2013 corvette stingray convertible

best car 2013 corvette stingray convertible

You wait ages for a new Corvette, and then six weeks after the new Stingray bows in at the 2013 Detroit atuo show, its soft-top sister is revealed at the Geneva motor show. The latest C7-generation Corvette drop-top uses the same mechanical package (big V8 up front, power sent to the rear wheels) as its fixed-head sister but adds an electrically-folding soft-top roof that you can lower remotely via pushing a button on the key fob. You can also drop the roof while on the move, at speed of up to 31mph.

How fast is the new Chevrolet Corvette Stingray Convertible?

The Corvette's LT1 6.2-litre V8 develops 450bhp and 450lb ft and powers the car to 62mph in under four seconds, while the top speed is estimated to be around 180mph. You can choose either a six-speed automatic or seven-speed manual gearbox, with auto-rev matching for smooth downshifting. Handy if you're still learning your heel 'n' toe technique...

Thanks to an all-new, more rigid aluminum frame structure, the new Corvette convertible is is 57% stiffer and 45kg lighter than the steel-framed outgoing C6 Corvette. The convertible keeps the coupe's carbonfibre bonnet and its five-position Drive Mode Selector, and if you want your 'Vette convertible with a little more bite there's an optional Z51 Performance Package with an electronic limited-slip differential, a dry sump system for the engine, extra cooling for the brakes, diff and gearbox, and aero tweaks to improve high-speed stability.

When is the 2013 Corvette Stingray Convertible on sale?

Soft-top C7 Corvettes will roll off Kentucky's Bowling Green production line from summer 2013. As with the C7 Corvette coupe, official UK sales are unconfirmed, but if import demand is strong enough there is the possbility of right-hand drive cars coming to Britain later in the car's life. Prices on this side of the Atlantic are likely to top £60,000, putting the Corvette Convertible in the same ballpark as a Jaguar F-type V6S or Mercedes SLK55 AMG.

2013 Ferrari LaFerrari 950bhp

best car 2013 Ferrari LaFerrari 950bhp

This is the Ferrari LaFerrari, a 950bhp supercar that succeeds the Ferrari Enzo and is poised to take on the McLaren P1. It’s Ferrari’s fastest ever road car, and just 499 LaFerraris will be built. Read on for the full performance specs on the new Ferrari LaFerrari.

What monstrous engine powers the Ferrari LaFerrari?

A big V12 of course. The 6.3-litre engine has the same capacity as the V12 found in the front-engined Ferrari F12, but it’s been reworked for the LaFerrari’s mid-engined layout. Power has gone up from the F12’s 730bhp at 8250rpm, to 789bhp produced at a crazy 9000rpm. And the V12 will keep revving to 9250rpm. Peak torque is 516lb ft at 6750rpm.

But like the McLaren P1, the Ferrari LaFerrari is a hybrid. It’s the company’s first ever hybrid, but forget any nonsense about zero emission running because the electric motor in LaFerrari is designed purely to increase its performance. The 120kW motor adds 161bhp and 199lb ft, which equates to combined peaks of 950bhp and 664lb ft.

The hybrid system actually has two motors, one to drive the ancillaries, and the more powerful units to drive the wheels. The battery pack (weighing just 60kg) is attached to the floor of the carbon chassis, and Ferrari says the batteries are charged under braking, on the overrun, or even during cornering when the V12’s excess torque isn’t sent to the wheels but converted to energy to be stored.

The electric motor is coupled to a double-clutch gearbox, which in turn drives the rear wheels. We don’t yet know the weight of the LaFerrari, but it’ll accelerate to 0-62mph in under three seconds, to 124mph in less than seven seconds, and to 186mph in just 15 seconds. That, and it’s over three seconds quicker than the F12 around Ferrari’s Fiorano test track, and over five seconds faster than the Enzo. If you hadn’t guessed already, that makes it Ferrari’s fastest ever road car. The top speed is over 217mph.

Ferrari hasn’t released any further details of the hybrid drivetrain, but despite the extra power over the F12, the LaFerrari is cleaner: 330g/km versus 350g/km CO2

What other tech details do I need to know?

The chassis is made from four different types of carbonfibre, and built in the same department as Ferrari’s F1 cars. The seating position is fixed (the steering wheel and pedal box are adjustable) and Ferrari integrating that and the battery compartment into the chassis has helped improve rigidity and stiffness over the Enzo. The centre of gravity is also 35mm lower. Braking is by Brembo carbon-ceramic discs, and the tyres are Pirelli P-Zeros.

What about the styling, both inside and out?

From the front the Ferrari LaFerrari resembles the track-only Ferrari Enzo FXX, but the rest of the design is much smoother and sleeker than its predecessor, with curvaceous lines akin to the 458 Italia. All the vents and intakes have specific functions, but Ferrari says inspiration has come from both its own sports prototypes of the late 1960s (the more exuberant forms) and its latest F1 cars (the central pylon on which the front spoiler hangs, and the central rear light). There are active guide vanes under the front of the car, and moveable diffusers and a rear spoiler at the back of LaFerrari.

Inside all the Ferrari LaFerrari’s major controls (throttle and brakes aside) are grouped onto the steering wheel: there are longer gearshift paddles, and all the secondary functions. A raised spar separating the driver and passenger carries the controls for the F1 dual-clutch gearbox.

