Specs

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Andrew Nabors – February 28, 2019

McLaren 600LT Price, Specs, Photos & Review

McLaren 600LT Price If you want a stunning supercar that includes dual flamethrowers, the McLaren 600LT price is right for you. The finely sculpted lines of McLaren 600LT price starts at $240,000. Because every McLaren begins life as a convertible, it only caused a slight increase to the McLaren 600LT coupe price. The McLaren 600LT Spider price is only $16,500 more. The folding hardtop operates up to 30 mph, and it allows the occupants to hear and see the dual flames from the upward facing exhaust. This makes the McLaren 600LT Spider price of $256,500 a bargain for the experience. McLaren 600LT Review As the first Long Tail in their Sports Series, it does without the complex hydraulic suspension. But this car proves there is nothing wrong with traditional coil springs. It is 2.9" longer than its predecessor. This tail allows it to control the airflow around the car. Not only does this increase downforce, it simply looks gorgeous. Not only was the tail extended, McLaren engineers revised the front splitter, rocker panels, and the lower rear diffuser. Subtle enhancements inside the carbon fiber monocoque allow the car to be much stronger than any other Sports Series model. Increased stiffness allowed the suspension tuning to be relaxed, offering a comfortable ride. With a dry weight of 2,749 lbs, the McLaren 600LT horsepower of 592 offers obscene acceleration. McLaren 600LT Specs If you are in the market for an English supercar, here are the most important McLaren 600LT Specs. Acceleration is always on tap since the curb weight is under 3,000 lbs. The exhaust system is simply top exit pipes on the catalytic converter. The titanium system requires no mufflers, as the larger turbos convert sound into boost. The cutting edge aerodynamics allow the McLaren 600LT top speed is 204 mph in the coupe or 196 mph with the Spider's top down. If you enjoy a battle under the lights, the McLaren 600LT 1/4 Mile averages 10.4 seconds. Price: $240,000 Engine: 3.8L Twin Turbo V8 Transmission: 7-Speed Dual-Clutch Horsepower: 592 Torque: 457 lb-ft 0-60 mph: 2.8 1/4 mile: 10.4 Top Speed: 204 mph McLaren 600LT Engine A story unlike any other is the history of the McLaren 600LT engine. Nissan wanted to go endurance racing in the 90's, so they built an amazing prototype car with an engine to match. This small V8 uses a Ford firing order for even balance. You wont be worried by belts because the water pump and alternator are shaft-driven. It was shelved for 25 years and mostly forgotten. But McLaren Engineers tested it to destruction, and they had to have it. Nissan sold the rights and it has been the basis of all modern McLarens. Their secret sauce lies in the 93mm bore and 70mm stroke. This over-square design revs quickly to instantly spool the turbos. The short stroke is also an attribute of long engine life since it has less rotating mass. The turbos are bypassed when cruising, so it allows the McLaren 600LT MPG to 16 city and 23 on the highway. Hennessey Performance McLaren 600LT Upgrade McLaren 600LT Transmission Light cars with power of this magnitude force the transmission to be a superhero. It must be ready for the immense power at full boost. So there was only one company that answered the call. The 600LT transmission is a 7-speed dual-clutch by Graziano. It was the first gearbox to use pre-cog technology. Because even and odd numbered gears have their own shafts, the next gear is already selected and engaged. Pulling the paddle simply swaps one input shaft for another and it allows the McLaren 600LT shift times to be among the fastest production cars. McLaren 600LT Interior If you thought all McLarens are the same, the McLaren 600LT interior is a blank canvas. It can be as spartan and race-ready as you need. Starting with the carbon fiber bucket seats, you can delete the A/C system, radio, door pockets, glove box, carpets, and virtually everything except the gauges and glass. On the other hand, it can be completely decked out in leather and Alcantara. If you want something truly unique, McLaren Special Operations will build it exactly to your specifications. McLaren 600LT Brakes If you see a bad situation ahead, having proper stopping gear can be the difference between life and death. Because the long tail allows it to cut through the air, the McLaren 600LT brakes are quite impressive. If you are cruising at 124 mph (181 feet per second), a panic stop only takes 384 feet. If you think that is impressive, 62 mph to 0 can be done in only 102 feet. This requires meaty rotors, so the rear are 14.9" and the fronts are a whopping 15.34". Carbon ceramic is the material of choice for daily drivers, and the aftermarket will undoubtedly offer iron for track days. Justin Bell Tests out the McLaren 600LT Spider McLaren 600LT Standout Features Starting with the most obvious, the McLaren 600LT standout features begin with aggressive aerodynamics. From the front fender vents to the enlarged side intakes, it was designed to cut through the air. Vortex generators ahead and behind each wheel keep the airflow uniform. The eponymous long tail is hard to miss, as are the exhaust tips ahead of it. Their placement allows them to be flamethrowers at your command. Going hammer down causes a fuel-rich situation. After it is pre-heated by the catalytic converters, it explodes on contact with fresh air. Not only does it look cool, it might add a little thrust to help acceleration. All 8 wheel choices are forged from one billet, and arrive wrapped in Pirelli rubber. Shop McLaren 600LT FOr Sale " width="680">

