70 km/h sur le périphérique, le débat est ouvert

Depuis que Manuel Valls s'est déclaré favorable à cette mesure, la Ville de Paris espère pouvoir débloquer un dossier dont la finalité reste floue.

"70 km/h demain, et pourquoi pas 50 après-demain, et 30 le mois prochain ? S'il y a un intérêt à ralentir autant les voitures, pourquoi ne pas aller plus loin ?" Ce chauffeur de taxi parisien ironise sur cette nouvelle lune de Bertrand Delanoë et la confronte à la réalité vécue au quotidien, celle des embouteillages qui lui interdisent l'essentiel du temps de rouler à une telle allure sur le périphérique parisien. Pourtant, le projet est bien dans l'air depuis que Manuel Valls, le ministre de l'Intérieur, s'est dit "favorable" à une baisse de 80 à 70 km/h de la vitesse maximale sur cet anneau routier qui ceinture Paris au plus serré.

Ce feu vert, peu argumenté pour le moment, du ministre de l'Intérieur vient cependant mettre un terme au refus obstiné de la préfecture de police de suivre le maire sur cette nouvelle lubie. Peut-être redoutait-elle déjà d'avoir à organiser un Paris Plages chaque été sur cette voie rapide urbaine, que, dans son for intérieur, le maire aimerait voir repoussée bien plus loin des portes de la cité. D'ailleurs, il mène bataille avec détermination depuis des mois, depuis que le Conseil de Paris a adopté en juillet 2011 un voeu en faveur de cette mesure d'une baisse de 10 km/h de la limitation. Le maire de Paris nouait là un premier succès après avoir essuyé à plusieurs reprises, sous le précédent quinquennat, plusieurs refus. Il avait opportunément renouvelé ce souhait à l'été 2012, à la faveur de l'arrivée de la nouvelle majorité.

Pronostic au doigt mouillé

On voit donc mal comment l'administration pourra s'opposer plus longtemps à ce souhait dont les conséquences sur la qualité de vie parisienne semblent trop belles pour être vraies. Selon Julien Bargeton, adjoint PS au maire de Paris chargé des transports, une telle baisse aurait "un impact positif en termes de sécurité routière, de lutte contre la pollution et contre les nuisances sonores". Les Verts lui emboîtent le pas avec le candidat EELV à la mairie de Paris, Christophe Najdovski, qui assène : "Cette mesure, qui ne coûte rien, permettrait, selon les estimations de Bruitparif, de diminuer de 30 % la population exposée à des niveaux (de bruit) dépassant les limites le jour et de 55 % la nuit." Une estimation qui laisse perplexe pour l'ampleur des résultats rapportée aux nuisances les plus graves, celles émises par des deux-roues en échappement libre, et qui ne mobilisent pas beaucoup les contrôles policiers. Et là, 70 ou 80 km/h ne changera rien à l'affaire. Quant à la diminution de la pollution et des accidents, cela relève plus du pronostic au doigt mouillé que de l'étude scientifique.

La Ville défendra à nouveau sa position lors d'un comité interministériel de la qualité de l'air (CIQA), prévu mercredi prochain. Le dernier en date avait déjà abordé le sujet, recueillant les avis favorables des ministères de l'Environnement et des Transports, mais s'était attiré de nouveau le refus du ministère de l'Intérieur, pourtant devenu socialiste. Celui-ci sait que les plus grosses pollutions sonores sont nocturnes, à une heure où les plus inconscients ajoutent un bon 100 km/h aux limitations en vigueur. Radars ou patrouilles n'y font rien, les 35 kilomètres du périphérique, qui voit défiler jusqu'à 1,1 million de véhicules par jour, deviennent un anneau de vitesse la nuit. L'installation de nouveaux portiques radars sur le périphérique est sans doute la solution la plus avisée, si, pour autant, ils parviennent à identifier les véritables contrevenants.

L'armée suisse passe au Mercedes Classe G

L'armée suisse passe au Mercedes Classe G


Après avoir été fidèle pendant une vingtaine d'année à Puch, l'armée suisse va remplacer le 4x4 autrichien par le Classe G de Mercedes. Le tout-terrain allemand équipé d'un moteur diesel 6 cylindres de 184 ch servira pour tous les types de transports de personnes et de choses.


