lotus first motorcycle: the C-01

lotus introduces their first motorcycle: the C-01 road readyall images courtesy lotus motorcycles.

developed under the collaborative leadership of racing team kodewa, lotus has announced their first motorcycle: the ‘C-01′ designed by daniel simon. the superbike’s powerunit comes in the form of a V-twin engine and features a distinctive body crafted entirely from carbon fiber, titanium and aerospace quality steel.

‘the design process of the C-01 was a labour of love, there were many challenges, ensuring that the bike not only touches your visual senses with its timeless blend of classic appeal and modern execution, but that is safe and ergonomically sound was critical to me,’ explains simon. ‘we have worked hard to create a motorcycle with very distinctive features such as a clean main body, an extremely low side profile, a bold stance, a unique air intake, logical partline solutions and clean graphics.’

the C-01 will be available as an exclusive production run of just 100 units,outfitted in a range of liveries which pay homage to lotus’ racing legacy.

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the car codenamed ‘P13'

 

 

 

 

Here's what you need to know. The 650S is not the long-rumoured ‘baby McLaren', the car codenamed ‘P13' set to do battle with the Porsche 911, but rather an upgraded 12C that'll sit above that car - but of course below the epic P1 - in McLaren's range.

Confused? Let's try to explain. The 650S is a more powerful, harder version of the 12C, described by McLaren as ‘its fastest, most engaging, best equipped and most beautiful series-production 

It uses an uprated version of the 12C's 3.8-litre twin-turbo V8, with power boosted from 616bhp to 641bhp (that's 650 metric horsepower, hence the name). Torque is up by around 10 per cent.

You want performance figures? How about 0-62mph in 3.0 seconds and a top speed of 207mph? Small improvements on the 12C's stats (3.1 seconds and 204mph) they may be, but small improvements that keep the 650S just ahead of the Ferrari 458 Italia.

You'll notice the new front end, which obviously draws heavily on the P1. The lights are now LED affairs, while there are larger air intakes both in the nose and in front of the rear wheels, which not only aid cooling but also contribute to the 650S's improved aero.

Impressively, the 650S boasts the same drag coefficient as the 12C, but produces 24 per cent more downforce at 150mph.

The 650S uses the same adaptive damping system as the 12C. Though the spring rates have been increased to ‘improve driver engagement', McLaren says there's no loss of comfort, promising the ride of an ‘executive saloon'. We're also told that steering feedback and brake feel are improved over the not-at-all-shoddy 12C.

More kit, too: there are new five-spoke alloys, bespoke Pirelli tyres, more electronic infotainment cleverness and the option of carbon race seats.

So far, so mid-life facelift. But here's the confusing bit. The 650S doesn't replace the 12C, but rather sits above it. How far above? We're told around £20,000 atop the 12C's £176,000 asking price.

Which, when you consider the extra standard kit (especially considering the 650S gets carbon ceramic brakes as standard, a £10k option on the 12C), makes you wonder why any buyer would opt for the 12C when they could have the 650S - a car apparently improved by five per cent in every department - for much the same money.

All shall become clear when the 650S Coupe and Spider make their official debut at the Geneva show in early March. For now, what do you make of that new face?

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Notarization of visual splendor technology Tricks for New Honda Motor Co.

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Ferrari California T

before talk of horsepower and whatnot, we should first point out the emissions, which - after all - is why even supercar makers are relying on turbos nowadays.

And so here's an exotic convertible with a proper V8 that sneaks out 250g/km of CO2 (based on Ferrari's own cycle, rather than the one used by other car makers).

That's about 15 percent less than its naturally-aspirated predecessor.

But enough. This is a Ferrari. One with a new twin-turbo 3.8-litre V8 with a very healthy 552bhp and 556lb ft of torque. That's a jump of 62bhp over the last version of the California, while torque is up by a whopping 50 per cent. 