Ferrari LaFerrari? Potentially a great car spoilt by a silly name?

Perhaps. The last limited-edition Ferrari supercar, the Enzo, was named after the Italian car company’s founder, so this new car is 'The Ferrari'. But do we prefix it with ‘the’? And what do the French call it? La LaFerrari. We digress…

Bring on the comparisons with the McLaren P1!

2013 Mercedes CLA 220 CDI

best car 2013 Mercedes CLA 220 CDI

This is the Mercedes CLA, a new niche model from Stuttgart that aims to offer the style of the CLS 'four-door coupe' at a price that slots in below the C-class. You’ll pay from £23k for the entry-level CLA180 petrol, £27-28k for the 250 petrol, or £25-26k for the 220 CDI diesel – around £2.5k less than the equivalent C-class models.

UK sales start in June, exact prices are yet to be confirmed, and we’ve come to the press launch in Marseille to drive the new Mercedes CLA.

A swoopier C-class? Shouldn’t Mercedes be charging more for the CLA?
Well, here’s the clever bit: the CLA sits on the A-class hatchback platform, not the C-class’s. That means, yes, it’s a front-wheel drive Mercedes saloon with transversely mounted engines limited to four-cylinders. You will, however, have the option of four-wheel drive, which will also be the default setting for the upcoming 355bhp CLA 45 AMG model.

The wheelbase remains exactly the same as the A-class, but the shocks and springs are specially calibrated for the CLA, and there’s an entirely new rear suspension subframe.

Won’t the CLA eat into C-class sales?
Possibly, but Mercedes is confident it won’t, saying that the two cars are aimed at different customers, that there’s less room in the back of the CLA, that six-cylinder engines are unavailable and that – interesting, this – the front-driver is more dynamic than it’s rear-wheel drive big brother.

Key markets are saloon-loving USA and China, and Mercedes predicts far bigger volumes than the 35,000 CLS units they shifted in 2012. Coupled with efficient four-cylinder engines, that promises big benefits for Merc's fleet-average C02 emissions.

Go on then, the road-test bit…
We’re driving the CLA250 CDI diesel, which produces 168bhp and 258lb ft, emits 117g/km CO2 and takes you 63 miles on a gallon of fuel. Taken as a whole, the interior looks fresh and special and modern, but you’ll notice the cost-saving measures up-close: the flimsy-feeling air-con controls, the hard plastics that lurk below the fake leather on the dash, and the plain black plastic buttons that replace higher-spec models’ flashes of silver.

The boot is big – just five litres short of a C-class at 470 litres – but the rear seats are pretty cramped: sitting behind 6’1” me, my knees are pushed up against the front seats, while the sloped roof forces me into a slouch. I wouldn’t want to be here for long.

At typical cruising speeds, the steering feels sterile and remote, the gearchanges smooth and the engine whisks you along on a easy wave of boost – though it is surprisingly noisy at idle and when stretched. We’ve got the comfort-spec suspension (a sport set-up is also available) and the body control feels quite loose, while there’s also a reasonable amount of patter. It’s always difficult to properly judge a car’s suspension on smoother foreign roads, but we’d expect that patter to be far more pronounced in the UK. If we had to make the call now, we’d vote comfort-spec suspension rather than the much firmer sport.

How does the CLA cope in the twisties?
It’s actually quite accomplished. All models get Direct Steer variable-ratio steering racks, which means the steering feels normal on fairly straight roads, but it’s much quicker to respond on tighter twists and turns. Dive into a hairpin, for instance, and you won’t need to move your hands from the quarter-to-three position – it lends a real sense of agility to the CLA.

The chassis is impressive too, especially when you consider our slightly rolly comfort set-up: it bites keenly into tighter corners and ducks and dives along faster sections with a real feeling of agility. Yes, it’s easy to tell that the front tyres are doing the work, but there’s no sense of torque steer on these admittedly smooth roads and traction-control intervention is pretty restrained.

Sadly, what the steering and chassis adds, the dual-clutch gearbox takes away – it’s too dopey in auto mode, and it still lags behind when you’re in manual. VW’s dual-clutcher is far superior.

Verdict
The CLA might not be perfect, but it’s hard not to conclude that its market positioning is a bit of a masterstroke from Mercedes: it looks distinctive and special (if strangely proportioned from some angles), slots into a market niche somewhere above the VW Jetta and below the BMW 3-series, and generally drives well.

The gearbox is a letdown, you’ll need more space in the back if you regularly carry passengers and we wish the diesel powerplant was more refined, but the CLA will doubtless hold wide appeal for the younger audience that Mercedes craves.

2013 Rolls-Royce Wraith

best car 2013 Rolls-Royce Wraith

This is the Rolls-Royce Wraith, an imperious super-coupe that will debut today at the 2013 Geneva motor show. It’s the most powerful model Rolls-Royce has ever built, and the price befits that status: the Wraith costs £250,000.

Just how much power does the Rolls-Royce Wraith need to be the most powerful model in this posh British marque’s history?

The Wraith coupe is based on the Ghost limo (itself based on long-wheelbase BMW 7-series) and it uses its siblings twin-turbo 6.6-litre V12. But rather than the Ghost’s 563bhp there’s a wholesome 624bhp. And instead of 575lb ft there’s now 590lb ft, produced from a mere 1500rpm. The 0-62mph sprint (sorry, waft) is dispatched in 4.6 seconds, three-tenths quicker than the Ghost saloon.

