2013 Shelby Super Snake to debut at Barrett-Jackson Las Vegas auction

Shelby American is following up its 950- and 1,100-hp anniversary edition Super Snake models with something a little tamer for 2013. Two new versions of the Super Snake are now being offered, one with 662 hp and one with an upgraded supercharger and an output of 850 hp. And, for the first time, a wide-body kit for the pony car will be offered.
The new Shelby GT500 Super Snake—set to debut at the Barrett-Jackson Las Vegas auction Sept. 20-22—starts with a base 2013 Ford Mustang GT500. Shelby American adds a short-throw shifter with an optional 3.73:1 rear-axle ratio, an upgraded suspension and Shelby-designed 20-inch wheels. Underneath, the Snake gains a Borla exhaust system; Wilwood brakes with six-piston front and four-piston rear calipers; and a new cooling package, including a new radiator, heat exchanger and aluminum cooling tanks.
A fiberglass hood is installed—with the Shelby Super Snake design—to reduce weight. Super Snake stripes are available in satin black, gloss white, silver or blue. Super Snake badges with a Shelby registry number are added, while the headrests and floor mats are embroidered with the Super Snake logo.
The full wide-body kit costs $17,995; the rear alone costs $11,995. Both include 14-inch-wide wheels and tires. The kit includes front brake cooling ducts behind the door side scoops.
Optional equipment includes the Ford Racing/Whipple supercharger, which bumps output to 850 hp, an Eibach coil-over suspension and sway bar kit, premium Shelby interior and museum delivery.
The base package costs $28,995 for 662 hp. The 850-hp package jumps to $39,995. The post-title packages do not include the price of a GT500 donor car, which currently stickers at $54,995.

Check out www.ShelbyAmerican.com or call (702) 942-7325.

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2013 Lincoln MKS EcoBoost review notes

WEST COAST EDITOR MARK VAUGHN: When I first saw this mid- to full-size American luxo-cruiser parked in the driveway, I said something like, “nice!” or “such refreshing styling!” or “Is this my driveway?” Its proportions were different from anything else on the road, more upright around the greenhouse with a few sort-of subtle Lincoln signature crosses thrown in here and there. The 2013 model also gets a new front end with a sleeker, swoopier grille. Inside, there were distinct touches that separated this from the competition: the padded dash and padded everything else and the cool flat controls on the center stack for the HVAC and stereo. It was also quiet inside, thanks to the Lincoln/Ford active noise control.
It drove really nicely, too, thanks to Lincoln Drive Control, which “orchestrates the performance” of the suspension. I never got a chance to make the AWD squeal on any snow or even dirt. I really should have taken it to a track to see how the system firmed up the handling when moving the shifter from “drive” to “sport.”
When I took it to my top-secret straight-line testing location, I got 5.5-, 5.4- and 5.3-second 0-to-60 runs, in that order. At that rate, in only 52 more runs I would be getting to 60 in no time at all. But that 365-hp 3.5-liter twin-turbo EcoBoost V6 felt powerful enough for the car's 4,436-pound curb weight. Likewise, the six-speed automatic did everything it was supposed to without any problem.
Then I looked at the sticker—$58,265! I almost died right there in the driveway. That's right, the Lincoln MKS' sticker almost killed me! Granted, this one had $7,590 worth of silly options on it. I could easily have done without any of them. The $4,600 Equipment Group 202A that added blind-spot monitoring, heated steering wheel and memory adjustable pedals, among other things, seemed unnecessary. Neither would I check the options for moonroof at $1,695 and adaptive cruise control with collision warning for $1,295. But that would only lower the sticker to $49,675. What else would my 50 grand buy me in this class? Within a few thousand bucks up or down from the Lincoln are the Audi A6, BMW 528i and 535i, Infiniti G or M sedans, Jaguar XF, Lexus GS350, Mercedes-Benz E-class and Cadillac CTS.
I looked again at the trim. Those air vents looked and felt suspiciously Taurus-like. The ride wasn't quite as refined as competitors in the class. The NVH had barely audible hints of tininess. I could not, in my mind, justify a sticker approaching $60,000 for what in some ways reminded me a little too much of a more pedestrian mass-market, bland sedan. Knowing what the sticker price was had me thinking of this luxury car as a possibly tarted-up Ford Taurus, at least compared to other entries in the class. That's too bad, since I like the styling inside and out and the extraordinary roominess in the passenger compartment—along with the voluminous trunk, which is big enough for four or five people to bivouac or live in should the need arise.
The entry-level MKS with front wheel-drive and a normally aspirated 3.7-liter 304-hp V6 starts at about $16,000 less than this as-tested model, and includes all the exterior and interior styling that comes on the more feature-laden model.
2013 Lincoln MKS EcoBoost
Base Price: $50,675
As-Tested Price: $58,265
Drivetrain: 3.5-liter twin-turbocharged V6; AWD, six-speed automatic
Output: 365 hp @ 5,500 rpm, 350 lb-ft @ 1,500-5,000 rpm
Curb Weight: 4,436 lb
Fuel Economy (EPA): 20 mpg
Options: Premium package including blind-spot monitoring system, HD AM/FM/single CD player, heated steering wheel, memory adjustable foot pedals, power rear sunshade, rearview camera, THX-II cert audio, navigation system, Elite package, multicontour seats, active park assist, heated rear seats, lane-keeping system, premium wood package ($4,600); dual-panel moonroof ($1,695); adaptive cruise control with collision warning ($1,295)