Nos voisins helvètes seraient-ils aussi frappés par des mesures d'économie ? Il faut le croire puisque le communiqué de l'Armasuisse, qui s'occupe des achats de l'armée suisse a indiqué hier que, face à trois concurrents, "l'offre de Mercedes-Benz a été retenue car elle était la plus avantageuse sur le plan économique". L'efficacité aurait-elle été mise de côté au point de menacer la sécurité du pays ? Pas tout à fait puisque ce même communiqué stipule aussi que "d'autres motifs du choix du véhicule de Mercedes-Benz ont notamment été la technique éprouvée et robuste, la réduction à l'essentiel des composantes et la simplicité d'utilisation pour la troupe". Rappelons que le Classe G reste un excellent franchisseur adopté par plusieurs armées (Canada, Autriche...) et qu'il est fabriqué à Graz en Autriche chez...Steyr-Puch

Les futurs tout-terrain de l'armée suisse seront des Mercedes G 350 CDI, version militarisée du 4 x 4 civil bien connu des amateurs de franchissement hors norme ne renonçant pas, par ailleurs, à filer dans le plus grand confort sur les autoroutes allemandes sans limitation de vitesse (lire notre essai du G65 AMG). Ce G 350 CDI est destiné à remplacer les anciens Classe G commandés dans les années 90 à plusieurs milliers d'exemplaires. Rappelons que le Mercedes Classe G est fabriqué chez le constructeur autrichien Steyr Puch qui appartient à la marque à l'étoile.

Cette acquisition sera proposée au Parlement suisse, dans le cadre d'un programme d'armement. Le nombre de véhicules commandés n'a pas été précisé et déterminera le montant de la commande. L'offre de Mercedes-Benz a été retenue, car elle était la plus avantageuse, a indiqué mardi Armasuisse, l'organisme fédéral helvétique chargé des marchés publics de l'armée, qui a précisé que le constructeur allemand a remporté l'appel d'offres face à trois autres concurrents.



L'indestructible G 350 CDI "pro"

Avec 6 600 ventes dans le monde en 2011 contre 4 330 en 2004 et plus de 200 000 depuis son lancement en 1979, le Classe G se porte plutôt bien compte tenu de son âge canonique dépassant le tiers de siècle et sa conception antique. En réalité, Mercedes fait le plein des immatriculations grâce aux versions professionnelles et militaires qui sont particulièrement appréciées par les pays du Golfe, les armées norvégienne, argentine et bientôt suisse, mais aussi par la police des frontières allemande ou encore les exploitants forestiers du Mato Grosso au Brésil.



Ces modèles sont tous basés sur le 350 CDI Bluetec, dont le V6 turbodiesel ne développe "que" 211 ch, mais avoue une capacité de traction de 540 Nm entre 1 600 et 2 400 tr/min. Accouplé à l'excellente boîte auto 7 rapports 7G-Tronic Plus qui comprend aussi un réducteur. Les trois blocages de différentiels sont à commande électrique, mais toute l'électronique de contrôle de motricité a été supprimée. Et en lieu et place du châssis Sport des versions AMG, ce sont les classiques essieux rigides accrochés au châssis à échelles qui garantissent une progression sur les terrains les plus difficiles.
Cette acquisition dont le nombre de véhicules commandés n'a pas été précisé sera proposée au Parlement suisse, dans le cadre d'un programme d'armement.

Mitsubishi Evo tagged with graffiti faster than you can say 'stop!'

Mitsubishi Evo tagged with graffiti faster than you can say 'stop!'


Ladies and gentlemen, meet Maggie Stiefvater, professional artist and musician, New York Times best-selling author and Mitsubishi Evo owner. Because, as she writes, "In my latest novel, The Dream Thieves, a character drives a car that looks just like mine. Only there's a knife painted on the side of his," she decided to graffiti a knife on the side of hers.

