2012 MINI Cooper Clubman Review

The constant use of sport, the basis of elegant design, because the hatchback MINI Cooper, MINI Cooper Clubman 2012 adds functionality with a wheelbase and cargo space more spacious. It is priced just above the door and competitive with other doors as large as the Audi A3, Mazda3/Mazdaspeed3, and Volkswagen GTI.

Small styling cues, plus the body longer and be different from the standard Cooper Clubman: small changes in the front finish, distinctive details, veneers and batch aa vertical rear overhang. Updates sweet redesign last year to continue during 2012 as well as new lights and rear bumper and a revised interior, which promotes black matte chrome in a series before.

One might suppose the Clubman’s extra dimension would have jeopardized its sportsmanship, but you’re wrong. Rejected back, there is a slight difference, but despite the passage and the extra weight, the Clubman is agile, quick and light on its wheels. As the cliché of Cooper, the Clubman offers each one naturally aspirated and turbocharged 1.6-liter four-cylinder base, S and Clubman John Cooper Works trim. Base models the rate of 121 horsepower, while the Clubman S models make 181 hp John Cooper Works and the rate of 208 hp.

All are good with gas mileage, scoring up to 27/36 mpg on each base and S Clubman guise, and mpg 25/33 for the JCW. the choice of six-speed manual six-speed automatic in the base and S models will be a canvas of the improvement of 1 mpg in each city and highway. Ride and luxury are good at Clubman, the extra dimensions improve stability and smoothness slightly above the standard Cooper. Rough roads or common areas will contribute to pushing and noise in the cabin, however, and wind noise is noticeable, however, good for the car atiny below.

Drivers should use the rear seats can see the Clubman 2012, a major upgrade in the sedan, with step in providing the necessary space for the legs and the back of the hinge of the passenger door with the creation of a easier access. Materials and build quality are generally good, although the prevalence of hard plastics, economic and squeaks and rattles from the interior to discuss cutting costs. Given the tag is steep, the MINI Clubman in high level (or any model with a top team in the original) that is a bit “disappointing.

Neither NHTSA nor IIHS has marked the MINI Clubman 2012 in crash tests and ratings of renewal, however, but a group of computers that ordinary drivers feel safe, even though the Clubman is still small. The 2012 MINI Cooper hatchback and rated very high scores of “good” according to the IIHS, however, to be largely due to the collapse of the state, besides Clubman. Common ABS, six airbags, stability control, and Hill-Start Assist, all contribute to a strong base, while the options of how to upgrade xenon adaptive and parking sensors also will help a lot.

Like all MINIs on the other hand, the shopping experience Clubman is much for customizing: vinyl sticker cards, a multitude of settings for technology upgrades, painting, like countless MINI Connected and navigation, and a wide range of performance accessories in addition to over ten million possible combinations. Common equipment levels are generally good, although perhaps not as complete as possible as expected given the high value of the MINI for its category.

2012 MINI Cooper Clubman  Specifications

2012 MINI Cooper Clubman 2 Door Coupe Basic Specs

• MSRP For This Model : $21,200
• Gas Mileage: 27 mpg City/35 mpg Hwy
• Engine : Gas 4-Cyl, 1.6L
• EPA Class : Subcompact
• Drivetrain : Front Wheel Drive
• Transmission : 6-speed manual Getrag transmission
• Fuel Tank Capacity, Approx (gal) : 13.2
• Engine Type : Gas 4-Cyl
• Fuel System : Electronic Fuel Injection
• SAE Net Torque @ RPM : 118 @ 4250
• SAE Net Horsepower @ RPM : 118 @ 6000
• Displacement : 1.6L/97.5

2012 MINI Cooper Clubman 2 Door Coupe S Basic Specs

• MSRP For This Model : $24,900
• Gas Mileage : 27 mpg City/35 mpg Hwy
• Engine : Turbocharged Gas 4-Cyl, 1.6L
• EPA Class : Subcompact
• Drivetrain : Front Wheel Drive
• Transmission : 6-speed manual Getrag transmission
• Fuel Tank Capacity, Approx (gal) : 13.2
• Displacement : 1.6L/97.5
• SAE Net Torque @ RPM : 177 @ 1600-5000
• Fuel System : Electronic Fuel Injection
• SAE Net Horsepower @ RPM : 181 @ 5500