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Glickenhaus may enter LMP1 class at Le Mans

James Glickenhaus, the man who brought you the Ferrari P4/5, is working on a new car to be used in top-level endurance racing such as the 24 Hours of Le Mans, possibly as early as 2014. Recently, sketches of the car—currently called the P4/5 Competizione LMP—have made their way to the Internet.
Glickenhaus made his money in the stock market and film industry, but he became a household name among car guys when he commissioned the one-of-one Ferrari P4/5 Pininfarina. Though Ferrari didn't sanction the build, once they saw the car, they gave the OK for the P4/5 to wear a Ferrari badge.
Later, Glickenhaus developed a Competizione version which was piloted to a 6 minute, 51 second lap around Germany's Nurburgring with help from a kinetic-energy recovery system, or KERS. That's the fastest recorded time for a Ferrari-powered car, though it was wearing race tires, which makes comparing it with any street car an apples and oranges affair.
He will return to the 'ring on Oct. 27 with another evolution of the P4/5, this time with better brakes, new Dunlop tires, better weight balance and a motor bored out from 4.0 to 4.4 liters. The aim is to beat the previous record while competing for the FIA World Championship Alternate Energy Cup.
The new LMP car will not be a Ferrari in any way. After Glickenhaus' Competizione car, he and the Prancing Horse went their separate ways. He is currently looking for some media buzz and an engine manufacturer, and it looks to be going well. Glickenhaus says he already has interest from one manufacturer and is hoping to garner more. He hasn't ruled anything out. Glickenhaus says they could use a diesel powerplant or a smaller turbocharged gas engine. There is also a new technique for recovering wasted turbo energy, which Glickenhaus says is also not out of the question. He's currently working with endurance racing's governing body, the ACO, to understand the rules that he would have to adhere to if he competes.
These are obviously the very early stages of the effort, but if the Internet buzz is any indication, this upcoming year could be an extremely busy one for Glickenhaus et al.

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2012 Mini Cooper S Roadster review notes