And that's how you get the time-lapse video below of Stiefvater, a few aerosol cans and a lot of stencils enjoying a sunny day in the park.


News Source: Maggie Stiefvater via YouTube

Tip: Buzz S.

Category: Sedan, Performance, Videos, Mitsubishi

Tags: graffiti, maggie stiefvater, mitsubishi, Mitsubishi Lancer Evolution, video

2013 Toyota RAV4 earns 'poor' rating in IIHS small overlap crash test [w/video]

2013 Toyota RAV4 earns 'poor' rating in IIHS small overlap crash test [w/video]


When the Insurance Institute for Highway Safety tested a batch of SUVs in its small overlap frontal crash test earlier this year, it held off on putting the Toyota RAV4 in the blender because the new, 2013 model was due to arrive shortly after the test. The new crossover might be better than it was before, but it could still only manage a rating of "Poor" in the test that has been a bugbear for a number of manufacturers.

Among other issues, the IIHS noted that the steering column moved seven inches to the right causing the crash test dummy to practically miss the airbag, the dummy's left foot was trapped in deformed sheetmetal and the dummy's head hit the instrument panel.




The 2013 RAV4 earned the Top Safety Pick rating by scoring well in the Institute's four other tests. A good score in this particular test would have earned it the Top Safety Pick+ rating that is so far only claimed by the 2014 Subaru Forester and 2013 Mitsubishi Outlander Sport in the SUV category. There's a press release below with more details and a video of the test.



Show full PR text
The Toyota RAV4 earns a poor rating for protecting people in small overlap frontal crashes.

The Toyota RAV4 earns a poor rating for protecting people in small overlap front crashes. The small SUV was redesigned for the 2013 model year, but the changes weren't enough to lift the RAV4's performance in the Institute's challenging test. A combination of poor structure and inadequate control of the dummy's movement prevented the RAV4 from earning a better rating.

ARLINGTON, Va., July 11, 2013 - The 2013 Toyota RAV4, a small SUV, earns a poor rating for performance in the IIHS small overlap front crash test.

Toyota redesigned the RAV4 for the 2013 model year. The automaker made additional changes to models built after April to better control the stability of the steering column and to provide extra padding under the footwell carpeting.

The changes, however, weren't enough to lift the RAV4's performance in the small overlap test. A combination of poor structure and inadequate control of the dummy's movement prevented the RAV4 from earning better than a poor rating overall.

The driver's space was seriously compromised by intruding structure, and the dummy's left foot was trapped by crushed and buckled sheet metal in the footwell. Injury measures on the dummy indicated a high risk of injury to the lower left leg. The dummy's head barely contacted the frontal airbag before sliding off the left side as the steering column moved more than 7 inches to the right, resulting in little airbag cushioning for the chest. Additionally, the safety belt allowed excessive forward movement of the dummy's head and torso, contributing to the head hitting the instrument panel.

IIHS in May released results for 13 other small SUVs but delayed testing the RAV4 because Toyota was making changes to the redesigned model. If design changes are imminent, the Institute delays tests to ensure that IIHS ratings don't soon become obsolete. The practice also encourages automakers to improve designs more quickly.

In the earlier tests of small SUVs, only the Subaru Forester and Mitsubishi Outlander Sport earned a good or acceptable rating for occupant protection in a small overlap crash and qualified for the IIHS TOP SAFETY PICK+ designation. Eleven other small SUVs are rated marginal or poor (see full ratings here).

"This is a challenging test," says Institute President Adrian Lund. "Most manufacturers are going to need to make significant changes to their vehicles in order to improve protection in these kinds of serious frontal crashes."

The Institute added the small overlap test to its lineup of vehicle safety evaluations last year. It replicates what happens when the front corner of a vehicle strikes another vehicle or an object like a tree or a utility pole. In the test, 25 percent of a vehicle's front end on the driver side strikes a 5-foot-tall rigid barrier at 40 mph. A 50th percentile male Hybrid III dummy is belted in the driver seat.

The 2013 RAV4 previously earned the TOP SAFETY PICK award for good ratings in the Institute's four other tests - moderate overlap front, side, rollover and rear.