Besides the extra oomph, the Wraith also has a wider rear track and shorter wheelbase than the Ghost, and the roofline is lower too, helping lower the centre of gravity. Rolls says that, together with specifically tuned suspension and steering with extra weight at higher speeds, the Wraith has ‘the most powerful, involving driving experience of any Rolls-Royce in history’.

And to help out, there’s Satellite Aided Transmission (SAT) technology. It means the eight-speed ZF auto is linked to the sat-nav system, and based on the Wraith’s GPS position, the road layout ahead, and your driving style, it selects the most appropriate gear.

So this GT big GT has the power, but doesn’t it look like a early Mustang Fastback with a vinyl roof?

There’s no denying the Wraith is an imposing beast, especially with this car’s two-tone paint scheme. Rolls says the ‘tension in the panels and a raked rear screen evoke the image of a world class athlete poised in the starting blocks’ but despite the styling the Wraith still has a saloon-like boot rather than a hatchback.

Perhaps sir or madam will prefer the luxurious leather-lined interior instead of the exterior, accessed by Rolls-Royce’s now-trademark ‘coach’ doors (don’t call them suicide doors). There are four plush seats, and acres of posh wood trim dubbed  ‘Canadel Panelling’ after a cove in the south of France where company founder Sir Henry Royce and his design and engineering team apparently spent their winters. Wonder if the current Rolls r&d team requested the same seasonal sojourn?

Other highlights include Rolls-Royce’s Starlight Headliner – 1340 fibre optic lamps light up the roof lining like the night sky, and until now it’s only been an option on bigger Rolls Phantom models. There’s also a head-up display, adaptive headlights, a keyless-opening boot, an advanced voice command system, plus a new Spirit of Ecstasy Rotary Controller. It uses the same touchpad-style tech found in Audis so you can ‘draw’ letters and numbers into the top of the pad rather than scrolling through a menu on the multimedia screen.

Prices for the new Wraith are expected to start at around £250k, with the first customer deliveries commencing in the final quarter of 2013.

2013 Ford Fiesta ST

best car 2013 Ford Fiesta ST

This is the Ford Fiesta ST, baby brother to the Focus ST and follow-up to the 2005-2008 ST. It costs from £16,995, putting it head-to-head with Renault’s new sub-£20k Clio RS and Peugeot’s new £18,895 208 GTI.

What’s the tech spec?
At the ST’s heart lies a 1.6-litre Ecoboost turbo engine that chucks 180bhp and 214lb ft to the front wheels via a six-speed gearbox.

Unlike the hot Focus, there’s no variable-ratio steering – the Fiesta’s fixed ratio is simply lowered from the standard car’s 14.6:1 to a swifter 13.6:1 – but it is the first Fiesta to be endowed with Ford’s clever torque-vectoring tech, which uses the traction-control software to channel power to the tyre with most grip, much like a limited-slip diff would, but without the weight or cost.

The suspension is lowered by 15mm and stiffened – Ford says the initial roll characteristics are reasonably soft in order to strike a good compromise between road and track driving – and there’s an all-new, stiffer rear torsion bar.

The ST also debuts rear disc brakes on a Fiesta for the first time. Cutting edge or what?

Can I get a five-door Fiesta ST?
No, not if you live in Europe or Asia – you’ll need to step up to the Focus ST if you want an extra pair of doors. Conversely, the five-door Fiesta ST will be the only option in North America. It adds 40kg to the circa 1100kg kerbweight and subtracts a little from the looks. All things considered, we’ve got the better deal.

How does the Fiesta ST drive?
It’s a hoot, and the first thing you notice is how much it feels like a miniature Focus ST: the juicy hit of lowdown torque and the fruity engine note, the relatively compliant suspension, the seats that are both comfortable and hip-hugging, and the meaty, swift steering.

Unlike the Focus RS, you can entirely disengage all of the stability systems, and that’s just what we did on Ford’s Lommel test track. Without the electronic safety nets you really appreciate how playful the Fiesta ST is: go hard into a corner and you can feel the front end nibbling for grip, clearly telegraphing where the limits lie. Overstep those limits and you’ll feel the beginnings of understeer and, chances are, you’ll back off the accelerator, causing the rear end to slip wide and point the nose back at the apex.

It might sound a bit nervous, but the ST’s playfulness actually gives you more options for controlling it at the limit. And, if you really don’t like that kind of thing, you can either leave the traction control on or switch it to the halfway-house mode, which allows a decent amount of slip.

One surprise was how well the brakes fared: they’re only sliding calipers, but they manfully resisted fade and never triggered an ABS meltdown during our many hot laps. Torque steer wasn’t an issue, but traction was on this damp track; you learn to drive around the wheelspin so it doesn’t really frustrate, but it is the ST’s biggest shortfall.

Verdict
We’ll need to drive it in the UK to be sure, but our first taste of the Fiesta ST leaves us seriously impressed. At £17k it’s great value, plus it’s stylish, frugal and practical too. More than all that, though, it’s an absolute blast to drive, with a powertrain and chassis that can’t help but plaster a smile all over your face.