By Andrew Nabors – February 21, 2019

Lamborghini Huracán EVO Price, Specs, Photos & Review

Lamborghini Huracan Evo Price The world already knows the Lamborghini Huracan Evo Price is based on features. Since it's not the flagship of the Huracan series, it will probably be a more cost-effective alternative than the top-level offering. This has been needed for awhile to fill a gap in the lineup. In order to be prudent, a Lamborghini Huracan Price between 250,000 and $300,000 is the sweet spot. The starting MSRP of $268,000 will make it a very popular Lamborghini Huracan for sale. Lamborghini Huracan Evo Review Since this is the first Lamborghini to incorporate all stability and chassis systems, a proper Lamborghini Huracan Evo Review starts at the most obvious. LDVI stands for Lamborghini Dinamica Veicolo Integrata. It translates analog inputs from the brake pedal, steering angle, and two accelerometers into data. This data is then used to control torque vectoring left to right on both ends. Simultaneously, it constantly rations torque front to rear. Instantly reacting to changes in ride height, the MagneRide 2.0 magnetic suspension adjusts the load on each wheel 120 times a second. Why so much computing power? The Lamborghini Huracan Evo horsepower is a raging 631hp at 8,000 rpm. Lastly, each rear wheel has its own steering actuator, allowing for extra toe on the outboard side. The inboard wheel is kept slightly off center to keep the car rotating, and the outboard is positioned to rocket you out of the corner. Lamborghini Unveils the 2020 Huracan Evo Lamborghini Huracan Evo Specs You might be surprised at the abilities offered by the Lamborghini Huracan Evo Specs. Under the rear deck lies the most powerful V10 ever offered in a Lamborghini. After extensive development, launch mode follows a predetermined transfer of torque between front and rear differentials. It allows Lamborghini Huracan Evo 0-60 to happen in a blistering 2.9 seconds. Past this point, the car sends all power to the rear. This is why the Lamborghini Huracan Evo top speed is 202 mph. Price: $268,000 Engine: 5.2L V10 Transmission: 7-Speed Dual-Clutch Horsepower: 631 Torque: 443 lb-ft 0-60 mph: 2.9 1/4 mile: TBD Top Speed: 202 mph Lamborghini Huracan Evo Engine Being in constant production since 2003, the Lamborghini Huracan Evo engine is a naturally aspirated V10. It packs a forged crank and rods, with shared crank pins. This creates an uneven firing order, but it makes for long life and better low-end torque. Thanks to the big size, it doesn't need turbos or a supercharger to stay happy. This allows the Huracan Evo mpg to average between 14 in the city and 19 mpg on the highway. Of course, if you shift early and accelerate at an easy pace you will probably see even better results. It is not an overly complex engine, and an oil change can easily be accomplished in your driveway. Lamborghini Huracan Evo Transmission Nothing is worse than a great engine bolted to a impotent gearbox. That is why Huracan Evo transmission is a 7-speed dual clutch. Even and odd numbered gears have their own counter shafts, and even different output ratios to the differential. This allows for perfect gear spacing, which keeps the engine speed optimized for any situation. Another pinion on ring gear acts as the output shaft to the center differential. It is electromagnetic and capable of sending 100% of torque front or rear. While the rear differential is electronic, the front is open. This allows the brakes to control torque vectoring on the front axles. Lamborghini Huracan Evo Configurator is Live Lamborghini Huracan Evo Interior It has been a long time coming, and the Lamborghini Huracan Evo interior has serious updates. Instead of the myriad of audio and climate controls found on earlier models, the center console is now adorned by the Human Machine Interface. If offers haptic feedback to display a stunning menu that is easy to read. Cameras mounted front and rear are also displayed to make parking a breeze. Upholstery is offered in leather, Alcantara, and a new material: Carbon Skin. Several interior layouts are offered on the assembly line. If those don't suit your palette, Lamborghini's Ad Personam department will turn your dreams into a reality. Visibility is still top-notch and the Lamborghini Huracan Evo Interior has the best sound insulation in the supercar world. Lamborghini Huracan Evo Brakes Going fast is fun, but stopping fast is even more rewarding. Your Lamborghini Huracan Evo brakes will be 15" front and 14" rear. The carbon ceramic rotors are your only choice, so we hope the aftermarket will step up with iron for track day abuse. Because the Lamborghini Huracan Evo is their first car to implement brake-based torque vectoring, drivers should be conscious of cooking the expensive hardware during extended sessions. Because the curb weight is over 3,500 lbs, an active rear spoiler would be a nice touch for high speed runs. Lamborghini Huracan Evo Standout Features Lets look at what makes the Lamborghini Huracan Evo different than its predecessors. The LDVI control system makes 50 adjustments per second. It uses 240 inputs to control 340 outputs. It is the first predictive software Lamborghini has ever used, as all cars before now have been reactive only. Your Huracan Evo will arrive with Pirelli P Zero tires unless you opt for the upgrade. The P Zero Corsa PZC4 rubber can be had for an additional cost, and they make the best of the variable-ratio steering. In addition to the new interface, the instrument cluster has gained several new modes. It is now easier to see the important data while cornering, and the color palette is more diverse. Shop Lamborghini Huracan For Sale " width="680">