Jaguar Project 7 concept is an F-Type in a D-Type mold [w/video]

Jaguar Project 7 concept is an F-Type in a D-Type mold [w/video]

In addition to the XJR, XFR-S and XKR-S GT models Jaguar is bringing to the Goodwood Festival of Speed this weekend, the manufacturer announced that the F-Type-based, D-Type-inspired Project 7 design study will make its "dynamic" debut at the festival, with driving duties assigned to Mike Cross, Jaguar's chief engineer of vehicle integrity. Here's the cool part: With Jaguar's Director of Design, Ian Callum, leading the team responsible for Project 7, it went from the drawing board to track testing in only four months, Jaguar states, with a claimed 0-60 time of 4.1 seconds and top speed of 186 miles per hour.





Project 7, which was named in honor of Jaguar's seven wins at the 24 Hours of Le Mans, will be making runs up the hill at Goodwood over all three days of the festival, which starts at the Goodwood House in West Sussex, England, this Friday.

Far from a fragile concept car, Jaguar says, the single-seat Project 7 is a fully functional sports car. It uses the all-aluminum chassis and body of the F-Type, retains that car's 550-horsepower, supercharged 5.0-liter V8 and eight-speed automatic transmission but features lots of bespoke carbon fiber aerodynamic bits, some of which were inspired by the Le Mans-winning D-Type of the 1950s. The most obvious nod to that classic is the rear fairing with integrated rollover hoop – the F-Type's convertible top is gone. The windshield was also lowered, giving the roadster a more rakish silhouette as it sits on 20-inch forged-alloy wheels with carbon fiber inserts.

The driver sits on a composite seat lowered by 1.2 inches compared to the production F-Type and is anchored to it by a four-point racing harness. The passenger seat was replaced with a helmet holder, which demonstrates that the car really does have the purity of purpose Jaguar claims it has and would give us an excuse not to bring any weight-adding passengers along for a ride – if we ever had the opportunity to drive it, that is. Scroll down below for the official press release and a video.

Show full PR text
At-a-glance

- Project 7 was created by the team led by Jaguar Director of Design Ian Callum as a one-off design study based on the new 2014 Jaguar F-TYPE

- Jaguar Project 7 will make a dynamic debut at the 2013 Goodwood Festival of Speed

- Project 7 is an all-aluminum bodied roadster featuring a Jaguar D-Type inspired fairing, bespoke carbon-fiber aerodynamic components, and a single-seat cockpit

- Powered by a 5-liter supercharged Jaguar V8 engine with 550hp, Project 7 will reach 60mph in 4.1 seconds and attain a top speed of 186mph

- Project 7 will be driven at Goodwood by Mike Cross, Chief Engineer, Vehicle Integrity, Jaguar

(MAHWAH, N.J.) - July 9, 2013- The Jaguar Project 7 concept will make a dynamic debut at the 2013 Goodwood Festival of Speed on July 12. This concept vehicle is based on the 2014 Jaguar F-TYPE, an all-new, two-seat convertible sports car and winner of the 2013 'World Car Design of the Year' award.

"Project 7 is a single-seat sports car based on the F-TYPE, with the kind of racing-inspired form that designers dream about. It has one purpose: to be driven fast and enjoyed.Jaguar sports cars are known for exceptional performance and clean design. Project 7 captures that spirit in its purest form."

- Ian Callum, Director of Design, Jaguar

Project 7's name acknowledges Jaguar's winning of Le Mans seven times between 1951-1990, and its blue paintwork is reminiscent of the victorious Jaguar D-type cars of 1956/1957.

"The overriding dynamic aim when developing the F-TYPE was ensuring connected feel; it's a true, driver-focused sports car; agile, immediate, fast and, of course, fun. Having achieved that for the road, Project 7 has given us a unique opportunity to go that little bit further. It's visceral in every sense - its response, its sound and its sheer performance. I'm very much looking forward to driving it at Goodwood."