2012 MINI Cooper Clubman 2 Door Coupe John Cooper Works Basic Specs

• MSRP For This Model : $31,400
• Gas Mileage : 25 mpg City/33 mpg Hwy
• Engine : Turbocharged Gas 4-Cyl, 1.6L
• EPA Class : Subcompact
• Drivetrain :Front Wheel Drive
• Transmission : 6-speed manual Getrag transmission
• Fuel Tank Capacity, Approx (gal) : 13.2
• SAE Net Horsepower @ RPM : 208 @ 6000
• Fuel System : Electronic Fuel Injection
• Displacement : 1.6L/97.5
• SAE Net Torque @ RPM : 192 @ 1850-5600

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2012 Audi A5 Review

The 2012 Audi A5 is widely acknowledged to be one of the handsomest Audis sold, and many reviewers just give it the superlative while not qualification. definitely its designer, Walter d’Silva, said it absolutely was the most stunning automobile he’d ever drawn.

The A5 Coupe is elegant and striking, especially in Audi’s characteristic white color. Then, once you lop off the roof, the open-air A5 Cabriolet adds a splash of decadence to the planning. If we have a tendency to were spending more than $40,000 on a two-door luxury automobile from Audi, we’d wish it to be the convertible.

In either guise, the Audi A5 may be a boulevard cruiser–what we have a tendency to used to decision a grand touring car–at its heart. it is a automobile for some and their bags to travel in, though one or two extra riders can fit in the rear. It’s close-coupled but not cruel. The cabin is well laid out similarly as finely designed, and also the controls are lighter than those of different German coupes.

The A5 coupe comes commonplace with quattro all-wheel-drive and a six-speed manual transmission. An eight-speed automatic transmission is an offered option, and either alternative will yield a 0-60 time just north of half dozen.5 seconds.

Opt for the A5 convertible, and you’ll get commonplace front-wheel-drive and a customary continuously variable transmission (CVT). No manual transmission is available on the drop-top A5, but consumers choosing the quattro AWD option will get the same eight-speed automatic transmission utilized in the coupe.

While the A5 isn’t slow, it’s additional of a grand-touring coupe than a sports coupe. consumers needing an extra serving of schnell with the A5’s good looks can intensify to the S5 coupe, that comes with a four.2-liter V-8 sensible for 354 horsepower and 325 pound-feet of torque. That’s enough grunt to get the S5 from 0-60 in beneath 5 seconds, whether you choose for the six speed manual or six-speed automatic transmission.

An S5 convertible is available similarly, but it comes powered by a 3.0-liter, supercharged V-6 sensible for 333 horsepower and 325 pound feet of torque. A seven-speed, dual-clutch gearbox is the solely transmission option for this variant.

But again the convertible shines brighter: its well-insulated prime is dropped in a very matter of seconds, and it’ll raise itself quickly enough that you won’t get drenched once you stop in a very sudden shower. Sure, the material prime blurs a number of the coupe’s crisp roofline–not to say eating any into the rear seat space–but the feeling of sun in the face and (a little of) wind in the hair makes those quibbles fade into insignificance.

All A5 models go together with a turbocharged 2.0-liter four, even the Cabrio with quattro all-wheel drive. Transmissions are a six-speed manual or an eight-speed automatic. The Audi A5 range produces EPA gas-mileage ratings in the mid 20s–adequate if hardly at economy automobile levels. No hybrid or clean-diesel variants are offered in the States, sadly,

In base trim, the A5 comes well-equipped–as it should with a beginning price north of $40,000–and the options list is long. In fact, the sole real option missing is the box to tick that will guarantee sunshine, balmy breezes, and clear roads ahead once you drop the highest. More’s the pity.

The A5’s interior is targeted on driver and passenger comfort, though the rear seat are going to be cramped for those long-of-leg.  As you’d expect from Audi (or any automobile during this price purpose, for that matter), interior match and end is excellent, and a wide range of options and add-ons are offered to fit your wants, taste and budget.

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Porsche’s 911

The history of Porsche’s 911 is now so long that there is probably almost no sensible modification that tuners and race preparation companies around the world have not tried on the iconic rear-engined sports car. The most recent phase in the long line of aftermarket conversions was turning narrow-bodied 3.2 Carrera, and even 964 models into Carrera RS 2.7 look-alikes.