EXECUTIVE EDITOR ROGER HART: The 2012 Mini Cooper S Roadster brings out a rush of different emotions. I love the 1.6-liter four-banger; it revs freely and is a smooth runner, with more than enough bite to keep the driving interesting. The six-speed manual has decently short throws and is fun to row through the gears. But the fun for me basically ends right there.
There's a ton of cowl shake—so much, in fact, that my radar detector was practically shaken off its windshield mount on the drive home. No matter how hard they try to stiffen up the chassis on convertibles, cutting the roof off is a major compromise to the car's structural integrity. Add to that our always favorite run-flat tires and a stiff suspension, and you end up with a car that is not all that much fun to ride in or, frankly, to drive.
Also, the whole top-down meter thing is just plain silly. Maybe Mini still wants to court the quirky oddball, but I guess I'm past finding that kind of thing fun.
I'm sure there's a market, somewhere, for the Mini Roadster. I know that I'm not part of that market.
NEWS EDITOR GREG MIGLIORE: This is an energetic, fun little buggy with razor sharp reflexes and dynamics. The Roadster may have the best and most intense on-center steering feel of any car on the market. Pulling hard turns is an exercise in weight and response, which returns a direct, rewarding feel for enthusiast drivers. The chassis is similarly hard. It's stiff, abusive over bad roads and excellent when driven with gusto. With the short wheelbase and small body, this runner wants to be pushed through corners and bends.
I like the six-speed manual with satisfying, true throws that border on the longer side. The clutch is agreeable and nicely weighted, and rowing the gears is a heck of a lot of fun. Stout brakes, too.
The engine is reasonably powered for this small car. It's a mite, so the turbo 181-hp output is more than adequate, especially with this gearbox. It loves to rev, too, and is happiest above the 3,000-rpm threshold.
The cabin is tight, even for a guy of average build, though I found a comfy seating position. The cues—some of which are subtle and some of which are beyond over the top (a gauge for how long the convertible top is down, huh?)—are cute, cool and make for a unique experience.
Some annoyances: The exhaust note crackles upon shifts, which is a little unsettling, and the blind spots are fierce. The interior is also very loud.
I did a commuting lap in this Roadster through the suburbs and some sketchy neighborhoods of Detroit. I'd much rather crack the top off during a long weekend and soak in the summer air. I've done that in other Minis and it's a thrill. This time, not so much. These cars are a riot to drive; however, I just had a rather businesslike night. A lot of people could have fun in Minis, but they're an acquired taste as daily drivers.
EDITOR WES RAYNAL: I'd have to be pretty desperate to want top-down motoring (or for some reason really hate the Mazda MX-5 Miata) to pick this car at $33K.
There are things I like, such as the styling, which looks a lot better than the funny-looking Mini Cooper coupe. The turbocharged engine is flexible and provides good power; the steering is direct and properly weighted. Handling is quick and responsive and almost as good as the hardtop models. Not quite, but close.
Ride quality is a little choppy, much of which I put down to the run-flats—though the chassis is commendably stiff. There are less shake and less rattle than I thought there'd be and, while potholes should be avoided, it wasn't as bad as I thought.
It's a fun little scooter for the most part. I just don't know why one would pick this over a Miata.
ASSOCIATE EDITOR JAKE LINGEMAN: This car is flat-out fun. Power is awesome and aurally pleasing from the 1.6-liter turbo engine, and the six-speed shifter is easy and fun to throw. And I love that Sport button that opens up the exhaust. If you can time it right, you can purposely get it to backfire every time you shift.
Fuel mileage is amazing, if the digital readout is correct. I saw 150 miles on the trip with only two clicks off the readout, out of ten. That means this thing will get 750 miles to a tank! OK, I'm sure it won't get that, but man, this 2012 Mini Cooper S Roadster will travel far on a tank.
As far as the ride goes, this car actually benefits from having a convertible top. The Mini Cooper coupe rides like it's on wagon wheels, great for the track, not so great for the street. Run-flats and low-profile tires will do that. But this car, with a little extra flex in the frame, absorbs that little bit of harshness and makes the car livable. As of now, this is the only car on the planet I would take in convertible form before I would take the coupe. Of course, I would take the standard Mini Cooper S over all of them.
The Bluetooth function is easy to work and I had no problem getting my phone to work with it. The sound system is Harmon/Kardan, which is always quality. The seats are comfy and I like the carbon fiber accents on the doors. Some interior stuff is a bit cheesy, like the top-down time monitor. But, otherwise, it's a decent place to take a drive. It's just not the manliest place.

2012 Mini Cooper S Roadster

Base Price: $28,050
As-Tested Price: $33,550
Drivetrain: 1.6-liter turbocharged I4; FWD, six-speed manual
Output: 181 hp @ 5,500 rpm, 177 lb-ft @ 5,500 rpm
Curb Weight: 2,745 lb
Fuel Economy (EPA/AW): 30/28.8 mpg
Options: Technology package including center armrest, rear-park distance control, Harman/Kardon premium sound ($2,000); Sport package including 17-inch alloy wheels, conical spoke, xenon headlights, dynamic traction control, white turn-signal lights ($1,500); Mini connected with navigation including voice-command, Mini connected, comfort Bluetooth, USB/iPod, Mini navigation system ($750); Lightning blue metallic paint ($500) (not pictured); comfort-access keyless entry ($500); convertible wind defector ($250)

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McLaren P1 prototype storms Paris motor show