- Mike Cross, Chief Engineer, Vehicle Integrity, Jaguar

Project 7 is not a static concept, but a fully-functional, high-performance sports car. The F-TYPE's rigid all-aluminum architecture provides the perfect starting point, with power supplied by a 550hp supercharged 5-liter Jaguar V8 engine. This power is delivered to the rear wheels through an eight-speed ZF transmission with "Quickshift" technology, and an active electronically controlled limited slip differential. Project 7 also features a free-flow exhaust system with a ceramic finish, 10mm lower ride height and a custom-calibrated spring/damper tune.

"Jaguar's sporting bloodline and innovative ambition are perfectly embodied by Project 7, both through its sensual design, and its shattering performance. Project 7's Goodwood debut will provide a great stage to showcase the creativity of our design and engineering teams."

- Adrian Hallmark, Global Brand Director, Jaguar

Project 7: A story of passion

Under Director of Design, Ian Callum, who constantly challenges his team to push the boundaries of design, Project 7 went from being an experimental sketch by Jaguar designer Cesar Pieri to the track in just four months.

Bringing to bear his love for cars and motorsport, his passion for Jaguar's heritage, and his familiarity with the F-TYPE, Pieri drew a single-seat sports car with a swooping profile, cut-down windscreen and race-inspired livery.

"When I saw this sketch of a low-screen, single-seat F-TYPE, I felt enthused by it and wanted to take it further. As designers, our very purpose is to disrupt - to turn the norm on its head and see if it still works - and here at Jaguar, we love to push the boundaries. As a team our challenge was to take this gem of an idea, work within the limitations of production feasibility, and create something worthwhile. So I encouraged Cesar and Alister Whelan, Chief Designer, Jaguar, to take it to the next stage and develop a workable concept, and with the support of key departments across the business, Project 7 was born."

- Ian Callum, Director of Design, Jaguar

Following digital modeling, a clay model of Project 7 was produced. With that signed off, the Jaguar engineering team worked closely with the design team to ensure that the build stayed true to the concept.

The F-TYPE's two key design 'heartlines' remain. The most prominent change is the new D-T ype-inspired rear fairing section that incorporates a rollover hoop and swoops down from behind the driver. The convertible top system has been deleted.

Aerodynamic modifications include a carbon-fiber front air splitter, side skirts, large rear diffuser and a fixed rear spoiler with a 14-degree angle of attack, giving Project 7 a low muscular stance. The side louvers and bonnet vents are also carbon-fiber, while the carbon-fiber and aluminum mirrors draw inspiration from those on Jaguar's C-X16 sports car concept, which inspired the F-TYPE.

The windshield has been lowered, while a new front fascia design incorporates revised air intakes and headlights with gloss black surrounds. The car sits on 20-inch forged-alloy wheels with carbon-fiber inserts.

The cockpit of Project 7 is no less impressive than its exterior. The driver sits in a composite bucket seat, which is 1.2 inches lower than the stock seat, and is gripped by a four-point racing harness. The passenger seat is replaced by a custom fabricated helmet holder, which carries a custom-designed Project 7 helmet in matching blue paint and graphics, secured by its own harness.

The seat and the insides of the doors are finished in a quilted racing-style diamond pattern. There are carbon-fiber inserts on the console and shift lever, and the steering wheel is equipped with machined aluminum paddles.

"When you look at this car, it has got an enormous amount of appeal. It's just full of desire - you can see that its sole purpose is to be enjoyed. Project 7 is a very special car - not just because it's a one-off, but because of its purity of purpose. It's pure Jaguar."

- Ian Callum, Director of Design, Jaguar

###

JAGUAR PROJECT 7: TECHNICAL SPECIFICATIONS*

ENGINE & TRANSMISSION

Engine Capacity (cc): 5000
Cylinders: 8
Valves per cylinder: 4
Compression ratio: 9.5:1
Bore/stroke (mm): 92.5/93.0
Bore/stroke (inches): 3.64/3.66
Transmission: Eight-speed ZF transmission with 'Quickshift' technology

