"The idea of adding NISMO levels of look, feel and performance to a Nissan 370Z Roadster is one that we've been considering for a long time," said Pierre Loing, vice president, Product Planning, Nissan North America, Inc. "The creation of the Nissan 370Z NISMO Roadster Concept brings that idea to life and lets us judge consumer reaction – which we predict is going to be outstanding."
The Nissan 370Z NISMO Roadster Concept's striking visual presence starts with the addition of its GT-R-inspired functional and fully integrated aerodynamic body pieces. In front, the deep front fascia with Hyper LED Daytime Running Lights, black headlight bezels, NISMO emblem and signature NISMO red stripe accents set the tone.
On the sides of the vehicle, the NISMO red accents and red sideview mirror covers continue the NISMO theme, adding a touch of flair to the dramatic top-down profile. In the middle of the vehicle, the fixed headrest bars are leather-wrapped with red accents. The rear is highlighted by a custom carbon-fiber rear spoiler created exclusively use on the 370Z NISMO Roadster Concept.
The convertible top itself, though it is expected to be rare that it is in the closed position, is a cloth power-folding roof with fabric inner liner design. It includes a single action top operation with automatic roof lock, steel tonneau cover and fixed glass wind deflector – just like every 2015 Nissan 370Z Roadster.
The dramatic exterior appearance is topped by an aggressive stance provided by the wide 19-inch NISMO super-lightweight forged aluminum-alloy wheels by RAYS (19x9.5-inch front, 19x10.5-inch rear), which receive a special custom finishing. Y-rated Bridgestone Potenza S001 245/40R19 front and 285/35R19 rear tires complete the package.
"With as much attention as the exterior modifications are expected to attract, we knew the interior had to be just as special, especially since with the convertible top in the down position everything is in plain sight," said Loing. "It doesn't disappoint."
The NISMO-styled interior is anchored by black Recaro® leather-appointed seats with red stitching and stain-repellent, off-white premium Ultrasuede® inserts – chosen to resist heat build-up when parked in open sunlight. The interior features custom red stitching with NISMO logo, an Alcantara®-appointed leather-wrapped 3-spoke steering wheel and NISMO red tachometer.
The 370Z NISMO Roadster Concept's suite of technology includes Nissan Navigation System with 7.0-inch VGA touch-sensitive display, RearView Monitor and Bose® Premium Audio System with six speakers and dual subwoofers to provide a clear soundtrack, even with the top down.
Even more than racing-inspired aerodynamic bodies and driver-oriented cockpit-style interiors, at its core NISMO is all about performance. To that end, the 370Z NISMO Roadster Concept is conceived to incorporate most of the engine and suspension modifications (versus non-NISMO 370Z models) of the 370Z NISMO coupe. This includes its potent 350-horsepower 3.7-liter DOHC V6 engine with Variable Valve Event and Lift Control (VVEL). The 370Z NISMO's enhanced engine power and acceleration (versus non-NISMO 370Zs) is provided through use of an exclusive H-configured exhaust system design and muffler tuning, along with optimized ECM (Engine Control Module) calibration, to help create 18 horsepower more than a standard 370Z. Torque is rated at 276 lb-ft.
The 370Z NISMO Roadster Concept utilizes Nissan's refined 7-speed automatic transmission with Downshift Rev Matching (DRM), Adaptive Shift Control and manual shift mode with paddle shifters. "The majority of 370Z Roadster buyers prefer the automatic transmission, which with Downshift Rev Matching and paddle shifters comes close to the performance of a 6-speed manual – so that's how we specified the 370Z NISMO Roadster Concept," said Loing. "Matched with the NISMO-tuned engine, suspension and steering, it is a great combination, perfect for long open-top drives along the shoreline or mountain roads alike."
The 370Z NISMO Roadster Concept adds a NISMO-branded strut tower brace under the hood, along with a red engine cover. The NISMO-tuned 4-wheel independent suspension includes special springs and stabilizer bars. Large Nissan Sport Brakes and a Viscous Limited-Slip Differential (VLSD) – with a shorter final drive ratio for better acceleration feel – are also included.
"While it is only a design study at this point, we think the 370Z NISMO Roaster Concept would be a tremendous addition to the long and distinguished history of Z® sports cars," said Loing. "There's still nothing better than an open top and an open road ahead of you, especially when there's a NISMO badge on the bumper."
 Nismo has been busy of late. Yet among its stable of GT-R, 370Z Coupe, and Juke special editions, there is a conspicuous absence: the car above.
It's the [deep breath] Nissan 370Z Nismo Roadster, and it's just made its debut at the Chicago Motor Show. Nissan reckons it caters to an otherwise left-out group of performance enthusiasts, the open-air sports car lover.

So, lovers of open air sports cars, here is a list of pleasant things the 370Z Nismo Roadster features. The engine - that big-hearted 3.7-litre V6 - is a little more powerful, here featuring 350bhp and 276lb ft of torque. It features a tweaked ECU and a new exhaust system.

It's matched with a seven-speed automatic gearbox with Nissan's ‘rev-matching' feature, because most standard 370Z Roadster buyers prefer a self-shifter. Though we'd expect any production 370Z Nismo Roadster to at least offer a six-speed manual...

That power is naturally sent to the rear wheels for much hoonery, and there's a brace of chassis mods to help stabilise it. There's a brace under the bonnet, special springs and stabiliser bars, bigger brakes and a limited-slip diff with a shorter drive ratio, for better acceleration.

Then there are are some 19-inch lightweight Nismo/RAYS alloy wheels, GT-R inspired aero bits, LED daytime running lights, red Nismo accents and emblems, and of course, the automatic fabric roof. Inside, there's a set of Recaro sports seats, a leather-wrapped steering wheel, better audio, a seven-inch touchscreen display and red rev counter.

"While it's only a design study at this point," says Nissan's Pierre Loing, "we think the 370Z Nismo Roadster concept would be a tremendous addition to the long and distinguished history of Z sports cars."