This conversion trend was logical as many enthusiasts think the U.S. market-inspired impact bumpers of the ’74-’89 cars are aesthetically fussy and ungainly. In addition, since the later cars were

galvanized, they inherently stand a better chance of being a less troublesome long-term driving partner. Certainly, replacing the impact bumpers with the smaller, lighter, earlier version removes weight and improves the car’s looks. Drivability and fuel economy also benefit from the more powerful, larger capacity later engines, even if these replicas are still somewhat heavier than a genuine RS. More unusual however, is the installation of a ’90s-era motor in a 1960s car, and it was this rare and less common combination that attracted me to Nigel Jones’ Blood Orange 911.

All such cars that I have seen so far have been built in the UK and USA, so the fact that this and several other such hybrid 911s exist in Singapore is of far greater interest. Less of a surprise is the fact that these cars were built by UK expatriate mechanic, Andy Tatlow, who has lived in Singapore since the mid-’90s.

Tatlow is a road- and race-trained Porsche specialist who used to work for Autofarm in the UK as a freelance contractor. He was headhunted by Ruf Singapore and subsequently went to work for the official Porsche distributor in Brunei before returning to Singapore to set up Flat Six Road and Race Engineering. With his extensive knowledge of tuned and modified 911s, Tatlow understands the ins and outs of what can and cannot be done to 911s. His Porsche enthusiast clients in Singapore are almost all either expats or locals educated in the UK or the U.S., and ar

e thus familiar with the modified Porsche scene as we know it.

Creating the specs for one of these cars is usually a process of the client approaching Tatlow with a concept, which then evolves. In the course of these discussions, he is able to separate fantasy from reality, and more accurately gauge what will best suit his client’s needs. After all, creating a peaky track-day monster would certainly be the wrong thing to do for someone who actually needs a daily driver flexible enough to tackle the challenge of Singapore’s urban traffic.

I saw the car in an early stage of build in Tatlow’s workshop during a visit to Singapore in August 2009. The shell of the ’69 car had just come back from the paint shop, and my attention was focused on other cars. Then, in the spring of last year, Tatlow told me that the early car was finally finished and that its owner was willing to have it featured in a magazine if I was still interested.


And so almost exactly one year after I first saw the bare shell, I am at Nigel Jones’ house in Singapore looking over one of the most immaculate early 911s I have seen in recent years. Early is the operative word here, as the base car is a ’69 long-bonnet 911, sold new in Singapore, where it now qualifies for historic vehicle status.

You can tell that Jones is a 911 nut, as the daily driver sitting next to his Carrera RS 2.7 replica is a ’94 993 Carrera 2 manual. “I had one of the five ’89 Carrera 3.2 Speedsters in Singapore before the 993,” he says. “I have always driven convertibles, and loved the Speedster, but its canvas roof could not cope with the tropical downpours. On top of that, the air-con in these earlier cars did not work very well. In the end, both these faults were pretty terminal in Singapore’s hot and wet climate, as they meant I turned up at meetings looking like I had swum there.”


After four years of 993 ownership, a sequence of events led Jones to yet another 911, but this time aimed at track use and pure driving fun. “Andy helped me find the 993, and has looked after it since I bought it nearly five years ago,” he says. “A year ago, we were discussing pre-impact bumper cars and the magazine stories that had been written about RS 2.7 re-creations built from later cars.

“I had been looking at websites like Pelican Parts and others and also saw the orange lightweight 964 Clubsport that Andy built for another client. So I asked him if he could find and build me a special car that looked period, but was more modern under the skin.”

Jones was trained as a mechanical engineer and wanted the best possible quality as well as a car that was much lighter than the Carrera 3.2 and 3.6-based replicas he had seen in the magazines. In the end, Tatlow just missed the target maximum weight of 1,000 kg (2,200 pounds) by 15kg—but only because Jones insisted on have air-conditioning fitted.

The car Tatlow found was originally white and had been restored by a local body shop. But because it had then been left for a few years, the paint was starting to lift in some places, so step one was stripping the car back to its bare shell. They quickly realized that it had lots of filler and had been patched in various places. It had no kidney bowls and the pattern sills did not fit properly. During his years in Singapore, Tatlow has located a couple of exceptional body shops that do metalwork and paint as well as the best in Europe, but for far less money. One of these artisans was entrusted to cut out all the rusty parts, weld in new metal, and prepare and paint the shell. Once the panels were primed and painted in Blood Orange, there was no sign that the car had not left the factory this way.

