By Kristian Jager. Best Car. Publised at Tuesday, December 26th 2017, 23:41:05 PM. Last year, G-Power revealed its other tuned E92 M3, simply called the Tornado. While the M3 Tornado packs 500 supercharged horsepower in an otherwise traditional-looking body, both the Tornado CS (presumably for Club Sport) and GT2 S get bumped to 600 horsepower thanks to a new 7.25-psi blower that also motivates 428 pound-feet of torque. As any forced induction system needs good supporting mods, the new M3s are also equipped with other race-worthy parts including a dual-flow carbon-fiber air intake and plenty of other aluminum bits beneath the hood. A full titanium exhaust system helps shed over 57 pounds versus the factory piping, and either the six-speed manual or seven-speed semi-automatic transmissions may be used.
By Adalbert Balmer. Best Car. Publised at Monday, December 25th 2017, 17:10:24 PM. Over the last few months, I have driven five different MP4s. Although they were all preproduction cars, none was quite like the other. The worst specimen of the five was our yellow track car, which retired with a faulty suspension that was taking in air. The best was the car available at the first venue in Portimao, Portugal, closely followed by the triple-checked vehicle that McLaren rushed to Wales for the second day of this test. General dislikes? Not many, but a few critical remarks. Even the cars fitted with carbon-ceramic brakes (four out of five) had a tendency to e-x-t-e-n-d the stopping distance under very hard ABS-assisted braking. It may be the software, the tires, or a surface-related phenomenon, but it can grow you an extra gray hair or two. Another question mark concerns the Formula 1-derived brake-steer feature, which briefly grabs the inner rear wheel under hard cornering to tighten the line. It certainly does that, but on winding, bumpy country roads attacked with a knife between your teeth, a momentary stability-threatening tug at either rear wheel suggests that certain conditions can outfox the system for fractions of a second. Still on the debit side, we should also mention that stability control cannot be switched off completely, that the performance and handling control knobs are not as simple to use as Ferrari’s manettino, and that the effort required to paddleshift gears can be too high for a busy solitary finger. Also, the 592-hp twin-turbo V-8 simply does not sound special enough given its sensational power delivery. On paper, the mid-engine coupe from Woking has what it takes to challenge or even beat the Ferrari. But when you drive the two cars back-to-back, the McLaren, over time and distance, loses an inch of ground here and there. At2.5 turns lock-to-lock, its steering isn’t quite as quick as that of the 458 Italia (2.0 turns) and is also a bit on the light side. The brakes do a sterling job squashing energy at high speeds, but the final 60-mph-to-0 bracket is not their forte. The chassis is beautifully set up for slow second-gear kinks and for courage-testing sweepers, the ride deserves a “cloud nine” gold medal, the handling is communicative yet never impatient and inspiring but never rough-edged. I would love to spend more time in an MP4 that is up to scratch, because I suspect that deep within this conservatively dressed work of art lies a true Ferrari-beater.
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