Zero to 62mph is now handled in 3.6 seconds, which trims 0.2 seconds off the old car's time. You can thank the turbos for much of this.

Very well. But turbochargers have a habit of culling noise. And what's a Ferrari without noise? Don't worry, they say.

The California T still has a trademark flat-plane crankshaft for the distinctive Ferrari wail. And the intake and exhaust harmonics have been tuned like an orchestra, so it'll still rouse the senses when you use the proper amount of throttle.

And what about the fizzy responses that make a Ferrari a Ferrari? 

Won't there be a brief pause, or a moment's thought, as the turbos ready themselves for a big push?
 Apparently not. The turbos are compact, the turbines have little inertia, and there's a variable boost management system. The result, says Ferrari, is "virtually zero turbo lag".
 We'll have to drive it to believe it...

What else? There's a new, sharper steering system. And the latest version of Ferrari's ‘magnaride' adaptive suspension, which reacts to lumps and bumps 50 percent faster than it used to.
And should you fancy exploring the limits of grip, you'll be pleased to know the Cali T has Ferrari's newest F1-Trac traction control system - the same system that helps you slide around in the 458 special.

Clearly the new California is less of a Riviera cruiser than the outgoing model.
All of this new stuff is tightly wrapped in new bodywork bearing much resemblance to the F12.

 The grille is wider and deeper, reinforced by three horizontal bars.
There's a deep cut from the middle of the door to the front wheel arch. 

The exhausts are now side-by-side, not stacked.

The whole thing looks leaner and sharper than the old Cali. And the sense of solidity is helped by a ‘triple fence' diffuser under its bottom.

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Top Gear Season 21

Gerard O'Donovan reviews the first episode of the new series of Richard Hammond, Jeremy Clarkson and James May's motoring show.

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Mercedes -Benz S-Class Coupe

 

 

 

 

This is the brand new Mercedes-Benz S-Class Coupe, a car that looks almost identical to the Concept S-Class Coupe, and one that's optionally available with CRYSTALS. Welcome everyone, to the world of Mercedes-Benz.

The S-Coupe is, of course, the successor to the outgoing CL. The two-door sits on the same base as the new S-Class saloon, a car we admire very deeply here at Top Gear, but adds even more tech and - quite literally - some sparkle.

First the tech, and it's another premiere for a new Mercedes model in the shape of ‘active curve tilting', which works in collaboration with Magic Body Control to - ready for this? - keep the car level by leaning into corners like a biker. No, really.

Remember how Magic Body Control scans the road ahead, and depending on conditions, adjusts an individual strut on the suspension to keep the car level? Well, active curve tilting scans the bends using a stereo camera to detect the angle, and shifts the base of the each suspension strut by up to 2.5 degrees depending on speed to keep the car level. It can register the bend up to 15 metres ahead, and is active between 18mph and 112mph. As Mercedes says, "the object is not to reach higher speeds but to produce a more pleasant motoring experience". Quite.

Engine wise, there's just one on launch: the 4.7-litre, 455bhp biturbo V8 in the S500, with a particularly fruity 516lb ft of torque. In addition, the S-Class Coupe gains an exhaust system that contains two flaps that open and close depending on speed. When open, the flaps contribute to a more ‘powerful' engine sound. Anyone familiar with the work of AMG will like this. Your neighbours, not so much.

Doesn't look too shabby either, does it? All long bonnet, pronounced arches, 20in wheels, flowing lines and full-LED headlamps. Ah yes, the headlamps. If you so wish, you can option a set of headlights that contain no less than 47 Swarovski crystals. Shiny.

There's a panoramic sunroof that extends over two-thirds of the Coupe's roof, its opacity adjustable through Merc's rather delightful Magic Sky Control. And then there's the gorgeous dash: part TFT display, part wraparound sculpture. There is a touchpad, there are many fine materials, the rear seats are individual chairs, there's a head-up display, and there are many on-board assistants to help you drive.

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