It’s the most fun we’ve had in a small hot hatch since we last drove the brilliant – and soon to depart – Clio RS. Question is, then, can the new Fiesta ST beat the forthcoming Clio RS? Bring it on!

2013 Lamborghini Veneno

best car 2013 Lamborghini Veneno

Tomorrow McLaren will unveil its new McLaren P1, ditto Ferrari its Enzo successor, but on the eve of the 2013 Geneva motor show Lamborghini has just tried to trump the pair with the Veneno. The P1 is priced at £866k, the Ferrari will likely cost just as much, but you'll need £3m for a Veneno...

£3m?! So the Lamborghini Veneno must be pretty special then...

The Veneno is another of Lamborghini's ultra-exclusive supercars: the first was the Reventon, a rebodied Murcielago, of which just 20 were built; then there were just 15 Revention Roadsters; and at 2012's Geneva motor show there was the one-off Aventador J, which previewed the Aventador Roadster and sold for nearly £2m.

The Veneno isn't quite as exclusive as the Aventador J (though with just three being built you'll likely never see one) but it's more pricey: a cool €3m, plus tax. Call that £3.1m...

The Geneva show car (pictured) is painted grey, with accents in the Italian flag's green, white and red, but the three cars sold to customers will be wholly green, white or red. As for the Veneno name, Lambo says it's a famous fighting bull, which 'became popular in 1914 when it gored to death José Sánchez Rodríguez during the bullfight in the arena Sanlúcar de Barrameda’s'. Lovely animal...

What is the Veneno then?

Designed as a track-ready ‘racing prototype’, the Veneno is an exclusive street legal supercar reserved for the uber-rich. Only three will be built and all have already been sold.

Based on the Aventador LP700-4, the Veneno sources power from a mid-mounted 6.5-litre V12 tuned to generate 740bhp. That's 59bhp more than the Aventador, and Lamborghini says it’s increased power through enlarged intake paths, optimized thermodynamics, a slightly higher rev limit, and an exhaust system with lower back pressure. A seven-speed ISR automated manual transmission with five driving modes is charged with delivering that power to all four wheels.

Though official torque figures have yet to be released, it’s probably safe to expect a figure upwards of the LP700’s 591lb ft. There's no 0-62mph time either, but the Veneno should at least match the Aventador's 2.9 seconds – rich customers might get annoyed otherwise. The top speed is definitely up though, from 217 to 222mph

There's more power, but what else?

A unique carbonfibre body inspired by the Sesto Elemento concept. There are taut surfaces and razor sharp creases, and the Veneno’s design is typical of Lamborghini and accentuates its purposeful proportions. The body has been specifically crafted to optimise aerodynamics, each one of the Veneno’s many orifices providing function to the form. The front end acts as a large aerodynamic wing, providing downforce by channelling air through the bonnet-mounted outlets and over the windscreen, and the visually separated front wings take a cue from racing prototypes optimising airflow over the car.

The Veneno’s flat underbody guides air towards its large rear diffuser nestled between the quad exhausts, further improving its aerodynamic attributes while providing ventilation for the mid-mounted V12. Six wedge-shaped openings are charged with dissipating heat from the engine while a large central fin and an adjustable rear wing enhance stability.

The 20-inch front and 21-inch rear wheels haven’t been overlooked either – they include a carbonfibre ring which works like a turbine to cool the carbon-ceramic brake discs.

What’s it like inside?

Though photos of the interior have yet to emerge, Lamborghini says it features forged composite bucket seats – first seen on the one-piece monocoque of the Sesto Elemento – and CarbonSkin, a lightweight fabric made of carbonfibre which made its debut on the Aventador J. This patented material, used to clad the entire cockpit, part of the seats and the headliner, is made by soaking woven carbon fibres in a special epoxy. It is significantly lighter than traditional leather but equally soft.

Though it’s little more than an Aventador cloaked in a new aerodynamic dress, the Veneno shows Sant'Agata’s clear intent to battle Ferrari in the exclusive supercar realm. Don't think of the Veneno as a rival for the new Enzo (or the McLaren P1), rather a much more exclusive (and pricey) rival for Ferrari's One-Off programme and McLaren's MSO operation that built the X-1. This is a market far above the P1, Porsche 918, etc, where clients have unique cars built just for them. Thankfully, we can only expect Lamborghini to continue to up the ante.

2013 Porsche 911 GT3

best car 2013 Porsche 911 GT3

This is the new Porsche 911 GT3, a hardcore version of Stuttgart's 50-year old iconic sports car. It's just been unveiled on the eve of the 2013 Geneva motor show.

To some it’s yet another 911 variant, but to many more this track-focused GT3 is the most anticipated Porsche of 2013, new 911 Turbo and 918 Spyder included.

Why should I be excited about the new Porsche 911 GT3?

It’s got a 469bhp 3.8-litre flat-six engine that revs to 9000rpm, will hit 62mph in just 3.5 seconds, and there’s clever tech like rear-wheel steering and a Ferrari-style electronically controlled differential.

But, the old race-derived ‘Mezger’ engine that’s powered every previous GT3 is dead, the steering is electric (like the regular 991 Carrera) and the only transmission available is a seven-speed double-clutch PDK unit.

Sounds like sacrilege to me!