PERFORMANCE

0-60mph (sec): 4.1
50-75mph (sec): 2.4
Top speed: 186 MPH (electronically limited)
Power (HP@rpm): 550 @ 6500
Torque (lb ft@rpm): 502 @ 2500-5500
Wheels: 20-inch "Blade" forged-alloy
Tires: Pirelli P Zero 255/30/20 (front) / 295/30/20 (rear)

*ALL FIGURES ARE MANUFACTURER'S ESTIMATES

- Project 7 will be in action on the hill over all three days of the Goodwood Festival of Speed: Friday, July 12, 2013 through Sunday July 14, 2013

- Other Jaguar models in action on the hill include: XJR, XFR-S and XKR-S GT

- Jaguar has won Le Mans seven times:

1951: C-Type: Peter Walker, Peter Whitehead
1953: C-Type: Tony Rolt, Duncan Hamilton
1955: D-Type: Mike Hawthorn, Ivor Bueb
1956: D-Type: Ron Flockhart, Ninian Sanderson
1957: D-Type: Ron Flockhart, Ivor Bueb
1988: XJR-9LM: Jan Lammers, Johnny Dumfries, Andy Wallace
1990: XJR-12: John Nielsen, Price Cobb, Martin Brundle

BMW Concept Active Tourer Outdoor enjoys a day in the sun

This BMW Concept Active Tourer has evolved for the nature and cycling set and premiered at OutDoor Friedrichshafen, a trade fair in held this month in Germany. The sturdy wagon is tweaked with new materials, accessories and ConnectedDrive features for those who do a lot of their living under the sky as opposed to inside their cars.

Under the hood is the same plug-in hybrid drive system we've were introduced to in 2012, featuring a transversely-mounted, 1.5-liter turbocharged three-cylinder engine paired with an electric motor and a battery pack under the rear compartment floor. Total output is 190 horsepower and 147 pound-feet of torque headed to the front wheels, a claimed time from zero to 62 of under eight seconds, a pure electric range of up to 19 miles, a top speed of 124 miles per hour and claimed fuel economy of around 95 US miles per gallon.

The space behind the rear seats is the showcase, with a transformable compartment that can stow two bikes on built-in, retractable carriers. Remove the front wheel and seat from the bikes, then the frames can be locked into place using two rails and brackets. The wheels can be stowed in a holder attached to the right rear seat, the saddles can go into a compartment in the load floor. If you need to make a quick adjustment or a fix, you can do so since the bikes are aligned across the load bay.

Dirty, oily machinery isn't kind to interiors, so BMW has given the Concept Tourer Outdoor tough surface treatments in MoonRock Gray and MoonWhite to keep the abuse at bay. The load floor is a studded plastic in MoonRock Gray, the forward parts of the cabin are in MoonRock Grey and MoonWhite leather, plastic, Alu Mesh and Steron trim. Gold Race Orange trim inside matches the color of the body outside, and it all sits on 20-inch wheels.

One of the Connected Drive features on the eight-inch black panel display is a "Heart of the Alps" route guide, a product of BMW and the Austrian Tyrol tourist board, that provides "exclusive premium routes in the Seefeld, Ötztal and Zillertal regions."

The press release below can tell you more, the high-res gallery of images above can put it all into pretty perspective.

2014 Nissan GT-R

There are only a handful of vehicles in existence that can change you permanently – ones that have the power to rewire your concept of speed to fit their definition. Some five years after the Nissan GT-R legally touched down here in the US for the first time, the coupe is still bending perceptions of what it means to be a supercar in the modern age. For 2014, engineers reworked the GT-R's twin-turbocharged 3.8-liter V6 engine for more power, tweaked the transmission and massaged the suspension for ever more speed. Yes, that's right, I said more speed.

The changes have sharpened one of the best performance buys on the market into a weapons-grade track assault vehicle that just so happens to be street legal. More than ever, this is a car that rankles established supercar players with names like Lamborghini,Ferrari and Porsche, and does so with a Nissan badge on the hood.