By Andrew Nabors – December 05, 2018

Lexus LFA Price, Specs, Photos & Review

Lexus LFA Review When Toyota sold their last sports coupe in 1998 we never thought it would take over a decade to finalize the Lexus LFA specs. Akio Toyoda asked his engineers to use the latest in composites and engine technology to shock the world. Planning began in early 2000 using the codename P280. Testing began at tracks around the world in 2003. Original Lexus LFA Concept Car Along the way, advancements made by competitors kept Lexus busy. What first began as an aluminum body and spaceframe evolved into a carbon fiber body and composite chassis. The amount of money and time would culminate in the 2012 production version. Only 500 examples were built, which history might view as a costly error in terms of its contemporaries. Lexus LFA specs the last 50 cars were the Nürburgring Package. Designed for the world-famous track, it allowed the car to set a Nürburgring lap time of 7:14.64 around the Nordschliefe. Lexus LFA Engine If you need the power of a V12 with the weight of a V8, the V10 is a rare compromise in the automotive world. Starting from a clean sheet, engineers from Toyota's F1 program joined forces with Yamaha for a 72-degree masterpiece. It is internally balanced thanks to an even firing order, using titanium internals to reach 9,500 rpm. Each cylinder has its own throttle body, allowing it to leap from idle to redline in 0.6 seconds. The Lexus LFA horsepower is 552 horsepower at 8,700 rpm, its V10 engine sound evokes memories of the early 90's F1 races. Other Lexus LFA specs are 354 lb-ft of torque, with 90% of it offered at only 3,700 rpm. The titanium exhaust has two chambers and three exhaust ports. This creates a symphony of resonance at several points on the tachometer. It sounds like nothing else on earth, and it does so without forced induction. Lexus LFA Transmission For the ultimate gearbox, Toyota leaned on their longtime partners at Aisin. To keep the weight at an optimal balance, the clutch and flywheel were mounted at the engine. This bellhousing incorporates a gear reduction before the carbon fiber torque tube. Not only does this eliminate driveline harmonics, but it also allows the tube to be smaller and lighter. Just ahead of the rear wheels is a six-speed automatic transmission. This might seem odd in an era of dual-clutch exotics, but it is one of the lightest trans-axles ever produced. The dry clutch has a billet aluminum pressure plate that allows the LFA 0-60 to be a consistent 3.6 seconds. Lexus LFA Brakes: Toyota was the first to market with electronic brakes. Instead of the pedal compressing fluid, a computer uses the pedal as an input. Then it takes into consideration your cornering angle and wheel slip to apply just the right amount of force to each rotor. Speaking of the fancy discs, Brembo designed 15.4" front and 14.2" rear carbon ceramic rotors. All calipers are monoblocks with 6 pistons on the front and four on the rear. Controlling your rotation through each corner is determined by which but it also the stability control system is in. As one of the world's most advanced brake systems, it easily stops the forged BBS wheels. They are 20x10.4" front and 20x12" rear for maximum grip in all situations. It needed such a system because the LFA top speed is 203 mph. Lexus LFA Design Staying true to form, the 2012 Lexus LFA arrived very similar to the concepts. We first saw the exterior in 2005. It was forward thinking and sleek, while still maintaining a common Lexus front end of that era. Continual improvements yielded another concept in 2007. This one has much larger intakes in the rear quarter panels along with an evolution of their L-Finesse styling language. The rear bumper was tucked in for better aerodynamics, and the taillights transformed into sharp arrowheads. A roadster was shown on the lawn at Pebble Beach, but it was too much for 2008 to handle. By 2009, the production car was finalized and shown at the Tokyo Motor Show. Another 3 years were spent in refining everything underneath. 2012 Lexus LFA Specs (Nürburgring Package) Price: $445,000 Engine: 4.8-liter V10 Transmission: Six Speed Automatc Horsepower: 563 hp Torque: 354 lb-ft 0-60 mph: 3.6 seconds Top Speed: 203 mph Lexus LFA Price When the first production cars arrived in the US, set the Lexus LFA price was $375,000. Adjusted for inflation the price would be over $430,000 in 2019. Dealers were swamped by collectors and flippers who paid much more than Lexus LFA msrp for the but it also cars. The final 50 examples were the Nürburgring Edition. They arrived with most of the same aerodynamic components as the race cars from the famous 24-hour race. They had a starting price of $445,000, and they have been sold for seven figures at auctions. Greedy dealers kept showroom examples priced very high which left unsold examples in new condition for years. Low-mileage examples usually sell for what they were new thanks to owners who understand their rarity. Lexus LFA Interior: You can't build such a wild exterior with a boring cockpit. So the Lexus LFA specs include 2 seats, machined aluminum, and a few acres of leather. Their unique Remote Touch controller acts like a computer mouse. Sitting atop the center console, it has haptic feedback to easily navigate the car's functions without taking your eyes off the road. Mark Levinson supplied a dozen speakers for an incredible audio system. They were designed with weight-saving materials to not hinder the car's abilities. Lexus LFA specs include two tuned resonators that run through the firewall to the intake manifold. Unlike the cheesy fake engine noise found in Ford and BMW models, you get to hear all 10 cylinders react to your commands. The V10 engine sound purrs like a kitten or shrieks like a witch, it is pure entertainment. Aside from the power window switches, you won't find many interior parts shared with another Lexus. The LFA interior should be used as a benchmark by the industry. Lexus Standout Features: Being one of the most unconventional cars in recent history, it would be easy to compile a list of the Lexus LFA specs that are normal. If you really need to know the standout features, they all begin with the car's development. NASA's Saturn V rocket went from an idea to the moon in half the time it took Lexus to bring the LFA to market. Akio and his skunkworks team tested each component to destruction. The concept cars were also used to motivate designers and even assembly line workers. It was a tool to make the company remember how fun a sports car really is. It wasn't built for a profit, especially considering a dozen years of labor. Several patents were given to the unique carbon fiber weaving and in the attachment points between the cockpit and subframes. Of course the Lexus LFA engine is one of the best ever produced, and that level of quality can be found throughout each car. Lexus LFA For Sale " width="680">