Twenty years after McLaren first entered the supercar ranks, the now-mythical F1 has a true spiritual successor--the P1.
The range-topping McLaren debuts as a prototype at the Paris motor show. A production version will be revealed in 2013 and it's expected to launch within a year. It joins the MP4-12C coupe and spider to form a potent lineup aimed at netting McLaren as many as 4,000 sales worldwide by the middle of the decade.
The P1 is believed to be a working title that will give way to a definitive production name carrying the famed MP4 designation used on all of McLaren's Formula One cars since 1981. The supercar is expected to draw power from an upgraded version of the twin-turbo 3.8-liter V8 used by the 12C, fortified with a kinetic-energy recovery system.
The P1 is based around a modified version of the MP4-12C's carbon-fiber monocoque, with unique front and rear subframes supporting an advanced chassis.
McLaren aims to challenge the likes of Bugatti, Ferrari, Lamborghini and Porsche as a maker of the world's most sought-after supercars on the back of an illustrious history in Formula One racing. Its goal for the P1 is simple: “to be the best driver's car in the world—on road and track.”
Rumors suggest the two-seater has already established lofty road-car lap records at various circuits where it has undergone preliminary testing, including Britain's revered Silverstone track. But with a good deal of development work still to be completed, company officials say it will be more than a year before independent testers get a chance to verify these claims.
Official details regarding the P1's mechanical package remain scarce ahead of its debut at the end of September. But sources close to McLaren suggest it will pack up to 963 hp. In road-going mode, the hi-tech driveline is said to push out some 803 hp at a dizzying 9,100 rpm. This will be boosted by about 160 hp in track mode through the addition of KERS. The engine is mounted longitudinally behind the cabin, with drive sent to the rear wheels via a seven-speed double-clutch gearbox.
Yet, despite the car's high power output and a reported curb weight of less than 2,900 pounds, McLaren says the P1 is not measured on top speed alone.
“Our aim is not necessarily to be the fastest in absolute top speed, but to be the quickest and most rewarding series-production road car on a circuit,” McLaren managing director Antony Sheriff said. “It is the true test of a supercar's all-round ability and a much more important technical statement. It will be the most exciting, most capable, most technologically advanced and most dynamically accomplished supercar ever made.”
Sporting a highly contemporary design penned by Frank Stephenson (formerly with Mini, Ferrari and Alfa Romeo), the P1 is far more individual in appearance than the MP4-12C. Its overall shape has been heavily dictated by extensive work carried out in McLaren's wind tunnel and the need to provide sufficient cooling air to the engine compartment at the rear.
The curvy headlamp graphic has clearly been inspired by McLaren's corporate logo and is expected to appear on a facelifted version of the MP4-12C. Stephenson has also paid homage to the F1 in the shape of the air scoop on the roof.
“The P1 will be the result of 50 years of racing and road-car heritage,” McLaren boss Ron Dennis said. “Twenty years ago, we raised the supercar-performance bar with the McLaren F1, and our goal with P1 is to redefine it once again.”
The P1 is based on a modified version of the MP4-12C's carbon-fiber monocoque with unique front and rear subframes supporting an advanced chassis. State-of-the-art features are believed to include active damping and active roll control.
The chassis has been conceived to work with an active aerodynamic package that could conceivably allow a reduction in ride height in track mode to lower the car's crucial center of gravity while increasing downforce.
The 2012 Paris motor show, or as it is officially known – Mondail de l'Automobile – will take place Sept. 27 through Oct. 14, 2012. It occurs every two years alternating with the Frankfurt motor show in Germany. The Paris motor show is a spotlight for the latest in design, but automakers will also be showing off their latest concept cars, green cars and supercars.

PRESS RELEASE

McLaren releases three images of its new supercar, the P1
McLaren Automotive will use its first ever international motor show appearance to preview its next generation ultimate supercar – the P1 – which takes much of its technological and spiritual inspiration from the company's Racing division. P1 has one simple goal: to be the best driver's car in the world on road and track.
At the Paris Motor Show, Mondial de l'Automobile 2012, P1 is previewed as a design study. Next year a production version, which the company aims to put on sale within 12 months, will be revealed.
'P1 will be the result of 50 years of racing and road car heritage,' says McLaren Automotive Executive Chairman Ron Dennis. 'Twenty years ago we raised the supercar performance bar with the McLaren F1 and our goal with P1 is to redefine it once again.'
'Our aim is not necessarily to be the fastest in absolute top speed but to be the quickest and most rewarding series production road car on a circuit', says McLaren Automotive Managing Director Antony Sheriff. 'It is the true test of a supercar's all round ability and a much more important technical statement. It will be the most exciting, most capable, most technologically advanced and most dynamically accomplished supercar ever made.'
When P1 goes into production later next year, it will sit above the 12C and 12C Spider, in terms of both price and performance.
More information will be released following the McLaren Automotive press conference scheduled for 17.45 CEST (16.45 BST), on Thursday 27 September 2012.
 

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