The build involved equipping the shell with brand-new lightweight GRP Carrera RS 2.7 replica bumpers and a GRP engine cover with rear ducktail spoiler. Replica Carrera RS sidewinder decals complete the RS illusion.

The original glass was cleaned up and re-used, with just the rear windscreen replaced with a lighter Perspex substitute. The interior was treated to a lightweight RS interior and carpets with a custom black vinyl headlining, and the instruments refurbished by North Hollywood Speedometer & Clock Company in California. The Recaro Nürburgring sport seats were sourced from World Wide Classics in the UK.

The car sits on 16-inch Fuchs wheels and Dunlop tires from a Carrera 3.2 and refurbished locally. They definitely look better than the original 15s, and give the car better grip, but are a dead giveaway that the car is not a real Carrera RS 2.7.

Also helping to give the car its purposeful stance is the more advanced suspension technology that hails from U.S.-based specialist companies. “Where the German tuners just put in larger torsion bars and antiroll bars and stiffer dampers, the U.S. tuners looked at things from a different point of view,” Tatlow says. “The fact that these specialist companies are still coming up with new ways to improve the engines and suspensions of these early cars years after Porsche stopped making them speak volumes for how much they think the 911’s old-style suspension can still be improved.”

As he is still a novice on the track, Jones did not go the whole hog with the suspension, but what Tatlow did do has made a big difference to handling and grip. The front torsion bars are stock, but the rears are from a 3.3 Turbo. The front through-the-chassis antiroll bar is fu

lly adjustable, as is the rear bar. Koni supplied the heavy-duty front strut inserts and rear dampers, while Elephant Racing poly-bronze bushings all round contribute to greater geometric accuracy under load.

With the heavier motor and substantially greater power and torque to cope with, the brakes were substantially beefed up. Bearing in mind that pre-1977 911s did not have brake servos, a few choice decisions had to be made. The car has ended up with Carrera 3.2 front and rear vented discs and rear calipers, matched with Boxster front calipers and a single 23mm brake master cylinder.

The 964 twin-plug motor was given a set of Schrick cams and breathes through PMO individual throttle bodies, with Autronics electronic engine management system providing fully mapped fuel and spark curves. This means that not only is this early 911 vastly more powerful than when it left the factory, it is also much more fuel efficient, with a vastly cleaner exhaust too.

Currently, the exhaust has standard 964 headers and a Gemballa rear box with no final silencer, but Andy and Nigel have agreed that RSR style headers with a 2.8 RSR style exhaust system will be the way to go.

As the motor was still running in at the time, A

ndy had not done a dyno pull to confirm output, but the last engine he built to the same spec made 325 hp at 6600 rpm with a suitable exhaust in place.

For today’s driving conditions, and to handle the extra power, the late Carrera 3.2’s G50 gearbox was deemed the best bet, and the modifications to graft this in were conveniently done along with the custom mounts while the car was being built up. The new gearbox is married to the engine via a Turbo 3.0 clutch assembly.

The orange 911 goes like a scalded cat when you extend it, and yet pulls well from low down, so it is very drivable in traffic. The higher gearing of the G50 five-speed provides fair refinement at cruise, within the limitations of the lightweight interior. But go deep into the throttle travel, and the single throttle per cylinder induction produces the kind of deep throaty roar long since outlawed by EU drive-by regulations for new cars.

“The car has turned out better than I hoped for,” Jones says enthusiastically. “It is almost concours-quality, and that is a problem in itself. Almost too nice to use hard on track, but I don’t want it to be a garage queen.”

The irony is that with room to spare in his garage, he could well end up buying yet another car just for track use.