Chasing The Legend

Aesthetically, the GT-R hasn't changed all that much since the car first bowed, but that doesn't stop onlookers from busting out their cell-phone cameras at every stop light. I've had the pleasure of driving some incredibly expensive and rare vehicles, and none have courted attention the way the 2013 Nissan GT-R does. The car is still downright stunning, and in the flesh, there's no avoiding just how much gravity this thing generates. With all of its weight thrown down low into those wide front fenders and a flared tail end, the GT-R has all the pull of a neutron star. The car rolls down the freeway cocooned in an orbiting cloud of eyeballs.

And much of that draw comes from how clearly the GT-R communicates its purpose. Those chunky, 20-inch RAYS forged aluminum rollers look built to turn the weighted wheels of time, and the gleaming bronze six-piston Brembo monoblock calipers up front peek through the spokes to hint at industrial levels of brake force. The front rotors are a batty 15.35-inches across and 1.28-inches thick. Out back, engineers fitted the GT-R with four-piston Brembo monoblocks that squeeze 15-inch discs. It's the kind of hardware you need to repeatedly bring a 3,829-pound missile down from speed.



Other manufacturers have turned to carbon ceramic rotors to handle stopping duties on their high-end sports cars, but Nissan very wisely stuck with steel on the GT-R. While carbon discs offer all sorts of benefits when it comes to longevity and performance, the bits also add substantial cost. Carbon may be en vogue, but tacking another $7,000 onto the MSRP of a GT-R simply isn't worth it. As much as its base price has risen over the years, the GT-R is still a 'budget' supercar, and the steel rotors found at each corner have no trouble hauling the car down from epic speed repeatedly and without fade. Even after an enthusiastic sprint up and down my favorite mountain, the brake pedal remained firm and confident. That same stretch of tarmac has made short work of substantially lighter vehicles.

Of course, the kids in the minivan next to me in traffic don't know what rotors or calipers are good for, but they do know the GT-R looks radically different than their dad's Camry, and that's enough to send the lot of them into a feeding-time-at-the-zoo frenzy at the site of the wicked Nissan. That burly exhaust note certainly doesn't help, either. Have a listen in the video, below.

Inside, the cabin is a weird mix of class and off-the-shelf Nissan bits. If you're expecting to find a coddled luxury cockpit, point your pupils elsewhere. Yes, the seats are a gift from the car gods, offering excellent bolstering and plenty of comfort for long hauls in the saddle, and yes, like the dash, they're swaddled in supple leather. But there's also plenty of Altima-grade plastic sprayed throughout the interior, and the hard stuff squeaks and rattles with every wrinkle in the pavement. Nissan very smartly spiced things up with some real carbon fiber trim here and there, but the GT-R doesn't offer the kind of interior refinement you'd expect from something with a six-figure price tag.

But where the materials fall short, the electronic wizardry picks up the slack. The 2014 Nissan GT-R is still using the same multi-function display that first debuted with the model when it launched. It hasn't gotten any less cool in that time. If, like me, you grew up playing the Gran Turismo franchise, you'll immediately recognize the type face. Nissan turned to Polyphony Digital to design the interface, and the display has several user-configurable displays good for serving up a veritable cornucopia of information. Vehicle speed, transmission temperature, differential temperature, lateral g-force, throttle position and brake force can all be summoned at will. Hell, I'm amazed the thing doesn't tell me my body mass index.



Worst of all, Nissan put a timer on the dash. A timer. That's like rolling a pony keg into an Alcoholics Anonymous meeting, tapping the thing, pouring a round of beers and walking out. Listen, Nissan: One of us has to be responsible here, and it's not going to be me.

Fortunately, you can chose to hide the timer in the foolish number of configurable display screens, and when you aren't trying to stare down the impenetrable glare of temptation, you can focus on some of the cabin's other neat tricks. Chief among those are the three toggle switches positioned just under the climate controls. These manipulate the transmission, adjustable suspension and traction control to suit the road conditions or the driver's needs. Flip everything to R mode, and the GT-R grows horns. The gearbox shuttles more power to the rear wheels, the traction control lets you hang the tail out before reigning the party in and the suspension turns granite firm.