It might do, but let’s start with that engine. Yes, the Mezger engine is gone, and it’s been replaced by a direct-injection flat-six. But it’s not just a tweaked version of the 3.8-litre flat-six found in the latest 911 Carrera S, because only the casting of the crankcase and bolts for the cylinder head are shared. The rest of the engine is completely new (there are motorcycle-style rocker arms in place of the usual tappets, dry-sump lubrication, plus titanium conrods attached to forged aluminium pistons) and it actually weighs 25kg less than the old race-derived motor.

It revs to 9000rpm too (500rpm higher than the Mezger) and manages the same 123bhp/litre output as the last-of-the-line 997-generation GT3 RS 4.0. Plus the 469bhp total means it’s got 40bhp more than the last GT3.

So is the new 911 GT3 quicker than the old GT3?

It is. And the last GT3 RS. And even the GT3 RS 4.0. That legendary 4.0-litre RS had an enlarged Mezger engine producing 493bhp and 339lb ft, and only weighed a scant 1360kg, but the (heavier) new GT3 is quicker. To 62mph. And 100mph. And 124mph. Those benchmarks are dispatched by the new GT3 in 3.5sec, 7.5sec and 11.4sec, versus 3.9sec, 7.9sec and 11.9sec for the RS 4.0.

The reason? Predominantly the new PDK transmission. The new 991 GT3 weighs 35kg more than the old 997 GT3, but the double-clutch gearbox’s super-fast shift times and Launch Control function mean the new car will beat the old car in a straight line.

It’s not just the PDK gearbox straight out of the regular 911 either, but a lighter version with shorter gear ratios – seventh is no longer an economy gear. Upshifts take less than 100ms, the actual travel of the paddle shifters has been cut by 50%, and there are more aggressive Sport and Track settings. That, and there’s a ‘clutch kicking’ function: pull both paddles towards you and neutral is engaged, then blip the throttle, release the paddles, the gears re-engaged, and the power flow to the rear wheels is resumed. Porsche's press release very diplomatically says it’s so ‘the rear of the vehicle can be consciously destabilised for dynamic leaning into the curve’. In other words, it’s for drifting…

Is the new GT3 quicker through the corners too?

Porsche promises a sub 7:30min Nürburgring lap time, making the new GT3 quicker than the old GT3 RS. There’s the usual barely treaded Michelin Cup or Dunlop Race tyres (the latter replacing the previous Pirelli option) driving the rear wheels, a firmer damper setting for the PASM suspension, new GT3-specific all-aluminium suspension, and dynamic engine mounts that stiffen the powertrain’s mountings, but the new GT3 has two further trump cards.

First is the new electronically controlled differential. Like a Ferrari, Jaguar’s R cars, or the latest Mercedes SLS Black Series, the computer chips are in charge and can send up to 100% of the power to an individual rear wheel.

And the second trick is the new rear-wheel steering system, also due to appear on the 991-generation 911 Turbo and new 918 Spyder later this year, with two electro-mechanical actuators that can move the angle of the rear wheels by up to 1.5 degrees. At speeds up to 31mph the rear wheels steer in the opposite direction to the fronts, which Porsche says has the result of ‘virtually shortening’ the wheelbase by 150mm, massively improving agility. Above 50mph the rear wheels steer parallel to the front, which increases stability thanks to ‘virtually lengthening’ the wheelbase by around 500mm.

So the new GT3 is faster, but is it more fun?

CAR has spoken to Andreas Preuninger, Porsche’s Head of GT Series Production about the new GT3 – he built the first 996-generation GT3 and has been doing his job for 12 years. Preuninger told CAR that it was only after back-to-back tests that the PDK ‘box was picked over the manual transmission. It was the same with the rear-wheel steering system, only chosen after comparison tests with a GT3 without the tech. And as for the electric steering, Preuninger claims from feel alone you won’t be able to tell whether you’re in the new GT3 or the old GT3 RS 4.0.

You might have convinced me. And this new GT3 looks stunning!

It’s typical GT3 track day chic. There’s a deeper and wiper front bumper, with a vent ahead of the bonnet, and at the back there remains a big wing and central-exit shotgun exhausts. Plus, for the first time, a non-RS GT3 has used the Carrera 4’s wider bodyshell, so this new hardcore 911 looks even more purposeful than ever. The wheels are an inch bigger, now 20in forged aluminium alloys, and hide 380mm brake discs. And if you spec the optional PCCB ceramic brakes, the front discs measure a colossal 410mm.

Downsides? The latest 991 Carrera is an expensive car, so with all its extra kit (PDK, rear-wheel steer, etc) it means the new GT3 now costs £100,540. The first deliveries to UK customers will be in November 2013.

Porsche 911 GT3 (Typ 991)

Engine: 3799cc flat-six, 469bhp @ 8250rpm, 325lb ft @ 6250rpm
Transmission: Seven-speed dual-clutch PDK, rear-wheel drive
Performance: 3.5sec 0-62mph, 197mph, 22.8mpg, 289g/km CO2
Weight/made from: 1430kg/steel and aluminium
Price: £100,540

Key options:

Porsche Ceramic Composite Brakes (PCCB): £6248
LED headlights with Porsche Dynamic Light System: £1926
Front axle lift system: £2023
Club Sport package (with half roll-cage, multi-point harness seat belts, fire extinguisher and battery cut-out switch): No-cost option

2013 Mercedes SLS AMG Black Series

best car 2013 Mercedes SLS AMG Black Series

This is the new Mercedes-Benz SLS AMG Black Series, the fifth Black Series since the SLK55 AMG kicked things off in 2006, and closest in spirit to the SL65 Black Series of 2008. At around £230k, it's a solid £60k clear of the regular SLS on which it's based and only a little cheaper than the Ferrari F12. We've come to Circuit Paul Ricard in the south of France to drive it.