Porsche 911 Carrera RS 2.7 Replica

Layout
Longitudinal rear engine, rear-wheel drive

Engine
2.7-liter flat six, dohc, 24-valve. Schrick cams, individual throttle bodies, Autronics engine management

Transmission
OEM G50 five-speed manual, Turbo 3.0 clutch assembly

Suspension
911 Turbo 3.3 rear torsion bars, Koni dampers, adjustable antiroll bars, OEM Boxster front calipers, OEM 911 Carrera 3.2 rotors and rear calipers, 23mm master cylinder

Wheels and Tires
Fuchs alloys, 6x17 (f), 7x16 (r)
Dunlop, 205/55 (f), 225/50 (r)

Exterior
GRP Carrera RS 2.7 replica bumpers, GRP engine cover with rear ducktail spoiler, replica Carrera RS sidewinder decals

Interior
Recaro sport seats, refurbished instruments

Performance
Peak Power: 325 hp @ 6600 rpm

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Ferrari 458 Italia

 

The new Ferrari 458 Italia is about as ostentatious as most of us would like to go. It’s in-your-face enough. But Khourosh Mansory caters to a different breed. Wallflowers simply need not apply as his cars command—no, they demand—attention. Lots of it. So unless you’re the kind of guy that can pull off wearing shades indoors, at night, the Mansory Siracusa probably isn’t the car for you.

There’s just a touch of Miami Vice about the Siracusa. It’s cool, but in a very weird way. And it certainly doesn’t belong in Brand, which is almost spitting distance from the Czech border in the old East Germany. Seemingly gripped by winter for nine months of the year, it’s a rundown area where an old Trabant is still a legitimate form of transport. People could ride donkeys here and it wouldn’t shock you all that much.

So the Siracusa fits in here like a porn star in a monastery. In fact, you could say the same for the whole factory, a relatively nondescript industrial unit in the middle of the bleakness that houses a showroom with a polished marble floor, a boardroom that boasts borderline thrones rather than chairs, and a casually discarded Bugatti Veyron Pur Sang, several ripped-apart Rolls-Royces, a Bentley Continental, several $1 million Mercedes G-Wagens, and more.

But the 458 draws the eye as it sits in the corner, resplendent in a ridiculously bright shade of yellow. It was a traffic stopper anyway, but now… now it’s something else entirely.

Mansory has taken the 458 Italia’s swooping, elegant lines and gone to town with the design, ditching the movable front wings and fitting a sculpted front end with an Enzo-style nose cone that looks just a touch F1, especially with the endplates and vents channeling air over the front wheels. There are new foglamps and the car looks wholly different, more sculpted than the base Ferrari.

 The moveable aerodynamics were meant to be a big deal. That’s what Ferrari said anyway, and they were a clear link to the murderously expensive F1 project. Now, you won’t hear anybody say it’s marketing guff here, but question Khourosh on the old parts’ value and he simply raises an eyebrow. He doesn’t do wind tunnels, but has access to some of the most advanced computational fluid dynamics software on the market and is sure that the new configuration is a big step forward.


There are the naked carbon-fiber slats in the bonnet by the lights, the multi-bladed side skirts, rear wing and huge diffuser. It’s just a touch ’70s in its own weird way and brings to mind the Lamborghini Miura, but there’s a method to this madness. The cockpit is closed behind the driver, but instead of the rear screen retaining heat, those slats are open and the inevitable heat from the engine bay is sucked out of the car and channeled over that audacious rear wing.

The additional power is almost irrelevant. It’s the feeling, the shock factor, that makes this conversion worthwhile.

 It isn’t subtle, especially in yellow and naked carbon, but it is spectacular. All those carbon parts, and the work on the interior, which is equally dramatic and comes with top-quality ultra-suede or your choice of leather, as well as carbon shift paddles, door panels, a retrimmed steering wheel and more on the center console, shaves 150 pounds off the overall weight of the car. The external stuff increases downforce, too.

Now Mansory has been forced to put some weight back in, as the outrageous volume of the engine had overpowered the stereo, and just sometimes you might want to listen to a different kind of music. So now there are two subwoofers, two amps and serious loudspeakers in there. Of course it’s all beautifully plumbed in, and the only external sign is the futuristic glass panel behind the seats with Tron-style accent lighting.

There is no more effective way to improve the handling and performance than to strip weight high up in the frame. Indeed Ferrari’s own Scuderia, which will surely come, will focus on reduced weight and the results will probably be not too dissimilar in terms of raw figures. Ferrari’s car might look slightly different, though.


The suspension is dropped 20mm, which gives the car a stronger grip at the apex at low or high speeds. You have to wonder how many folks will truly appreciate that nth degree of bite, or that additional fraction of aero grip. When in fact you don’t, hardly anyone will notice any discernible difference. They will just know it’s there, they will be able to tell their friends that their Mansory Siracusa is better than the factory fresh 458 their friend turned up in. That matters in some circles. Not mine, admittedly.