Normal mode still leaves plenty of hellion in the car's blood stream, but the whole system is a bit more muted. Flip the suspension to Comfort mode, and the car actually softens out enough to a decent highway cruiser, and the gearbox's Economy mode can net you an extra mile per gallon or so on the highway. It will also delay downshifts, so if you want to pop off a quick pass, you'll need to push the transmission back into Normal for the feat.



Pop the hood on the 2014 Nissan GT-R and you'll find a hand-built, twin-turbocharged 3.8-liter V6. To put it simply, the engine is as beautiful as a six-cylinder can be. Nissan ditched the typical engine cover nonsense to let the gorgeous raw aluminum speak for itself. Judicious red paint adds a little sense of the dramatic, but it's the knuckled intake runners diving into the engine's heart that really make an impression. There are 545 horsepower and 463 pound-feet of torque on hand, and it all gets pumped to the wheels via a six-speed dual-clutch transmission and an all-wheel-drive system.

I should start by saying the GT-R isn't great at first impressions. Situate yourself behind the wheel, mash the big red start button and you're met not with the aggressive bark of a high-strung V6 but with a metallic clatter from the gearbox. It sounds like a bucket of ball-peen hammers is about to puke out onto the pavement. Nissan tells me this is normal. I wonder about the company's definition of the word.

Back when Nissan debuted the GT-R, the world was just familiarizing itself with the notion of a dual-clutch gearbox, and a high-performance variant like the one found in this machine was bound to have some forgivable quirks. But that was back when the first-generation iPhone was brand new and Transformers was still in theaters. Mercifully, life has progressed since then. The transmission in the GT-R has not. Porsche, Ferrari, Lamborghini and Audi all offer DCT options that are as stout as they are smooth. If the GT-R is showing its age anywhere, it's right here.

The GT-R rips off a run to 60 miles per hour in around three seconds.

Fortunately, you forget all about niggling details like transmission refinement and cabin amenities the first time you get handsy with Launch mode. Put everything in R mode, plant your left foot firmly on the brake, peg the accelerator to the floor and the engine will plop itself just north of 4,000 rpm. Side step the brake and the GT-R will do some funny things with physics. There's a moment in first gear where the car tries to figure out exactly how much power it can put down without vaporizing all four tires. This takes approximately long enough to think, "This isn't so fast."
Then second gear hits.

The obscene acceleration extrudes a gooey mix of foul language and giggles from between your teeth as the car rips off a run to 60 miles per hour in around three seconds. The 100-mph barrier falls shortly thereafter, and if you're brave enough, the car will carry you all the way to 196 mph.
But plenty of cars are quick in a straight line. The real merit behind the GT-R comes from just how fast and capable it is in every sense. At first blush, a big, heavy machine like this one wouldn't seem happy darting its way through the East Tennessee mountains, but it's right at home tearing through my favorite hollows.



I've heard plenty of people criticize the GT-R for being too smart, for doing too much to stand between the driver and the driving experience. Those people can go chew on a sock. This car is smart, and it uses its brilliance to help you go faster. Despite its hefty waistline, the GT-R never feels heavy, offering up plenty of throttle-induced rotation any time you summon it. At no point do you feel insulated from what's going on around you. The steering is also nicely weighted, offering decent amounts of communication, and the brakes are excellent at taking whatever abuse you can throw at them over the course of two hours.

And while the all-wheel-drive system serves up plenty of grip, the GT-R makes it awfully clear that you're the one in control of how this party ends. There's enough power on hand to overcome the rubber, and that means you have to stay on point to keep the car out of the trees. Stop paying attention at any point and this car will merrily end you.

We all have our favorites – cars that would be ours if reality and responsibility were permanently suspended. For years now, the Cadillac CTS-V Sport Wagon has held that spot in my heart, but the 2014 Nissan GT-R has officially ousted the longroof. For the money, there simply isn't another car on the face of the planet that so artfully combines straight-line thrust with toe-tapping dance moves. I don't care that it doesn't come with three pedals. I don't care that it's older than the hills. I don't care that the transmission sounds like someone left a screwdriver floating around in there. Give me a long stretch of abandoned asphalt curling through a misty Tennessee morning and there's nothing else I'd rather have at my command.