What's the tech spec of the Mercedes SLS AMG Black Series?
Like the SLS it's based on, the Black Series slots a naturally aspirated 6.2-litre V8 as far back in the nose as possible for a front/mid-mounted location. Power feeds to a seven-speed dual-clutch transaxle and onto the rear wheels. But the Black Series ups the ante with a 70kg weight saving (1550kg), coupled with an increase of power from 563bhp to 622bhp, but a slight decrease in torque from 470lb ft to 468lb ft. That gearbox is also installed 10mm lower to improve the centre of gravity, plus there's a shorter final-drive ratio and electronic control for the mechanical locking differential. Elsewhere there are standard carbon ceramic brakes, upgraded suspension and a titanium exhaust, which alone sheds 13kg from the kerbweight.

Looks mean to me…
Certainly does, and the standard SLS is hardly a shrinking violet. AMG says the design has been inspired by the SLS GT3 race car, with wider flared arches (+13mm front, + 26mm rear), darkened headlamps, and black surrounds for the rear lights. There's also a new front bumper with carbon splitter, plus a new diffuser, sideskirts with carbon inserts and fake air inlets ahead of the rear wheels.

What's the SLS Black like to drive?
Well, I can't tell you what it's like on the road, but it is a lot of fun on the track and certainly a big step over the standard SLS coupe, which never did feel particularly at home on a circuit – that car's more GT-like focus caused it to unravel when pushed hard, with understeer all too easy to provoke and frustratingly low levels of traction.

The SLS Black is far more satisfying. The nose darts eagerly left and right, super-alert to your steering inputs, just like it does in the standard car, but you can lean on the front end with far more conviction when you get to the corners, placing it far more accurately with the light, accurate and quick  – if not particularly tactile – steering. This, however, will be thanks in no small part to the sticky Pilot Sport 2 Michelins – 19-inches at the front, 20s at the back..

Get on the throttle early and you'll also find much more traction than you will in the standard car, the Black Series feeling benign as you tweak it into the smallest of slides to help kill any hints of understeer without risk of it all ending up in a tyre bonfire as the standard car would – you have to actively punt this car into a slide, because it's natural inclination is to straighten itself out and fire you off down the next straight. So you sit there, right on the edge of adhesion, those tyres, the very precise throttle response and the trick electric diff giving you a feeling of total control over what happens next and how much attitude you dial in.

Anything else to report?
The standard carbon ceramic brakes are excellent, with good feel, big stopping power and an easy-to-modulate pedal – the latter not always being the case with ceramic stoppers. And, yes, there's still some body roll, but it's much, much better contained than the standard car.

I spent much of my time either switching between third and fourth gear with the dual-clutch gearbox in Manual mode, or using the super-quick Sport+ setting, which is brilliant at second-guessing your next move, but if anything can be a little too over-enthusiastic to keep you in a manic, lower gear. The changes still don't come as rapid-fire quick as a Ferrari's, but I didn't find it a frustration

How about that V8?
It's a peach, no doubt the ultimate evolution of this incredible 6.2-litre naturally aspirated engine. It revs and revs, sounds like thunder played through a Marshall stack and has that beautifully accurate throttle response that we know and love from atmospheric engines. No, it doesn't have the ferocity of the Ferrari F12's V12 – the two are pretty similar on price, remember – but it's still mighty quick.

Anything you don't like?
Front/mid-mounted or not, the engine is still in the nose of this car and understeer is something – no matter how much improved it is over the standard SLS – that you do have to manage. At first it's not so much of an issue, but as the tyres heat up and then drop out of their performance window, the nose of the car starts to push more and more to the point that it limits you through faster corners. A Lexus LFA feels less nose-heavy and a half-the-price 911 GT3 RS is still a far more incisive-feeling device.

Verdict
The SLS Black Series is a great car, with gains all round versus the standard car and – as far as we can tell after driving it on an entirely smooth racetrack – no drawbacks. We love the engine, the handling and the downright outrageousness of the design. Mercedes will no doubt sell the entire limited run to diehard AMG fans, but it does sit in a slightly awkward space: oriented more towards customers wanting a trackday special, it fulfills that role less well than the cheaper 911 GT3 RS, and yet sits perilously close to the more rounded Ferrari F12 in terms of price. But that doesn't mean that the SLS Black Series isn't a very satisfying car indeed.

2013 Maserati GranTurismo MC

best car 2013 Maserati GranTurismo MC

Maserati has updated its most hardcore car for 2013. The new GranTurismo MC Stradale has more power and more extrovert styling than the outgoing car, and double the seat count too: Maserati is putting back seats back into the hottest GranTurismo.

Isn't the MC Stradale supposed to be the lightweight, track-ready GranTurismo?