Of course more power would have been nice, as Mansory has adopted a light touch with the engine. There may well be a bigger power version down the line, but for now the tuners are getting to grips with the highly strung V8 and taking over the warranty doesn’t fill them with joy. So a new exhaust and gentle ECU remap squeeze 590 hp out of the powerplant now, and it has to be said it feels more than enough.


I head out on to the deserted, cold, wet and slippery road and after a few minutes of gentle pootling manage to grow a set and press the loud pedal with anything approaching conviction. The Ferrari underneath feels so damned visceral, so close to the edge, that in these conditions it takes a real gut check to attack it. But when I finally do it, Wow. Just, Wow.

Ferrari’s engine note is a unique thing, a high-pitched buzzsaw that somehow smooths out into pure music as the car snarls towards the horizon and its 9000-rpm redline. With the new exhaust it’s a blaring, aggressive, almost nasty creation. The additional power is almost irrelevant. It’s the feeling, the shock factor, that makes this conversion worthwhile. It just feels faster, even though I’d hazard a guess that in the real world this and the standard car could be separated by a cigarette paper on the dragstrip. On track the aero appendages would make themselves felt and the cornering speed should improve, but if you drive fast enough to find out on the road then you’re destined for a stay in jail.

Mansory has fitted his own centerlock wheels, too, 9x20 fronts and 11x21 rears, wrapped in Michelin Pilot Sport rubber, which gives the car a beautifully progressive feel at the limit. Even on this wet road the Siracusa responds to every miniscule input to the wheel and inspires the confidence to press on. Ferrari’s traction control system is still in full effect and stays firmly stuck in a secure setting. But even now I can feel ludicrous amounts of traction through the bend followed by a seductive slug of power.


The car feels ridiculous, lurching forward with every prod on the throttle. If anything, it feels even faster than the insane figures suggest, and while a McLaren might be faster, there’s no way it could be any more involving. The Ferrari is like a shot of adrenaline every time I flex a toe, it’s just a beast, and getting behind the wheel vindicates every cent spent on the car itself.

And that noise winds up from 2000 rpm into one of the most intoxicating, most addictive sounds in the motoring world. The flat-plane-crank scream is the polar opposite of the more thuggish Aston Martins and Lamborghinis of this world, but it still makes every hair on my neck crackle to attention as I blast down a straight section of road.


Mansory says the car now does 205 mph, or maybe a touch more, slightly faster than the factory car anyway, but don’t expect a major improvement on the 0-60 mph time. That was 3.2 seconds anyway, though, and how quickly do you really need to get there? Mansory didn’t have to make the 458 perform better, it was already ludicrously fast. And a car that looks like this isn’t meant for hammering around the track either. It may have taken its name from the historic racetrack on Sidly, and it may have more downforce than the 458 Italia, which is a racecar for the road if ever there was one. And yet still that isn’t this car’s purpose in life.


In truth, the Mansory will spend a lot of time going quite slowly indeed through the congested streets of Dubai, Monaco, Moscow and elsewhere. It’s a car that commands attention. So it will cruise past the world’s most exclusive nightclubs like the best of them, and jaws will hit the floor wherever it goes.


You see, sometimes, in some places, a standard Ferrari 458 Italia just isn’t enough to make an impression and you need a car like the Mansory Siracusa to stand out from the exclusive crowd. It’s a car for the modern-day Don Johnson, and you just know that Sonny Crockett would have felt right at home.

 

Mansory Siracusa

Layout
Longitudinal front engine, rear-wheel drive
Mansory Siracusa Driving

Engine
4.5-liter V8, dohc, 32-valve. Mansory ECU, sport exhaust

Transmission
Seven-speed automated manual

Suspension
20-mm lowering springs

Wheels and Tires
Mansory centerlock alloys, 9x20 (f), 11x21 (r)
Michelin Pilot Sport 2, 245/30-20 (f), 305/30-21 (r)

Exterior
Front apron, side skirts, vents, rear apron, wing, slatted rear screen

Interior
Full Mansory leather, Alcantara and carbon-fiber trim, carbon-fiber bucket seats, drilled aluminum pedals, sport steering wheel

Performance
Peak Power: 590 hp @ 9000 rpm
Peak Torque: 410 lb-ft @ 5400 rpm
0-60 mph: 3.2 sec.
Top Speed: 205 mph

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