By Edward Jones – April 21, 2014

2014 Koenigsegg Agera S Specs, Price, Photos & Review

2014 Koenigsegg Agera S Specs [infobox bg="gray" color="black" opacity="on" subtitle="Price: $1,600,000 (Estimated)Engine: 5.0-liter twin-turbocharged V8HP: 1,0300-62: 2.8 secondsTop Speed: >248 mphTransmission: 7-speed dual-clutchTorque: 811 lb-ft"]Specs The $1.7-million Agera R is one of the world’s most expensive cars, but it pales in comparison to the Agera S Hundra, which celebrates ten years of the Swedish brand and its 100th model with a special one-off package featuring pure gold inlays. It went for an amazing $4.2 million in Singapore. It’s just another record to put under the Agera’s belt, which now includes the quickest 0–186–0 mph time ever verified, plus a slew of unofficial high-speed achievements performed in the Agera R. While the new Agera S is setting price records, it isn’t going to be stealing any of the Agera R’s speed records. And that’s because it doesn’t get access to the beneficial qualities of E85 biofuel. It’s that fuel’s higher octane rating and cooling abilities that give the Agera R its 1,140 horsepower, but the Agera S’s 1,030-horsepower is still quite extreme, and well more than the 960 horsepower of the base Agera. You may have noticed the slightly inflated horsepower figures above for the Koenigsegg Agera and Agera R. That’s due to a number of changes for 2014, the other big one being a third shock absorber that connects the right and left wheels. It is designed to cancel out the negative effects of the anti-roll bar, and reduce squat under hard acceleration. This allowed engineers to actually lower the spring rate without affecting the car’s handling abilities. We wouldn’t say this extreme exotic is starting to look like a hyper GT, but you are getting more for the money. See More Exotic Car Buyer's Guide Reviews

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