Yes, but at 1770kg even in two-seater guise, the MC Stradale has never been a true Porsche 911 GT3 RS rival. For 2013, Maserati has junked the roll cage and the refitted rear seats. Power is up too: the revised 4.7-litre V8 pumps out 454bhp, up from 444bhp in the old car, while CO2 emissions and fuel economy are said to be improved. The engine is mated to a six-speed automated manual gearbox (complete with paddle-shift overide) and it drive the rear wheels. Top speed is 188mph (1mph faster than before) and 0-62mph is dispatched in around 4.5sec.

Point out those styling upgrades...

There's now a big central scoop in the new carbonfibre bonnet, the 2013 MC Stradale rides on new 20-inch forged alloy wheels, and there's new trim materials inside, to lift the GranTurismo's six-year old cabin. As before, carbon-cermainc disc brakes are standard.

The revised Maserati GranTurimso MC Stradale will be officially unveiled at the 2013 Geneva motor show next week, and it will go on sale in summer 2013, replacing the two-seater MC Stradale. Prices are expected to rise slightly from the current £110,000.

2013 Range Rover Evoque

best car 2013 Range Rover Evoque

Land Rover is introducing the world's first nine-speed gearbox into its range, and the first model to benefit is the hugely successful Evoque crossover. The nine-speeder is not only lighter than the six-speed auto it replaces, but also cuts fuel consumption and CO2 emissions, and is claimed to improve refinement too. Here's the full tech spec...

Whyever would a Land Rover need a nine-speed transmission?

Oddly, it will actually make the Evoque perform better off-road. The super-short first gear is designed for steep gradients or crawling over rough terrain, and helps the Evoque tow heavy loads too. And, it's claimed, the shorter first few gears also improve acceleration.

Will relentless changing up and down the nine-speed 'box become an irritiation? No, says Land Rover: the 9HF ZF gearbox is said to perform gearchanges 'below the threshold of perception'. And like the eight-speed auto in the new Bentley Continental GT and Flying Spur, the nine-speed ZF box can 'block-shift' ratios, rather than always going up and down the 'box sequentially. Being able to skip several gears means you reach higher gears quicker when cruising, and drop down to the lower ratios more smoothly when you demand a swift overtake.

So, the nine-speed's more refined, and better off-road, but will it save me money?

If it does the numbers Land Rover reckons, then yes. Land Rover claims the 9HF transmission cuts fuel consumption and CO2 emissions by 10%. The new transmission is also 6kg lighter than the old six-speeder.

The nine-speed Range Rover Evoque will be officially unveiled at next week's 2013 Geneva motor show, and production will start later this year.

2013 BMW Alpina B3 BiTurbo

best car 2013 BMW Alpina B3 BiTurbo 

Alpina has revealed the first teaser shots of its hot 3-series supersaloon, the B3 BiTurbo, which packs 404bhp and 442lb ft. It's a BMW M3 by another name. The nitty gritty technical details will be revealed in full at next week's 2013 Geneva motor show, but for now read on for the spec of Alpina's potential giant-killer...

What's under the bonnet of the 2013 Alpina B3 BiTurbo?

Alpina is BMW's semi-official tuner, meaning it's got easy access to all the best bits and pieces to create extra-fast Beemers. So the B3 BiTurbo uses BMW's 3.0-litre straight-six engine from the current 335i. In standard guide the turbocharged six-pot churns out 302bhp and 295lb ft, but as the BiTurbo name suggests, Alpina's doubled the turbocharger count, upping the outputs in the process by 102bhp and 147lb ft.

Is the Alpina B3 BiTurbo faster than a BMW M3?

Yes: it hits 62mph in 4.2sec (four-tenths quicker than the M3) and sails on to 190mph – no pesky 155mph limiter here. However, there is a caveat here to BMW's upstart cousin nuking the performance of the iconic M3. A new M3 with its own twin-turbo straight-six, and packing 444bhp, will arrive in the UK next spring.

The Alpina B3 is automatic only, unlike its M Division rival. It's an eight-speed transmission, driving the rear wheels in UK-bound B3s. Alpina will sell four-wheel drive B3s in mainland European markets, but the system doesn't fit in right-hand drive cars thanks to alterations needed in the engine bay.

Is the Alpina as thirsty as an M3?

Mercifully not, according to Alpina's figures. The B3 BiTurbo returns 40.9mpg and emits 177g/km of CO2. CAR's E92 M3 long-termer was officially rated at 2.5mpg, often struggled to top 20mpg, and its 414bhp 4.0-litre V8 coughed out 263g/km with the dual-clutch auto 'box. Oh, and to make the B3's figures even more impressive, the 335i on which it's based returns 39.2mpg and 169g/km.

What else is new about the Alpina B3?

The usual Alpina cues: a sporty bodykit with double tailpipes and optional pinstripes are all evident in these teaser shots of the new B3 BiTurbo. Plus there's adaptive sports suspension too, and trademark multispoke 20-inch wheels.

You can order the Alpina B3 BiTurbo now, as a saloon or a Touring estate, and the first customer deliveries will be in the summer. in Germany a rear-drive B3 costs €65,500, so you'll need over £50k to own one in the UK.

2013 Kia Provo

best car 2013 Kia Provo

This is the Kia Provo concept, which will be officially unveiled at the 2013 Geneva motor show tomorrow. Powered by a petrol-hybrid drivetrain, it’s a VW Scirocco-sized coupe-cum-hatch that previews the look of sporty future Kias.

Talk me through the Kia Provo’s styling

The body panels are carbonfibre, one of several supercar design traits Kia has pinched for its latest concept car. Note also the ‘visor’ windscreen (thanks, Koenigsegg) slim LED headlights and oversized front splitter.

At the back there’s a single light strip (Porsche 911 Carrera 4, anyone?) and dual exhausts, plus a Ferrari F12-style centre brake light and rear diffuser.

Is the Kia Provo just a no-go show-pony?

Nope. Under the bonnet is the Proceed GT’s turbocharged 1.6-litre petrol engine, good for 197bhp. While that powers the front wheels, the rears are driven by a 43bhp electric motor, charged up during braking or on the overrun. The Provo can ‘creep’ in EV-only stealth mode at urban speeds, or the hybrid drivetrain can act as a full four-wheel drive system for maximum acceleration. The concept car’s transmission is a six-speed dual-clutch ‘box.

What about the Kia Provo’s cabin?

Open the three-piece carbon doors (the flush handles pop out electrically) and you’ll enter a cabin Kia calls ‘very, very black’. Why? Because a dark cabin doesn’t distract from the driving experience, says the Korean automaker. The dashboard is a single piece of carbonfibre, with minimal controls – just a drive selector dial and multimedia interface controller. Kia says it opted for an automatic gearbox to avoid the need for a gearlever cluttering the car’s cabin. Does a gearlever really count as clutter? We digress…

Drivers can select a variety of screen displays: in Normal mode the driver sees a speedometer, rev counter and sat-nav route instructions; in Cruise the display shows a, route instructions and a speedo; and in Track mode the display features just a large rev counter, a track-map and a lap-timer. There’s also an ‘Entertainment’ mode for controlling your music and radio playback. Must be for the yoof market…

The front seats are made from a single leather-quilted panel running from one door sill to the other. The seat backrests don’t fold; instead, they’re mounted on a rotating aluminium track so they spin into the centre of the vehicle allowing easy access to the admittedly occasional-use rear seats.

We've seen a small Kia sports coupe concept before (the Korean company unveiled the cool Kee in 2007) but that came to nothing, so here's hoping the Provo makes the transition from show car to road car. And in the meantime, but if you fancy a hot Kia hatch now, check out CAR’s full story on the new Proceed GT here.

2013 McLaren P1

best car 2013 McLaren P1

McLaren has finally revealed the price and performance figures for its P1 supercar. The hybrid P1 will launch from 0-62mph in less than three seconds, hit 124mph in under seven seconds, and reach 186mph in around 17 seconds, according to McLaren's official figures. The P1's top speed is electronically limited to 217mph.

It's thanks to a 903bhp powertrain that twins a 3.8-litre bi-turbo V8 with an electric motor, mating instant torque and top-end shove. McLaren claims the P1 will hit 186mph five seconds faster than its famous F1 road car grandfather.

And the price? It'll cost £866,000 to UK buyers, and just 375 P1s will be produced. Customer deliveries start in autumn 2013, with the US expected to be the car's biggest market.

How does the P1s performance compare to other supercars?

Porsche claims its own hybrid supercar, the 918 Spyder, has 747bhp, but will also dip below three seconds to 62mph, and hit 203mph flat out. The 918 has struggled to fight the flab, weighing in at around 1700kg – 350kg more than it would without the hybrid system.

Unsurprisingly, the P1 has the old McLaren F1 easily licked off the line: the old-timer takes 3.2sec to hit 62mph and 9.4sec to reach 124mph. Of course, the car from the Nineties  trumps the P1 for top speed, topping out at 231mph (240mph sans rev limiter).

The P1's top speed matches a Lamborghini Aventador and Ferrari Enzo, but lags slightly behind the 220mph Noble M600 (a snip at £200,000). Ferrari is still yet to release official pictures or specifications for its Enzo-succeeding hybrid supercar, codenamed F150.

So is this the official customer-spec P1?

It is indeed: it's the first time we've seen the showroom-ready car. Looks familiar? that's because there are only two visual differences from the 2012 Paris motor show concept car. Two vents have emerged ahead of the front wheels to aid cooling, and the engine bay's rear grille is a much finer mesh, through which you'll spot the rams which actuate the P1's enormous rear wing. For more on the wing's F1-style drag reduction system, click here for CAR's previous coverage.

Any other new McLaren P1 details?

Those mirror-finish brake discs aren't blinged-up for vanity's sake: it's actually due to the aerospace-grade carbon ceramic. The brake disc material dissapates heat more efficiently than regular carbon discs, and is even lighter to boot. McLaren says the P1 will be able to pull up like a GT3 racing car – something at odds with its eco-friendly 6-mile electric-power range.

Still no weight figure for the McLaren P1?

Nope. We know how powerful, how fast, and how much it is, but despite much talk of the car's lightweight carbon construction, there's still no word on the P1's official kerbweight. With the battery pack alone adding 96kg, plus the extra heft of the motors and cooling components for that hybrid powertrain, does the McLaren P1 have a (relative) weight problem?

We'll find out when the production-spec P1 is displayed on the McLaren stand at the Geneva motor show from 5 March.